Tank trucks and tank truck repair methods

Abstract

The objective is to provide a tank truck and a tank truck repair method that can reduce the number of labor required to prevent liner overflow while suppressing increases in vehicle manufacturing costs. [Solution] The tank truck 100 comprises a tank 101, a subframe 110 attached to the tank 101, a chassis frame 120 positioned below the subframe 110, and a liner 130 positioned between the chassis frame 120 and the subframe 110. An opposing member 160 is mechanically joined to the chassis frame 120 via a mounting hole 121a. A portion of the opposing member 160 faces the liner 130 in the vehicle width direction, restricting the movement of the liner 130 relative to the chassis frame 120 in the vehicle width direction. Therefore, it is possible to reduce the man-hours required when retrofitting the opposing member 160 to the portion of the liner 130 that protrudes, while suppressing an increase in the manufacturing cost of the vehicle.

Description

Technical Field

[0001] The present invention relates to a tank truck and a method for repairing a tank truck, and more particularly to a tank truck and a method for repairing a tank truck that can reduce the working hours for suppressing the protrusion of a liner while suppressing an increase in the manufacturing cost of a vehicle.

Background Art

[0002] In a tank truck including a tank, a sub-frame, and a chassis frame, with a liner interposed between the sub-frame and the chassis frame, the liner may protrude in the vehicle body width direction from between the sub-frame and the chassis frame due to vibrations during driving or the like. To suppress this, a regulating member (composed of bolts whose heads protrude downward from the bottom surface of the sub-frame) is provided at positions separated by a predetermined distance in the longitudinal direction of the vehicle body, and a tank truck in which the regulating member is inserted into a second hole opened in the liner is known (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the above-described conventional technology, the liner may protrude in a portion where the regulating member is not provided. The protruding position of the liner in the longitudinal direction of the vehicle body and the protruding direction of the liner (inside or outside the vehicle body width direction) cannot be specified because they vary depending on the driving state, vehicle type, and variations in the dimensions of each part of the vehicle, and depending on those differences, there are also vehicles in which the protrusion of the liner itself does not occur.

[0005] To suppress this liner overhang, one might consider narrowing the spacing of the regulating members along the longitudinal direction of the vehicle body during vehicle manufacturing. However, depending on driving conditions, vehicle type, and variations in the dimensions of each vehicle component, regulating members may be installed on vehicles or parts where liner overhang does not occur, leading to an unnecessary increase in manufacturing costs.

[0006] On the other hand, if the aim was to add regulating members only to the areas where the liner protruded in order to suppress unnecessary increases in manufacturing costs, the location of the protrusion would only be determined after the vehicle had run, meaning that the regulating members had to be added after the vehicle had run. In this case, it was necessary to drill holes in the subframe and liner, and this method had the problem of being time-consuming. Due to these issues, there was a demand to reduce the amount of work required to suppress liner protrusion while suppressing increases in the manufacturing costs of the vehicle.

[0007] The present invention was made to solve the above-mentioned problems, and aims to provide a tank truck and a tank truck repair method that can reduce the number of work hours required to suppress liner overflow while suppressing an increase in the manufacturing cost of the vehicle. [Means for solving the problem]

[0008] To achieve this objective, the tank truck of the present invention comprises a tank, a subframe attached to the lower part of the tank, a chassis frame positioned below the subframe and to which the subframe is attached, a plate-shaped liner positioned between the chassis frame and the subframe, and a plurality of restricting members positioned below the subframe and in the area where the liner is positioned, at least a portion of which is positioned to restrict the movement of the liner relative to the subframe and which are spaced apart by a predetermined distance in the longitudinal direction of the vehicle body, wherein the chassis frame is provided with a plurality of mounting holes spaced apart by a predetermined distance in the longitudinal direction of the vehicle body, and comprises opposing members mechanically joined to the chassis frame via the mounting holes, wherein a portion of the opposing members faces the liner in the width direction of the vehicle body and restricts the movement of the liner in the width direction of the vehicle body relative to the chassis frame.

[0009] The present invention relates to a tank truck repair method for repairing the overhang of the tank truck liner in the vehicle width direction, and comprises: a removal step of removing the subframe from the chassis frame; a correction step after the removal step of returning the portion of the liner that has overhanged the chassis frame in the vehicle width direction to a predetermined position; and a joining step after the correction step of joining the opposing member to the chassis frame using a mechanical joining means with the opposing member positioned at a position corresponding to the portion of the liner that has overhanged, using the mounting hole. [Effects of the Invention]

[0010] According to the tank truck described in claim 1, the tank truck is equipped with opposing members that are mechanically joined to the chassis frame via mounting holes, and a portion of the opposing members faces the liner in the vehicle width direction, restricting the movement of the liner in the vehicle width direction relative to the chassis frame. Therefore, by attaching the opposing members to the portion of the liner that protrudes in the vehicle width direction, the protrusion of the liner in the vehicle width direction can be restricted. Thus, compared to setting a narrower spacing between the restricting members during vehicle manufacturing, an increase in the manufacturing cost of the vehicle can be suppressed.

[0011] Furthermore, compared to adding regulating members after the vehicle has been running, the attachment (mechanical joining) of opposing members to the chassis frame can be made easier and simpler. Therefore, the amount of work required to attach opposing members to the portion of the liner that protrudes in the width direction of the vehicle body can be reduced. As a result, it is possible to reduce the amount of work required to suppress liner protrusion while suppressing an increase in the manufacturing cost of the vehicle.

[0012] According to the tank truck of claim 2, in addition to the effects of the tank truck of claim 1, the distance between adjacent mounting holes in the longitudinal direction of the vehicle body is set to be shorter than the distance between adjacent restricting members in the longitudinal direction of the vehicle body, so that the length of the opposing member mechanically joined to the mounting hole in the longitudinal direction of the vehicle body can be kept to the minimum necessary. Therefore, even if other members are arranged on the chassis frame below between adjacent restricting members, it is possible to easily attach the opposing member to the chassis frame at a desired position while avoiding the other members. As a result, it is possible to reduce the influence of the position in which other members are arranged on the chassis frame. As a result, the degree of freedom in the position in which the opposing member is attached to the chassis frame can be improved.

