Heavy goods transport vehicle

Abstract

To provide a heavy load transportation vehicle that can improve manufacturing efficiency.SOLUTION: A heavy load transportation vehicle 1 includes a loading space 2 for loading a cargo thereon. The loading space 2 includes: electrical wiring for electrically connecting a plurality of travelling devices including at least a power source and sensors to electronic control panels (such as a first electronic control panel 31, a second electronic control panel 32, a third electronic control panel 33) for controlling the travelling devices; and wiring ducts 24A, 24B installed in both end parts in a vehicle width direction of the loading space 2 and extending from one end part to the other end part of both end parts in a longitudinal direction of the loading space 2 to lay the electrical wiring.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a heavy-duty transport vehicle equipped with a platform for carrying cargo. [Background technology]

[0002] In steelworks, shipyards, power plants, and the like, heavy-duty transport vehicles (so-called carriers) are used to transport heavy loads within the facilities. Heavy loads refer to, for example, steel coils in steelworks, engines in shipyards, and generators in power plants. As an example of a heavy-duty transport vehicle, a self-propelled heavy-duty transport vehicle, such as that disclosed in Patent Document 1, is known, which includes a rectangular loading platform capable of carrying loads, wheels provided below the loading platform that are driven by hydraulic control or braked by pneumatic control, and a driver's cab provided at one end of the loading platform in the longitudinal direction.

[0003] The loading platform of a heavy-duty transport vehicle such as the one described above is equipped with electrical wiring to electrically connect the driving equipment, including a drive source (such as a diesel engine) and sensors (sensors for detecting wheel steering angle, puncture detection, speed detection, etc.), to the control device, hydraulic piping for hydraulic control, and pneumatic piping for pneumatic control. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-255308 Summary of the Invention [Problem to be solved by the invention]

[0005] The above-mentioned electrical wiring, hydraulic piping, and pneumatic piping are sometimes installed in empty spaces, such as inside the frame that constitutes the loading platform. However, because such space is limited, the electrical wiring, hydraulic piping, and pneumatic piping are sometimes installed in the same location. When these piping locations are installed in the same location, workers installing the electrical wiring, hydraulic piping, and pneumatic piping at the manufacturing site of the heavy-duty transport vehicle cannot work simultaneously, which may reduce the manufacturing efficiency of the heavy-duty transport vehicle. Furthermore, when installing the electrical wiring by finding empty spaces, the length of the electric wires for the electrical wiring must be adjusted on-site. This means that it is not possible to use wires that have been pre-attached to connectors or other devices and are therefore required to cut the electric wires, attach connectors, and so on at the manufacturing site, which may reduce the manufacturing efficiency of the heavy-duty transport vehicle.

[0006] The present invention has been made to solve the above problems, and has an object to provide a heavy-duty transport vehicle that can improve manufacturing efficiency. [Means for solving the problem]

[0007] In order to solve the above problems, the heavy load transport vehicle of the present invention has the following configuration. (1) In a heavy-duty transport vehicle having a loading platform for loading cargo, the loading platform is provided with electrical wiring that electrically connects a plurality of running devices including at least a power source and sensors with an electronic control panel for controlling the running devices, and a wiring duct for arranging the electrical wiring, which extends from one end of the loading platform in the front-rear direction to the other end at at least one end of the loading platform in the vehicle width direction, The loading platform is provided with an equipment space accessible from the outside on the opposite side of the loading surface on which the luggage is loaded, the wiring duct is attached to the loading platform in the equipment space, and has an opening that opens toward the inside in the vehicle width direction, It is characterized by:

[0008] According to the heavy-duty transport vehicle described in (1), at least one end of the platform in the vehicle width direction is provided with a wiring duct extending from one of the two longitudinal ends of the platform to the other. This allows the location of the electrical wiring that electrically connects the multiple travel devices, including the power source and sensors, to the electronic control panel that controls the travel devices to be determined in advance separately from the locations for installing hydraulic piping and pneumatic piping. By determining the location of the electrical wiring separately from the locations for installing hydraulic piping and pneumatic piping, the work of installing the electrical wiring and other work (installing hydraulic piping and installing pneumatic piping) can be carried out simultaneously. This improves the manufacturing efficiency of heavy-duty transport vehicles.