[0013] According to the tank truck of claim 3, in addition to the effects of the tank truck of claim 1, the opposing member comprises a mounting portion that is mechanically joined to the chassis frame via a mounting hole, a restricting portion that is located above the mounting portion and faces the liner in the vehicle width direction, and a connecting portion that connects the mounting portion and the restricting portion. The restricting portion comprises an overhang that extends outward in the vehicle longitudinal direction from at least one of the ends of the mounting portion in the vehicle longitudinal direction. Therefore, with the mounting portion mechanically joined to the chassis frame, the overhang can be positioned outward in the vehicle longitudinal direction from the end of the mounting portion. Thus, even if the mounting hole of the chassis frame located below the portion where the liner overhang is to be restricted is blocked by another member, the mounting portion can be mechanically joined to the chassis frame via the mounting hole of the chassis frame below the portion adjacent to the portion to be restricted, making it easier to position the overhang at the desired position (a position facing the liner in the vehicle width direction when the overhang occurs) while avoiding other members. Therefore, it can be made less susceptible to the influence of the position where other members are placed on the chassis frame. As a result, the degree of freedom in the position where the opposing members are attached to the chassis frame can be improved.

[0014] According to the tank truck of claim 4, in addition to the effects of the tank truck of claim 3, the chassis frame comprises a mounting portion that extends in the vertical direction of the vehicle body and is provided with mounting holes, and an upper portion that protrudes inward in the width direction of the vehicle body from the upper end of the mounting portion and on which the liner is mounted, and the opposing member is positioned on the inside of the chassis frame in the width direction of the vehicle body, the mounting portion is plate-shaped along the inner outer surface of the mounting portion in the width direction of the vehicle body, the connecting portion is plate-shaped along the lower surface of the upper portion, and the regulating portion is plate-shaped extending upward from the inner end of the connecting portion in the width direction of the vehicle body, and also faces the liner on the inside in the width direction of the vehicle body, so that the plate-shaped opposing member can be attached to the inside in the width direction of the vehicle body along the shape of the mounting portion and the upper portion of the chassis frame. Therefore, even when other components are positioned in the space inside the chassis frame in the width direction of the vehicle body (the space that overlaps with the mounting part in a side view, and the space that overlaps with the top in a top view), it becomes easier to position the opposing component between the other components and the chassis frame. As a result, it becomes easier to attach the opposing component to the chassis frame.

[0015] The tank truck according to claim 5 provides the following effects in addition to those of the tank truck according to claim 4. In order to secure the inner space of the chassis frame in the width direction of the vehicle body (the space that overlaps with the mounting part in a side view and the space that overlaps with the upper part in a top view), the mounting part and connecting part of the opposing member are shaped to conform to the inner outer surface and the lower surface of the upper part of the mounting part of the chassis frame in the width direction of the vehicle body, and the mounting part, connecting part and restricting part are plate-shaped, and the part where the restricting part and the connecting part are connected is bent at approximately a right angle, then the load acting from the liner to the restricting part due to the liner's overhang in the width direction of the vehicle body will cause a load to be applied to the part where the connecting part and the restricting part are connected (bent part) that causes the restricting part to bend outward. In contrast, the width of the connecting part in the longitudinal direction of the vehicle body on the side connected to the restricting part (bent part) is set to be wider than the width of the connecting part in the longitudinal direction of the vehicle body on the side connected to the mounting part, so the rigidity of the bent part can be improved. Therefore, deformation that causes the regulated portion to bend outward can be suppressed.

[0016] According to the tank truck repair method described in claim 6, a portion of the opposing member is positioned at a location corresponding to the portion where the liner has protruded, and the opposing member is joined to the chassis frame by mechanical joining means using mounting holes. Therefore, the opposing member that restricts the liner's protrusion can be attached (mechanically joined) only to the necessary portion (the portion where the liner has protruded). Thus, compared to the case where the spacing between the restricting members is set narrowly during vehicle manufacturing, the increase in vehicle manufacturing costs can be suppressed.

[0017] Furthermore, compared to adding regulating members after the vehicle has been driven, the installation of opposing members can be made easier and simpler. As a result, it is possible to reduce the amount of work required to suppress liner overhang while suppressing an increase in vehicle manufacturing costs. [Brief explanation of the drawing]

[0018] [Figure 1] This is a side view of the tank truck in the first embodiment. [Figure 2]It is a partially enlarged view of a tank truck obtained by enlarging the II part of FIG. 1. [Figure 3] (a) is a partial cross-sectional view of the tank truck taken along line IIIa-IIIa of FIG. 2, and (b) is a partial cross-sectional view of the tank truck taken along line IIIb-IIIb of FIG. 2. [Figure 4] (a) is a front view of the opposing member, and (b) is a top view of the opposing member as viewed from the direction of arrow IVb in FIG. 4(a). [Figure 5] (a) is a front view of the opposing member in the tank truck of the second embodiment, and (b) is a top view of the opposing member as viewed from the direction of arrow Vb in FIG. 5(a). [Figure 6] (a) is a partial side view of the tank truck, and (b) is a partial cross-sectional view of the tank truck taken along line VIb-VIb of FIG. 6(a).

Mode for Carrying Out the Invention

[0019] Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, referring to FIG. 1, a tank truck 100 in the first embodiment will be described. FIG. 1 is a side view of the tank truck 100 in the first embodiment. In FIG. 1, arrows F-B, U-D, and L-R in the figure indicate the front-rear direction, up-down direction, and left-right direction of the tank truck 100, respectively (the same applies in FIGS. 2 to 6). In FIG. 1, the tank 101, wheels 102, sub-frame 110, chassis frame 120, liner 130, and fixing member 140 are shown in a simplified manner.