[0009] Furthermore, since the location for laying the electrical wiring can be determined in advance, the length of the electrical wire can be determined in advance without having to adjust it on-site. Therefore, it is possible to lay the electrical wiring using harnessed electrical wires, which improves the manufacturing efficiency of heavy-duty transport vehicles. Note that the traveling equipment is equipment used for traveling the heavy-duty transport vehicle, and includes, for example, a drive source (an internal combustion engine such as a diesel engine), sensors (for example, sensors for detecting wheel steering angle, punctures, and speed), cameras for photographing the area around the heavy-duty transport vehicle, roadside lights, turn signals, etc.

[0011] ( 1 According to the heavy goods transport vehicle described in [Patent Document 1], the loading platform has an equipment space accessible from the outside on the side opposite the loading surface on which cargo is loaded, and a wiring duct is attached to the loading platform in the equipment space, so that, for example, after wiring has been laid in the wiring duct, the wiring duct can be attached to the loading platform, making wiring work easy. Also, even if electrical wiring is laid in the wiring duct after it has been attached to the loading platform, the wiring duct has an opening, so the wiring can be laid in the wiring duct through the opening.

[0012] Furthermore, since the opening faces inward in the vehicle width direction, the wiring arranged in the wiring duct is hidden from the outside of the heavy-duty transport vehicle, ensuring an aesthetic appearance.

[0013] (3) In the heavy-duty transport vehicle described in (1) or (2), the electronic control panel is characterized in that it includes at least a main electronic control panel that controls the traveling equipment, and a secondary electronic control panel to which the traveling equipment is electrically connected by the electrical wiring.

[0014] Conventionally, multiple travel devices scattered throughout a heavy-duty transport vehicle have been electrically connected directly to a main electronic control panel located in, for example, the driver's cab. This configuration increases the number and length of electrical wires, complicating the electrical wiring. This, in turn, complicates the wiring work and may reduce the manufacturing efficiency of the heavy-duty transport vehicle. In this regard, the heavy-duty transport vehicle described in (3) includes a main electronic control panel that comprehensively controls the travel devices and a secondary electronic control panel to which the travel devices are electrically connected via electrical wiring. Therefore, even if the main electronic control panel is located in the driver's cab, for example, the secondary electronic control panel can be located closer to the travel devices, thereby shortening the length of the electrical wires connecting the travel devices to the secondary electronic control panel. Furthermore, for example, if the main electronic control panel and the secondary electronic control panel form a network that communicates according to the CAN protocol, the main electronic control panel can comprehensively control the travel devices by connecting to the secondary electronic control panel with a single harness. This reduces the length and number of electrical wires required, preventing the electrical wiring from becoming complicated. Therefore, the manufacturing efficiency of the heavy-duty transport vehicle can be improved. Note that there does not need to be one sub-electronic control panel per heavy-duty transport vehicle. For example, there may be multiple electronic control panels, such as an electronic control panel for connecting sensors and an electronic control panel for connecting a drive source. [Effects of the Invention]

[0015] According to the heavy load transport vehicle of the present invention, it is possible to improve manufacturing efficiency. [Brief explanation of the drawings]

[0016] [Figure 1] FIG. 1 is a side view of a heavy-duty transport vehicle according to an embodiment of the present invention. [Figure 2] FIG. 2 is a plan view of the heavy-duty transport vehicle shown in FIG. 1, viewed from above. [Figure 3] FIG. [Figure 4] 2 is a cross-sectional view taken along the line AA in FIG. 1. [Figure 5] FIG. 5 is a partially enlarged view of a portion C in FIG. [Figure 6] 2 is a cross-sectional view of FIG. 1 taken along line B-B. [Figure 7] FIG. 2 is a wiring diagram of electrical wiring arranged in the loading platform. [Figure 8] FIG. 2 is a piping diagram of hydraulic piping arranged in the loading platform. [Figure 9] FIG. 2 is a piping diagram of pneumatic piping arranged in the loading platform. DETAILED DESCRIPTION OF THE INVENTION

[0017] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A heavy-duty transport vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

[0018] First, the schematic configuration of the heavy object transport vehicle 1 will be described. Fig. 1 is a side view of the heavy object transport vehicle 1 according to this embodiment. Fig. 2 is a plan view of the heavy object transport vehicle 1 shown in Fig. 1, viewed from above. Fig. 3 is a plan view of wiring ducts 24A, 24B. Fig. 4 is a cross-sectional view taken along line AA in Fig. 1. Fig. 5 is an enlarged partial view of portion C in Fig. 4. Fig. 6 is a cross-sectional view taken along line BB in Fig. 1.