[0020] As shown in FIG. 1, the tank truck 100 includes a substantially cylindrical tank 101 loaded with gas, liquid, powder, etc., extending in the front-rear direction and having end plates at both ends in the front-rear direction, a pair of left and right sub-frames 110 attached to the lower part of the tank 101, a pair of left and right chassis frames 120 disposed below the sub-frames 110, a liner 130 disposed between the sub-frames 110 and the chassis frames 120, a plurality of fixing members 140 for fixing the sub-frames 110 to the chassis frames 120, and a plurality of wheels 102 attached to the chassis frames 120 via suspension devices. Although the case where the tank 101 of the present embodiment is substantially cylindrical has been described, it may be substantially spherical, or may be substantially cylindrical or other shapes.

[0021] Although details will be described later, a plurality of regulating members 150 for suppressing the displacement of the liner 130 are attached to the sub-frame 110 at a predetermined distance apart in the longitudinal direction (front-rear direction) of the vehicle body, and an opposing member 160 for regulating the protrusion of the liner 130 in the vehicle body width direction is attached to the chassis frame 120 by fastening bolts 164 and nuts 165 (see FIGS. 2 and 3).

[0022] In the tank truck 100 of the present embodiment, since the opposing member 160 is attached to the chassis frame 120 by mechanical joining means (bolts 164 and nuts 165), compared with the case of adding the regulating member 150, it is possible to reduce the man-hours for retrofitting the opposing member 160 for suppressing the protrusion of the liner in the vehicle body width direction while suppressing an increase in the manufacturing cost of the vehicle.

[0023] Referring to FIGS. 2 and 3(a), the sub-frame 110, the chassis frame 120, the liner 130, the fixing member 140, and the regulating member 150 will be described. FIG. 2 is a partially enlarged view of the tank truck 100 with the II part in FIG. 1 enlarged, and FIG. 3(a) is a partial cross-sectional view of the tank truck 100 along the line IIIa-IIIa in FIG. 2. Note that FIG. 3(a) is a partial cross-sectional view of the tank truck 100 cut by a plane including the axis of the regulating member 150 (bolts 151 and nuts 154) and orthogonal to the direction of the arrow F-B.

[0024] As shown in Figures 2 and 3(a), the subframe 110 is a metal plate extending in the longitudinal direction of the vehicle body. The subframe 110 comprises a lower plate portion 111 that rests on the chassis frame 120 via a liner 130, and connecting portions 112 that connect the lower plate portion 111 to the tank 101 (see Figure 3(a)). The connecting portions 112 are connected to both the left and right sides of the lower plate portion 111. The connecting portions 112 are welded to the lower part of the tank 101.

[0025] A first hole 113 is provided in the lower plate portion 111 so as to penetrate in the thickness direction (vertical direction). Multiple first holes 113 are provided in the lower plate portion 111 at intervals in the longitudinal direction of the vehicle body (see Figure 2). A regulating member 150 is attached to the subframe 110 at the position of this first hole 113.

[0026] The chassis frame 120 is a metal plate material that extends in the longitudinal direction of the vehicle body. The chassis frame 120 is a steel member with a U-shaped cross-section, formed from a substantially vertical web 121 and a pair of flanges 122 that are connected to the top and bottom of the web 121 and protrude inward in the width direction of the vehicle body (towards the direction of arrow R in Figure 3(a)).

[0027] The web 121 is provided with mounting holes 121a in two rows, upper and lower, used for attaching management equipment for managing the load of the tank 101, equipment necessary for the operation of the tank truck 100 (hereinafter referred to as "various equipment A1" in the first embodiment and "various equipment A2, B1" in the second embodiment), fixing members 140, etc. (see Figure 2). Multiple mounting holes 121a are provided on the chassis frame 120 at equal intervals (at a predetermined pitch P2) in the longitudinal direction of the vehicle body. In this embodiment, the mounting holes 121a are provided in a range that is approximately the same as the range in which the liner 130 extends in the longitudinal direction of the vehicle body.

[0028] The pitch P2 of the mounting holes 121a is set to be shorter than the pitch P1 in which the regulating members 150 are arranged on the subframe 110 in the longitudinal direction of the vehicle body. In this embodiment (first embodiment), the pitch P2 of the mounting holes 121a is about 1 / 14 of the pitch P1 of the regulating members 150, and in the second embodiment described later, it is about 1 / 15, but is not limited to this. The pitch P2 of the mounting holes 121a should be 1 / 2 or less of the pitch P1 of the regulating members 150. The opposing members 160 are attached to the chassis frame 120 through the upper row of mounting holes 121a.

[0029] The liner 130 is a rubber plate that extends in the longitudinal direction of the vehicle body. The liner 130 is sandwiched between the lower plate portion 111 of the subframe 110 and the upper flange 122 of the chassis frame 120, extending along the longitudinal direction of the vehicle body (see Figure 3(a)). The liner 130 adjusts the distance between the lower plate portion 111 and the flange 122, so that the load from the subframe 110 to the chassis frame 120 is evenly distributed along the longitudinal direction of the vehicle body.

[0030] The liner 130 is provided with multiple second holes 131 that penetrate in the thickness direction (vertical direction). The multiple second holes 131 are provided in the liner 130 at intervals in the longitudinal direction of the vehicle body (see Figure 2). The multiple second holes 131 are provided in positions that communicate with multiple first holes 113 in the subframe 110 when the liner 130 is sandwiched between the subframe 110 and the chassis frame 120. The diameter of the second holes 131 is set to be larger than the diameter of the first holes 113. In this embodiment, the liner 130 is bonded to the upper flange 122 of the chassis frame 120.

[0031] The fixing member 140 comprises a first member 141 welded to the connecting portion 112 of the subframe 110, and a second member 142 fastened and fixed to the web 121 of the chassis frame 120 with bolts and nuts (see Figure 2). The first member 141 and the second member 142 are fastened and fixed together with bolts and nuts, thereby fixing the subframe 110 to the chassis frame 120 by the fixing member 140.

[0032] The restricting member 150 is a member that restricts the movement of the liner 130 relative to the subframe 110. In this embodiment, the restricting member 150 is composed of a bolt 151 and a nut 154. The restricting member 150 is mechanically joined to the lower plate portion 111 of the subframe 110 by inserting the shaft portion 152 of the bolt 151 into the first hole 113 from the lower surface side of the lower plate portion 111 toward upward, and screwing the nut 154 onto the shaft portion 152 of the bolt 151 from the upper surface side of the lower plate portion 111. In this state, the head 153 of the bolt 151 protrudes toward the lower side of the lower plate portion 111 (see Figure 3(a)). The head 153 of the bolt 151 is positioned so as to be inserted into the second hole 131 of the liner 130 when fixing the subframe 110, chassis frame 120, and liner 130 together. It is preferable that the nut 154 be fixed in advance to the upper surface side of the lower plate portion 111 by welding or the like.

[0033] This structure (where the head 153 of the bolt 151 is positioned in the second hole 131 of the liner 130) allows the restricting member 150 to prevent the liner 130, which is positioned between the subframe 110 and the chassis frame 120, from shifting due to vibrations during driving.

[0034] The opposing member 160 will be described with reference to Figures 3(b) and 4. Figure 3(b) is a partial cross-sectional view of the tank truck 100 along the line IIIb-IIIb in Figure 2, Figure 4(a) is a front view of the opposing member 160, and Figure 4(b) is a top view of the opposing member 160 viewed from the direction of arrow IVb in Figure 4(a). Note that Figure 3(b) is a partial cross-sectional view obtained by cutting the tank truck 100 with a plane perpendicular to the direction of arrow FB and passing between the two holes 161a of the opposing member 160.

[0035] As shown in Figure 3(b), an opposing member 160, which is a metal plate, is arranged on the inside of the chassis frame 120 in the vehicle width direction (towards the direction of arrow R in Figure 3(b)). A part of the opposing member 160 (restricting portion 163) is positioned on the inside of the liner 130 in the vehicle width direction, and is a member that restricts the movement of the liner 130 inward in the vehicle width direction relative to the chassis frame 120.

[0036] The opposing member 160 is a member with a roughly Z-shaped cross-section, comprising a flat mounting portion 161 parallel to the web 121, a flat connecting portion 162 extending to the right (inward in the vehicle width direction) from the upper end of the mounting portion 161, and a flat restricting portion 163 extending upward from the right end of the connecting portion 162. In this embodiment, the portion where the connecting portion 162 and the mounting portion 161 are connected, and the portion where the connecting portion 162 and the restricting portion 163 are connected are each bent at roughly right angles, and the mounting portion 161 and the restricting portion 163 are arranged roughly parallel to each other.

[0037] The mounting portion 161 is provided with two holes 161a that penetrate in the plate thickness direction (left-right direction) and through which bolts 164 are inserted (see Figure 4). The bolts 164 are inserted into the mounting holes 121a and 161a from the outside of the web 121 in the vehicle width direction, and the bolts 164 are connected to nuts 165 on the inside of the web 121 and mounting portion 161 in the vehicle width direction, thereby mechanically joining the opposing member 160 to the chassis frame 120. Since the opposing member 160 is mechanically joined with bolts 164 and nuts 165, it is detachably attached to the chassis frame 120.

[0038] An intervening member 170 is interposed between the opposing member 160 and the chassis frame 120 (see Figure 3(b)). The intervening member 170 is a plate-like structure with a substantially L-shaped cross-section that follows the upper portion of the web 121 and the upper flange 122 of the chassis frame 120, and a through hole is provided at a position corresponding to the hole 161a of the opposing member 160. With the intervening member 170 in contact with the web 121 and flange 122, the opposing member 160 is mechanically joined to the chassis frame 120 and the intervening member 170.

[0039] With the opposing member 160 attached to the chassis frame 120, the restricting portion 163 is positioned further inward in the vehicle width direction than the inner end face 132 of the liner 130 in the vehicle width direction. This allows the end face 132 of the liner 130 to come into contact with the restricting portion 163 when the liner 130 tries to protrude inward in the vehicle width direction due to vehicle vibration or the like. As a result, inward movement (protrusion) of the liner 130 in the vehicle width direction can be suppressed.

[0040] Furthermore, with the opposing member 160 attached to the chassis frame 120, the connecting portion 162 forms a gap between the upper flange 122 and the intervening member 170. This reduces the impact on the opposing member 160 due to the twisting of the chassis frame 120 (especially the twisting along the longitudinal direction (arrow FB) in which the chassis frame 120 extends). In addition, it allows for variations in the manufacturing dimensions of each component of the subframe 110, chassis frame 120, liner 130, and intervening member 170.

[0041] With the opposing member 160 attached to the chassis frame 120, the restricting portion 163 forms a gap between itself and the end face 132 of the liner 130. When the load of cargo in the tank 101 is at its maximum, the liner 130 is pressed between the subframe 110 and the chassis frame 120, causing the end face 132 of the liner 130 to deform inward in the vehicle width direction, resulting in the maximum deformation. The gap between the restricting portion 163 and the end face 132 is set to a size that can accommodate this maximum deformation.

[0042] As shown in Figure 4, in this embodiment, the distance L1 between the two holes 161a is set to twice the pitch P2 of the mounting holes 121a. The connecting portion 162 comprises a narrow portion 162b which is connected to the mounting portion 161 and a wide portion 162a which is connected to the regulating portion 163. The connecting portion 162 is set such that the length D1 of the wide portion 162a in the longitudinal direction of the vehicle body is longer than the length D2 of the narrow portion 162b in the longitudinal direction of the vehicle body. Both ends of the wide portion 162a and the narrow portion 162b in the longitudinal direction of the vehicle body are smoothly curved and connected.

[0043] The restricting portion 163 comprises a base portion 163a having the same length as the mounting portion 161 in the longitudinal direction of the vehicle body, and overhang portions 163b extending outward in the longitudinal direction of the vehicle body from both sides of the base portion 163a in the longitudinal direction of the vehicle body. The length of the overhang portions 163b in the longitudinal direction of the vehicle body is approximately 1.5 times the pitch P2.