[0019] The heavy-duty transport vehicle 1 includes a rectangular loading platform 2 capable of carrying cargo, a drive unit 6A and a brake unit 6B that support the loading platform 2 from below, a driver's cab 3 provided at the front end of the loading platform 2 in the longitudinal direction (vehicle length direction), electronic control panels (a first electronic control panel 31, a second electronic control panel 32, a third electronic control panel 33), and driving equipment (a diesel engine 4, an air tank 9, a camera 10, roadside lights 11, turn signals 14, a generator, a compressor, various sensors, etc.). The loading platform 2 is also provided with electrical wiring (see FIG. 7) for electrically connecting the electronic control panels to the driving equipment, and hydraulic piping (see FIG. 8) and pneumatic piping (see FIG. 9) for driving and braking the driving unit 6A and the brake unit 6B.

[0020] Next, we will explain the configuration of the loading platform 2. The loading platform 2 is made up of a frame 21 and plate members 22 that are fixed onto the frame 21 to form a loading surface 23 for loading luggage. As shown in Figure 2, the frame 21 is formed in a rectangular shape with its longitudinal direction along the front-to-rear direction, and is provided with a top surface 21a on which the plate members 22 are placed, and an engine room frame portion 27 for forming the engine room 5 at the rear end side of the frame 21 in the front-to-rear direction. The top surface 21a of the frame body 21 is formed by a pair of side beams 211A, 211B, a center beam 212, a pair of cross beams 213A, 213B, a plurality of cross ribs 221, a plurality of top panels 214A, 214B, 214C, 215A, 215B, 215C, 215D and reinforcing plates 216A, 216B, 216C, 216D, 217A, 217B, 217C, 217D that form the top surface 21a of the frame body 21. In the following explanation, for the sake of simplicity, the letters in the reference numerals of the side beams, cross beams, top panels and reinforcing plates will be omitted as appropriate.

[0021] As shown in Fig. 4, the pair of side sills 211A, 211B are elongated members whose cross section cut in the vehicle width direction is U-shaped and opens outward in the vehicle width direction, and form both ends of the frame body 21 in the vehicle width direction. As shown in Fig. 2, the center sill 212 is sandwiched between the pair of side sills 211A, 211B and is provided along the longitudinal direction of the bed 2 in the center of the bed 2 in the vehicle width direction. As shown in Fig. 4, the cross section of the center sill 212 cut in the vehicle width direction is I-shaped, and as shown in Fig. 1, the thickness dimension (dimension in the vehicle height direction) is formed to be greatest at the center of the loading surface 23 in the fore-aft direction. As shown in Fig. 4, the spaces on both sides of the center sill 212 form equipment spaces 12, which can be used for arranging electrical wiring, hydraulic piping, pneumatic piping, etc.

[0022] As shown in Fig. 4, each of the pair of cross beams 213A, 213B has an inverted trapezoidal shape with the dimension in the vehicle width direction increasing upward in the vehicle height direction. The pair of cross beams 213A, 213B are positioned symmetrically across the center beam 212 in the front-rear direction central portion of the center beam 212 and perpendicular to the center beam 212, and are joined to the center beam 212. By providing flanges to ensure strength, the cross beams 213A, 213B may have a cross section that is approximately L-shaped, approximately inverted T-shaped, approximately U-shaped, approximately I-shaped, or approximately T-shaped.

[0023] The cross beams 221 are rectangular flat plates, and are positioned so that their thickness direction is parallel to the longitudinal direction of the bed 2 and their longitudinal direction is parallel to the vehicle width direction. Of both longitudinal ends, the end on the outer side in the vehicle width direction of the bed 2 is joined to the side beam 211A (or side beam 211B), and the other end is joined to the center beam 212, thereby bridging the side beam 211A (or side beam 211B) and the center beam 212. The cross beams 221 are also provided with through holes 221a (see FIG. 4) that penetrate in the front-rear direction, and these through holes 221a can be used to pass steel pipes used for hydraulic piping, tubes used for pneumatic piping, and electric wires used for electrical wiring. A plurality of cross beams 221 are arranged at approximately equal intervals in the vehicle length direction. Furthermore, by providing flanges to ensure strength, the cross-section of the cross-bones 221 may be substantially L-shaped, substantially inverted T-shaped, substantially U-shaped, substantially I-shaped, or substantially T-shaped.