[0044] In this case, various devices A1 are arranged on the chassis frame 120 below the portion of the liner 130 that protrudes in the width direction of the vehicle body, blocking the mounting holes 121a in the upper row, making it impossible to attach the opposing member 160 to that portion of the chassis frame 120. Even in this case, since the restricting portion 163 has an overhang portion 163b, the opposing member 160 can be mechanically joined via the mounting holes 121a located adjacent to the various devices A1, making it easier to position the overhang portion 163b opposite the portion of the liner 130 that protrudes. As a result, it becomes less susceptible to the influence of the various devices A1 arranged on the chassis frame 120, thus improving the degree of freedom in the position where the opposing member 160 is attached to the chassis frame 120.

[0045] When the opposing member 160 is attached to the chassis frame 120, the restricting portion 163 faces the end face 132 of the liner 130. Therefore, when the liner 130 tries to protrude inward in the vehicle width direction, a load is applied to the restricting portion 163 against which the end face 132 abuts in the vehicle width direction (see Figure 3(b)). The opposing member 160 is bent at approximately a right angle at the portion where the connecting portion 162 and the restricting portion 163 are connected (hereinafter referred to as the "bent portion").

[0046] Here, it is known that bent portions are prone to deformation due to stress concentration. For example, unlike the opposing member 160 in this embodiment (and the opposing members 260a and 260b in the second embodiment described later), if the length D1 in the longitudinal direction of the vehicle body of the connecting portion 162 on the side to which the restricting portion 163 is connected is approximately the same as the distance in the longitudinal direction of the vehicle body of the mounting portion 161, then the bent portion has low rigidity and is prone to deformation. In such a case, there is a problem in that it is not possible to achieve both improved rigidity of the bent portion and ease of attachment to the chassis frame 120.

[0047] In contrast, in this embodiment (and the second embodiment), the connecting portion 162 is provided with a wide portion 162a on the side to which the restricting portion 163 is connected. Therefore, even if an overhang portion 163b is provided on the restricting portion 163, the rigidity of the bent portion can be improved, and deformation of the bent portion can be made more difficult (the same applies to the connecting portion 262, wide portion 262a, restricting portion 263, and overhang portion 263b of the opposing members 260a and 260b in the second embodiment). As a result, it is possible to achieve both improved rigidity of the bent portion and ease of attachment of the opposing member 160 to the chassis frame 120.

[0048] Furthermore, on both sides of the opposing member 160 in the longitudinal direction of the vehicle body, the liner 130 may protrude in the width direction of the vehicle body, and various devices A1 may be placed in the mounting holes 121a of the chassis frame 120 on the corresponding sides. In this embodiment, the restricting portion 163 has protruding portions 163b on both sides of the base portion 163a in the longitudinal direction of the vehicle body, so that the restricting portion 163 (front and rear protruding portions 163b) can be positioned opposite the liner 130 that has protruded in the width direction of the vehicle body, while avoiding both of the various devices A1 on both sides in the longitudinal direction of the vehicle body. Therefore, compared to the opposing members 260a and 260b in the second embodiment described later (members having protruding portions 263b on only one side in the longitudinal direction of the vehicle body), it is easier to suppress the protrusion of the liner 130 on both sides of the opposing member 160 in the longitudinal direction of the vehicle body with a single member. As a result, the number of parts can be reduced.

[0049] Next, returning to Figure 2, we will explain the repair method for the tank truck 100. In this embodiment, we will explain assuming that the liner 130 has protruded inward in the width direction of the vehicle body (towards the back of the page in Figure 2) between adjacent restricting members 150 in the longitudinal direction of the vehicle body.

[0050] First, empty the contents of tank 101, such as liquid or powder, and then release the bolts and nuts of all fastening members 140 that secure the subframe 110 and chassis frame 120. If the contents of tank 101 are highly hazardous (e.g., flammable gas, toxic gas, or oxygen), it is desirable to empty tank 101 and then create a vacuum within it, from the standpoint of workability and safety. Alternatively, the contents of tank 101 may be replaced with a less hazardous inert gas such as N2 (nitrogen) gas.

[0051] After releasing the fastening by the fixing member 140, the subframe 110 is removed from the chassis frame 120, and the tank 101 and subframe 110 are lifted and placed on a support stand or the like. At this time, the liner 130 is attached to the upper flange 122 of the chassis frame 120 and placed on the upper surface of the flange 122. At this point, the opposing member 160 is not attached to the chassis frame 120.

[0052] Next, using a flat metal plate or the like, the portion of the liner 130 that has protruded in the vehicle width direction relative to the chassis frame 120 is pressed from the inside in the vehicle width direction toward the outside in the vehicle width direction, returning the protruding portion of the liner 130 to its predetermined position.

[0053] After returning the liner 130 to its predetermined position, the opposing member 160 is positioned on the inside of the chassis frame 120 in the vehicle width direction such that the restricting portion 163 faces the end face 132 of the liner 130 in the portion corresponding to the portion where the liner 130 protruded between adjacent restricting members 150 in the longitudinal direction of the vehicle body. In this state, the opposing member 160 is attached to the inside of the chassis frame 120 in the vehicle width direction by joining (mechanically joining) bolts 164 and nuts 165 through mounting holes 121a and 161a (see Figure 3(b)). In this embodiment, the opposing member 160 is attached between adjacent restricting members 150.

[0054] After attaching the opposing member 160 to the inside of the chassis frame 120 in the vehicle width direction, the tank 101 and subframe 110 are placed on the chassis frame 120 and liner 130, returning to the state before the fixing member 140 was released. In this state, all the bolts and nuts of the fixing member 140 are fastened, and the subframe 110 is attached to the chassis frame 120. Finally, the load is returned to the empty tank 101, and the repair of the tank truck 100 is completed. In this embodiment, the case in which the opposing member 160 is attached to the chassis frame 120 and then the tank 101 and subframe 110 are fixed to the chassis frame 120 is described, but the procedure may be in reverse.

[0055] In this case, if the liner 130 protrudes above the various devices A1, the opposing member 160 must be attached to the chassis frame 120 so that the protruding portion 163b overlaps the protruding portion of the liner 130 in order to restrict the protrusion of the liner 130. In this case, it is desirable that the opposing member 160 be attached to the chassis frame 120 using mounting holes 121a located as close as possible to the various devices A1.

[0056] However, if the pitch P2 of the mounting holes 121a is longer than the pitch P1 of the restricting members 150, then mounting holes 121a may not be located between adjacent restricting members 150 (within the range of pitch P1), or if they are located, only one may be available. As a result, the degree of freedom in the position where the opposing member 160 is attached to the chassis frame 120 is reduced. The liner 130 protrudes between adjacent restricting members 150 (within the range of pitch P1), but because mounting holes 121a are not located near the various devices A1, the opposing member 160 may only be able to be attached at a position far from the various devices A1 and the part of the liner 130 that protrudes. In other words, it may not be possible to attach the opposing member 160 at the desired position on the chassis frame 120 (a position close to the part of the liner 130 that protrudes).

[0057] In this case, the protruding portion 163b of the opposing member 160 cannot be positioned to overlap the overhang of the liner 130, so the overhang of the liner 130 cannot be restricted. If the protruding portion 163b were to be lengthened in order to restrict the overhang of the liner 130, the entire opposing member 160 would become longer and its mass would increase, thus increasing the mass of the tank truck 100 to which the opposing member 160 is attached.

[0058] In contrast, since the pitch P2 of the mounting holes 121a is set to be shorter than the pitch P1 of the restricting member 150, at least one mounting hole 121a can be placed between adjacent restricting members 150, compared to the case where the pitch P2 of the mounting holes 121a is longer than the pitch P1 of the restricting member 150. This eliminates the case where no mounting holes 121a are placed between adjacent restricting members 150. In particular, in this embodiment, since the pitch P2 of the mounting holes 121a is set to about 1 / 14 of the pitch P1 of the restricting member 150, multiple mounting holes 121a can be placed between adjacent restricting members 150. As a result, the degree of freedom in the position where the opposing member 160 is attached to the chassis frame 120 can be improved. Therefore, even if the liner 130 protrudes above the various devices A1, the opposing member 160 can be easily attached to the desired position (a position close to the part of the liner 130 that protrudes). As a result, the protruding portion 163b can be used to restrict the protrusion of the liner 130 without unnecessarily making the protruding portion 163b longer.

[0059] Furthermore, since the opposing member 160 is mechanically joined to the chassis frame 120 via mounting holes 121a and 161a, the attachment (mechanical joining) of the opposing member 160 to the chassis frame 120 can be made easier and simpler compared to the case where a regulating member 150 is added. As a result, the opposing member 160 can be easily attached to the portion of the liner 130 that protrudes in the width direction of the vehicle body, while suppressing an increase in the manufacturing cost of the vehicle.

[0060] Next, with reference to Figures 5 and 6, the tank truck 200 in the second embodiment will be described. In the first embodiment described above, the case in which the protruding portion 163b of the opposing member 160 protrudes from both sides of the base portion 163a in the longitudinal direction of the vehicle body was described. In contrast, in the second embodiment, the case in which the protruding portion 263b of the opposing members 260a and 260b protrudes from one side of the base portion 263a in the longitudinal direction of the vehicle body will be described.

[0061] Figure 5(a) is a front view of the opposing member 260a in the tank truck 200 of the second embodiment, Figure 5(b) is a top view of the opposing member 260a viewed from the direction of arrow Vb in Figure 5(a), Figure 6(a) is a partial side view of the tank truck 200, and Figure 6(b) is a partial cross-sectional view of the tank truck 200 along the line VIb-VIb in Figure 6(a). Figure 6(b) is a partial cross-sectional view obtained by cutting the tank truck 200 with a plane perpendicular to the direction of arrow FB and passing through the center between the two holes 261a of the opposing member 260a. Note that parts that are the same as those described in the first embodiment are denoted by the same reference numerals and their descriptions are omitted below.

[0062] Furthermore, since the opposing member 260b is identical to the opposing member 260a except that the direction in which the protruding portion 263b protrudes is opposite to that of the base portion 263a (whereas the protruding portion 263b of the opposing member 260a protrudes from the base portion 263a toward the front of the vehicle body, the protruding portion 263b of the opposing member 260b protrudes from the base portion 263a toward the rear of the vehicle body), only the opposing member 260a will be described, and the description of the opposing member 260b will be omitted.

[0063] As shown in Figures 5 and 6 (especially Figure 6(b)), the opposing member 260a is a member with a roughly Z-shaped cross-section, comprising a flat mounting portion 261 parallel to the web 121, a flat connecting portion 262 extending to the right (inward in the vehicle width direction) from the upper end of the mounting portion 261, and a flat restricting portion 263 extending upward from the right end of the connecting portion 262. In this embodiment, the portion where the connecting portion 262 and the mounting portion 261 are connected, and the portion where the connecting portion 262 and the restricting portion 263 are connected are bent at roughly right angles, and the mounting portion 261 and the restricting portion 263 are arranged roughly parallel to each other.

[0064] The mounting portion 261 is provided with two holes 261a (see Figure 5). In this embodiment, the distance L2 between the two holes 261a is set to be the same as the pitch P2 of the mounting holes 121a. This makes the mounting portion 261 more compact than the mounting portion 161 of the opposing member 160, where the distance L1 between the two holes 161a is twice the pitch P2. As a result, it is less susceptible to the influence of other members arranged on the chassis frame 120, thus improving the degree of freedom in the position where the opposing member 260a is attached to the chassis frame 120.

[0065] Here, if there are other members inside the chassis frame 120 in the vehicle width direction, it may be difficult to secure the space inside the chassis frame 120 in the vehicle width direction (the space enclosed by the upper and lower flanges 122 and web 121 in Figure 6(b)), making it difficult to attach nuts for mechanically joining the opposing member 260a to the chassis frame 120. To resolve this, nuts 265 are welded and fixed to the mounting portion 261 at a position corresponding to the hole 261a. The bolt 264 is set to a length that does not protrude from the nut 265 when the opposing member 260a is mechanically joined to the chassis frame 120.