[0024] The top panels 214A, 214B, and 214C are flat plates formed into a narrow rectangular shape. The top panel 214A is located directly above the cross beams 213A and 213B, and as shown in FIG. 2, one end of the top panel 214A in the vehicle width direction is joined to the side beam 211A (or the side beam 211B) and the other end is joined to the center beam 212, thereby bridging the side beam 211A (or the side beam 211B) and the center beam 212. The top panel 214B is located symmetrically with respect to the top panel 214A. Like the top panel 214A, one end of the top panel 214A in the vehicle width direction is joined to the side beam 211A (or the side beam 211B) and the other end is joined to the center beam 212, thereby bridging the side beam 211A (or the side beam 211B) and the center beam 212. Furthermore, the length of the top panel 214C in the longitudinal direction is approximately the same as the length of the frame body 21 in the vehicle width direction, and both ends in the vehicle width direction are joined to the side beams 211A and 211B, respectively, and the top panel 214C spans the pair of side beams 211A and 211B.

[0025] The top panels 215A, 215B, 215C, and 215D are flat plates formed to be wider than the top panels 214A, 214B, and 214C. One end of each of the top panels 215A, 215B, 215C, and 215D in the vehicle width direction is joined to the side sill 211A (or side sill 211B) and the other end is joined to the center sill 212, thereby bridging the side sill 211A (or side sill 211B) and the center sill 212. Furthermore, the top panels 215A, 215B, 215C, and 215D have both ends in the longitudinal direction of the cargo bed 2 on the back surface opposite to the front surface that forms the top surface 21a joined to the cross beams 221.

[0026] Furthermore, a lightening hole 222 penetrates the top panel 215 in the vehicle up-down direction. This lightening hole 222 is formed by cutting the top panel 215. The shape of this lightening hole 222 is not particularly limited, but in this embodiment, it is an ellipse with its longitudinal direction in the vehicle width direction. The shape and size of the lightening hole 222 are set appropriately within a range that allows the necessary strength and mass of the frame 21 to be obtained.

[0027] The plurality of top panels 214, 215 are arranged at predetermined intervals along the front-rear direction, and reinforcing plates are disposed between the top panels 214, 215. Specifically, from the front end (left end in Figure 2) side of the loading platform 2, reinforcing plates 216A and 217A are arranged between top panel 215A and top panel 215B, reinforcing plates 216B and 217B are arranged between top panel 215B and top panel 214B, reinforcing plates 218A and 219A are arranged between top panel 214B and top panel 214A, reinforcing plates 218B and 219B are arranged between top panel 214A and top panel 214B, reinforcing plates 216C and 217C are arranged between top panel 214B and top panel 215C, reinforcing plates 216D and 217D are arranged between top panel 215C and top panel 215D, and reinforcing plates 219 and 220 are arranged between top panel 215D and top panel 214C. These reinforcing plates are flat plates having the same thickness as the top panels 214A, 214B, 214C, 215A, 215B, 215C, and 215D.

[0028] The reinforcing plates will be further described using reinforcing plates 216A and 217A as examples. As shown in Fig. 2, both front-rear end portions of reinforcing plate 216A are joined to top panels 215A and 215B. Furthermore, of both vehicle width end portions, the end portion on the side sill 211 side is joined to side sill 211. The reinforcing plate 216A is fixed by these joints.

[0029] Both front-rear end portions of the reinforcing plate 217A are joined to the top panels 215A and 215B. Furthermore, of both vehicle width end portions, the end portion on the center sill 212 side is joined to the center sill 212. The reinforcing plate 217A is fixed by these joints.

[0030] The space surrounded by the top panels 215A, 215B and the reinforcing plates 216A, 217A is a lightening hole 223. The size of this lightening hole 223 is determined by the width of the top panels 215A, 215B in the front-to-rear direction, the distance between the top panels 215A, 215B, and the dimension of the reinforcing plates 216A, 217A in the vehicle width direction. Note that the size and shape of the lightening hole 223 are not particularly limited, but are set appropriately within a range that allows the necessary strength and mass of the frame 21 to be obtained.

[0031] As with the reinforcing plates 216A and 217A, as shown in Figure 2, three of the four ends of the other reinforcing plates are joined and fixed to the top panels 214 and 215 or the side beams 211 or the center beam 212 when viewed in a plan view, and together with the top panels 214 and 215, form lightening holes 223 and 224.