[0066] The connecting portion 262 comprises a narrow portion 262b, which is connected to the mounting portion 261, and a wide portion 262a, which is connected to the restricting portion 263 (see Figure 5(b)). The connecting portion 262 is configured such that the length D3 of the wide portion 262a in the longitudinal direction of the vehicle body is longer than the length D4 of the narrow portion 262b in the longitudinal direction of the vehicle body. The ends of the wide portion 262a and the narrow portion 262b on one side (the front side of the vehicle body in the opposing member 260a) are smoothly curved and connected. Since the connecting portion 262 includes a wide portion 262a, its bent portion (the portion where the connecting portion 262 and the restricting portion 263 are connected) can be made less susceptible to deformation, similar to the first embodiment.

[0067] The restricting portion 263 comprises a base portion 263a having the same length as the mounting portion 261 in the longitudinal direction of the vehicle body, and an overhang portion 263b extending outward in the longitudinal direction of the vehicle body from one side of the base portion 263a in the longitudinal direction of the vehicle body (the front side of the vehicle body in the opposing member 260a) (see Figure 5). The end faces of the base portion 263a, the mounting portion 261, and the connecting portion 262 on the other side in the longitudinal direction of the vehicle body (the rear side of the vehicle body in the opposing member 260a) are located on the same plane. The length of the overhang portion 263b in the longitudinal direction of the vehicle body is approximately 1.5 times the pitch P2.

[0068] The opposing member 260a does not have an overhang 263b on the other side in the longitudinal direction of the vehicle body, and the end faces of the base 263a, mounting portion 261, and connecting portion 262 on the other side in the longitudinal direction of the vehicle body are located on the same plane. Therefore, compared to the opposing member 160 which has overhangs 163b on both sides in the longitudinal direction of the vehicle body, the space on the other side of the base 263a can be used more effectively (see Figure 6(a)). Therefore, for example, even if various equipment B1 is positioned on the inside in the width direction of the vehicle body and on the front side in the longitudinal direction of the vehicle body, overlapping with the liner 130, and various equipment A2 is positioned on the chassis frame 120 on the rear side in the longitudinal direction of the vehicle body relative to the various equipment B1, the opposing member 260a can be attached via the mounting hole 121a provided between the various equipment A2 and B1, while facing the liner 130 above the various equipment A2 and the other end face toward the other member B1. As a result, the opposing member 260a can be made less susceptible to the influence of the various equipment A2 and B1 positioned on the chassis frame 120, thereby improving the degree of freedom in the position where the opposing member 260a is attached to the chassis frame 120.

[0069] Although the present invention has been described above based on embodiments, it can be easily inferred that the present invention is not limited in any way to the above embodiments, and that various improvements and modifications are possible without departing from the spirit of the present invention. For example, the opposing member 160 in the first embodiment may be mechanically joined to the chassis frame 120 using the bolt 264 and nut 265 in the second embodiment.

[0070] In the embodiments described above, the chassis frame 120 is described as having a U-shaped cross-section with a recess on the inside in the vehicle width direction. However, the chassis frame 120 may also have a U-shaped cross-section with a recess on the outside in the vehicle width direction, or it may have an I-shaped, square, L-shaped, or T-shaped cross-section, as long as it has a substantially vertical web 121 and an upper flange 122. In these cases, if the inner surfaces of the chassis frame 120 in the vehicle width direction are on the same plane, it is preferable that the opposing members 160, 260a, and 260b have plate-like shapes with mounting portions 161, 261, connecting portions 162, 262, and restricting portions 163, 263 extending linearly in the vertical direction (i.e., substantially vertical).

[0071] In the embodiments described above, the case in which the opposing members 160, 260a, and 260b are provided with protruding portions 163b, 263b and wide portions 162a, 262a has been described. However, the opposing members 160, 260a, and 260b may be configured such that the protruding portions 163b, 263b and wide portions 162a, 262a are omitted. In this case, the distance in the longitudinal direction of the vehicle body between the restricting portions 163, 263 and the mounting portions 161, 261 may be the same, or the distance of the restricting portions 163, 263 in the longitudinal direction of the vehicle body may be shorter than that of the mounting portions 161, 261.

[0072] In the embodiments described above, the case in which the opposing members 160, 260a, and 260b are attached to the upper mounting hole 121a of the mounting holes 121a has been explained. However, they may also be attached to the lower mounting hole 121a or to both the upper and lower mounting holes 121a.

[0073] In the embodiments described above, the opposing members 160, 260a, and 260b were described as being attached to the inside of the chassis frame 120 in the vehicle width direction, but they may also be attached to the outside of the chassis frame 120 in the vehicle width direction. In this case, the shape of the opposing members 160, 260a, and 260b may be such that the length of the connecting portion 162, 262 is shorter compared to the first and second embodiments, and the mounting portion 161, 261, connecting portion 162, 262 and restricting portion 163, 263 may be plate-shaped with a straight line extending in the vertical direction (i.e., substantially vertical).

[0074] In each of the above embodiments, the holes 161a and 261a of the opposing members 160, 260a, and 260b are assumed to be round holes (see Figures 4 and 5). However, they may also be elongated holes extending vertically or elongated holes extending vertically or longitudinally, in order to adjust the mounting position in the vertical direction or longitudinal direction of the vehicle body relative to the mounting hole 121a of the chassis frame 120.

[0075] In the embodiments described above, the case in which the mounting holes 121a are spaced equally apart has been explained, but the invention is not limited to this. For example, multiple sets of two or more holes spaced the same distance as distance L1 or distance L2 may be spaced at any distance or at equal intervals.

[0076] Furthermore, although the mounting holes 121a were described as being arranged in two rows, they may also be arranged in three or more rows, or even just one row.

[0077] In the embodiments described above, the mechanical joining means for mechanically joining the opposing members 160, 260a, and 260b to the chassis frame 120 was described as bolts 164, 264 and nuts 165, 265, but rivets may also be used.

[0078] In the embodiments described above, the opposing members 160, 260a, and 260b were described as being attached between adjacent restricting members 150 in the longitudinal direction of the vehicle body. However, they may also be attached in the longitudinal direction of the vehicle body, either forward of the restricting member 150 located at the front end or rearward of the restricting member 150 located at the rear end.

[0079] In the embodiments described above, the case where distance L1 is twice the pitch P2 of the mounting hole 121a and distance L2 is the same as the pitch P2 of the mounting hole 121a was explained. However, distances L1 and L2 only need to be set as integer multiples of the pitch P2 of the mounting hole 121a. In addition, in the embodiments described above, the case where there are two holes 161a and 261a in the opposing members 160, 260a and 260b was explained, but there may be three or more.

[0080] In the embodiments described above, the mounting portions 161 and 261 were described in a case where they did not have notches in the longitudinal direction of the vehicle body. However, the distance L1 and L2 between adjacent holes 161a and 261a in the longitudinal direction of the vehicle body may be increased, and notches may be provided between them, leaving the portion where the holes 161a and 261a are formed intact. In this case, other members can be placed between the portion where the holes 161a and 261a are formed.

[0081] In the embodiments described above, the case in which the connecting portions 162, 262 and the restricting portions 163, 263 are bent at approximately right angles has been explained, but they may also bend or curve at angles other than approximately right angles.

[0082] In the embodiments described above, the length of the protruding portions 163b and 263b in the longitudinal direction of the vehicle body was described as approximately 1.5 times the pitch P2, but this is not necessarily the case. The length of the protruding portions 163b and 263b in the longitudinal direction of the vehicle body may be approximately 1.5 times or more, or less than or equal to 1.5 times the pitch P2.

[0083] In the second embodiment described above, the case in which the protruding portions 263b of the pair of opposing members 260a and 260b do not overlap in the vehicle width direction was explained (see Figure 6(a)). However, the protruding portions 263b of the pair of opposing members 260a and 260b may overlap. By overlapping the protruding portions 263b, it is possible to make it more difficult for the opposing members 260a and 260b to deform in response to the liner 130 protruding in the vehicle width direction. In this case, a shim is inserted in the portion of one of the opposing members 260a and 260b that is mechanically joined to the chassis frame 120 and the intervening member 170, thereby adjusting the mounting height in the vehicle width direction. [Explanation of Symbols]

[0084] 100,200 tank trucks 101 Tank 110 Subframe 120 Chassis Frame 121 Web (mounting part) 122 Flange (upper part) 121a Mounting hole 130 Raina 150 Regulating members 160, 260a, 260b Opposing members 161,261 Mounting part 162,262 Connection part 163,263 Regulatory Department 163b,263b Overhang 164,264 bolts (mechanical joining means) 165,265 Nuts (mechanical fastening means) D1, D3 Length (Width) D2, D4 Length (Width) P1 Pitch (distance) P2 Pitch (distance) Arrow FB: Front / back direction (longitudinal direction of the vehicle) Arrows L and R indicate left and right directions (vehicle width direction).

Claims

1. A tank truck comprising a tank, a subframe attached to the lower part of the tank, a chassis frame positioned below the subframe and to which the subframe is attached, a plate-shaped liner positioned between the chassis frame and the subframe, and a plurality of restricting members positioned below the subframe and in the area where the liner is positioned, at least a portion of which are positioned to restrict the movement of the liner relative to the subframe and are spaced apart by a predetermined distance in the longitudinal direction of the vehicle body, wherein the chassis frame is provided with a plurality of mounting holes spaced apart by a predetermined distance in the longitudinal direction of the vehicle body, It comprises an opposing member that is mechanically joined to the chassis frame via the aforementioned mounting hole, A tank truck characterized in that a portion of the opposing member is opposed to the liner in the vehicle width direction, and restricts the movement of the liner in the vehicle width direction relative to the chassis frame.

2. The tank truck according to claim 1, characterized in that the distance at which adjacent mounting holes are separated from each other in the longitudinal direction of the vehicle body is set to be shorter than the distance at which adjacent regulating members are separated from each other in the longitudinal direction of the vehicle body.

3. The opposing member comprises a mounting portion that is mechanically joined to the chassis frame via the mounting hole, a restricting portion that is located above the mounting portion and faces the liner in the vehicle width direction, and a connecting portion that connects the mounting portion and the restricting portion. The tank truck according to claim 1, characterized in that the restricting portion has an overhang that extends outward in the longitudinal direction of the vehicle body beyond at least one of the ends of the mounting portion in the longitudinal direction of the vehicle body.

4. The chassis frame comprises a mounting portion that extends vertically in the vehicle body and is provided with the mounting holes, and an upper portion that extends inward in the vehicle body width direction from the upper end of the mounting portion and on which the liner is mounted. The opposing member is positioned on the inside of the chassis frame in the vehicle body width direction. The mounting portion is plate-shaped and extends along the inner outer surface of the portion to be mounted in the vehicle body width direction. The connecting portion is plate-shaped and extends along the lower surface of the upper part. The tank truck according to claim 3, characterized in that the regulating portion is in the shape of a plate extending upward from the inner end of the connecting portion in the vehicle width direction, and faces the liner on the inner side in the vehicle width direction.

5. The restricting portion and the connecting portion are bent at approximately a right angle at the portion where they are connected to each other. The tank truck according to claim 4, characterized in that the width of the connection portion in the longitudinal direction of the vehicle body on the side connected to the regulating portion is set to be wider than the width of the connection portion in the longitudinal direction of the vehicle body on the side connected to the mounting portion.

6. A method for repairing the overhang of the liner of a tank truck in the vehicle width direction according to any one of claims 1 to 5, A removal step of removing the subframe from the chassis frame, After the removal step, a correction step is performed to return the portion of the liner that has protruded in the width direction relative to the chassis frame to a predetermined position. A method for repairing a tank truck, characterized by comprising the following steps: after the correction step, a joining step in which a part of the opposing member is positioned at a location corresponding to the portion of the liner that has protruded, and the opposing member is joined to the chassis frame by mechanical joining means using the mounting holes.

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