[0032] The positional relationship between the top panels 214, 215 and the reinforcing plates 216, 217 described above has been described for the upper half of the frame body 21 from the center beam 212 in Fig. 2, but the arrangement of the top panels 214, 215 and the reinforcing plates 216, 217 is symmetrical with the center beam 212 in between. Furthermore, all of the top panels 214, 215, all of the reinforcing plates 216, 217, the upper end surfaces of the side beams 211, and the upper end surface of the center beam 212 are arranged on the same plane. As a result, the top surface 21a of the frame body 21 is formed into a flat surface.

[0033] The plate members 22 constituting the loading platform 2 are fixed to the frame body 21 so as to cover the top surface 21a of the frame body 21, forming a loading surface 23. However, the loading surface 23 of the loading platform 2 is not formed from a single plate member, but is formed by arranging four plate members 22, two in the front-to-rear direction and two in the width direction of the vehicle. This is because if the loading surface 23 were formed from a single plate member, it would be difficult to fix the plate members in a predetermined position due to manufacturing tolerances. Furthermore, the plate members 22 are made of wood or bamboo to make the loading surface 23 non-slip. Note that in FIG. 2, only two of the four plate members 22 are shown, which are located on the left half of the vehicle from the center sill 212 of the frame body 21 (lower side in FIG. 2) and the other two are omitted, which are located on the right half of the vehicle from the center sill 212 of the frame body 21 (upper side in FIG. 2).

[0034] The loading platform 2 is provided with wiring ducts 24A, 24B for routing electrical wiring at both ends in the vehicle width direction on the back side opposite the loading surface 23. As shown in Figures 4 and 5, these wiring ducts 24A, 24B are elongated members with a U-shaped cross section that have an opening 241 that opens toward the inside in the vehicle width direction.

[0035] Ribs 242 are provided in the internal spaces of wiring ducts 24A and 24B along the front-to-rear direction. The ribs 242 divide the internal spaces of wiring ducts 24A and 24B into two levels, an upper wiring space 243 and a lower wiring space 244, allowing electrical wiring to be arranged in both the upper wiring space 243 and the lower wiring space 244. The ribs 242 have through holes 245 that penetrate in the vertical direction, allowing wiring arranged in the upper wiring space 243 to be fixed with a cable tie or the like passed through the through holes 245. Furthermore, the wiring ducts 24A and 24B have through holes 246 that penetrate between the lower end surfaces and the lower wiring space 244, allowing wiring arranged in the lower wiring space 244 to be fixed with a cable tie or the like passed through the through holes 246.

[0036] The wiring ducts 24A, 24B have through holes 248 penetrating their upper end surfaces and the upper wiring space 243. A plurality of these through holes 248 are provided at predetermined intervals along the longitudinal direction of the wiring ducts 24A, 24B. Nut members 41 are attached to the loading platform 2 (side beams 211A, 211B) at positions corresponding to the through holes 248, and bolts 249 inserted into the through holes 248 can be screwed into the nut members 41. This screwing secures the wiring ducts 24A, 24B to the loading platform 2 (side beams 211A, 211B). The above-mentioned predetermined intervals are determined as appropriate to obtain the number of fixing points necessary to ensure sufficient fixing strength for the wiring ducts 24A, 24B.

[0037] 3, the front end portions (left end portions in FIG. 3) of the wiring ducts 24A, 24B in the longitudinal direction are provided with a bent portion 247 that is bent inward in the vehicle width direction. This bent portion 247 is intended to guide the electric wires that need to be connected to the first electronic control panel 31 disposed in the cab 3, among the electric wires disposed in the wiring ducts 24A, 24B, so that they naturally head toward the cab 3.

[0038] Furthermore, a support member 25 is provided at the rear end (right end in FIG. 3 ) of the wiring ducts 24A, 24B in the front-to-rear direction. As shown in FIG. 6 , this support member 25 is a member with a U-shaped cross section that opens upward in the vertical direction. Among the electrical wiring arranged in the wiring ducts 24A, 24B, those that need to be connected to a third electronic control panel 33 arranged on the front end side of the engine compartment 5 can be placed on this support member 25. As shown in FIG. 3 , the support member 25 is provided with a notch 251, through which the electrical wires placed on the support member 25 can be extended to the third electronic control panel 33. Note that the support member 25 is fixed by being connected to a bracket 42 extending downward from the frame 21 with a bolt or the like, as shown in FIG. 6 .

[0039] Next, the drive units 6A and the braking units 6B will be described. Two pairs of drive units 6A, i.e., four units in total, are provided in the longitudinal center of the loading platform 2. One pair of braking units 6B is provided at each end of the loading platform 2 in the longitudinal direction, i.e., four units in total.

[0040] The drive unit 6A is equipped with a hydraulic motor 7. The hydraulic motor 7 is operated by hydraulic pressure supplied from a hydraulic pump 13 operated by the diesel engine 4, and applies a rotational driving force to the wheels 61A. This allows the heavy load transport vehicle 1 to travel. The hydraulic pressure is supplied from the hydraulic pump 13 to the hydraulic motor 7 through hydraulic piping (see FIG. 8) arranged in the platform 2 (frame 21). One or more wheels 61A (two wheels in this embodiment) are provided for each drive unit 6A.

[0041] The braking device 6B is equipped with a pneumatic brake 8. The pneumatic brake 8 is operated by compressed air supplied from an air tank 9, and applies a braking force to the wheel 61B. This allows the heavy load transport vehicle 1 to slow down or stop. Compressed air is supplied from the air tank 9 to the pneumatic brake 8 through pneumatic piping (see FIG. 9) arranged in the platform 2. One or more wheels 61B (two wheels in this embodiment) are provided for each braking device 6B.

[0042] Furthermore, the drive unit 6A and the brake unit 6B are each independently steered and driven by hydraulic control of the aforementioned hydraulic pump 13, so that the heavy-duty transport vehicle 1 can travel in a straight line and backward along the fore-and-aft direction, as well as travel laterally and diagonally along the width of the vehicle.

[0043] Next, the driving equipment will be described. The traveling equipment is equipment used for traveling the heavy goods transport vehicle 1, and includes, for example, a diesel engine 4, sensors, an air tank 9, a camera 10, roadside lights 11, and turn signals 14 (see FIG. 7).

[0044] The diesel engine 4 is housed in an engine room 5 provided at the rear end in the longitudinal direction of the loading platform 2. A hydraulic pump 13 operated by the diesel engine 4 supplies hydraulic pressure (working oil) to hydraulic piping, thereby controlling the hydraulic motor 7 of the drive unit 6A and the steering angles of the drive unit 6A and the braking unit 6B.

[0045] The air tank 9 is attached to the rear end side of the engine compartment 5. The air tank 9 supplies air pressure (compressed air) to the air pressure piping, thereby controlling the air brakes 8 of the braking device 6B.

[0046] The sensors are provided in the drive device 6A and the braking device 6B. Specifically, the drive device 6A includes a steering angle detection sensor 62A (e.g., a potentiometer) for detecting the steering angle of the drive device 6A, a puncture detection sensor 63A (e.g., an air pressure sensor) for detecting a puncture in the wheel 61A, and a speed detection sensor 64A (e.g., a wheel speed sensor) for detecting the traveling speed. Furthermore, the braking device 6B includes a steering angle detection sensor 62B (e.g., a potentiometer) for the wheel 61B and a puncture detection sensor 63B (e.g., an air pressure sensor).

[0047] The cameras 10 (for example, CCD cameras or CMOS cameras) are used to assist the driver's visibility and are installed in positions where they can capture images of the surroundings of the heavy goods transport vehicle 1, such as on both sides of the loading platform 2 and at the high ends in the front and rear directions. The roadside lights 11 are used to illuminate the areas around the wheels 61A, 61B to ensure visibility, and four lights are installed on each side of the loading platform 2 in accordance with the positions of the drive unit 6A or the brake unit 6B. The turn lamps 14 are used to indicate the direction of travel to those around when the heavy goods transport vehicle 1 is turning right or left, and are installed one on each side of the loading platform 2.

[0048] The above-mentioned traveling equipment is controlled by a first electronic control panel 31, a second electronic control panel 32, and a third electronic control panel 33. The first electronic control panel 31 is an example of a main electronic control panel, and the second electronic control panel 32 and the third electronic control panel 33 are examples of auxiliary electronic control panels. The first electronic control panel 31 is for overall control of the traveling equipment and is arranged in the driver's cab 3. The second electronic control panel 32 is arranged in the longitudinal center of the loading platform 2. The third electronic control panel 33 is arranged on the front end side of the engine room 5. These electronic control panels are electrically connected to the traveling equipment, and the electrical wiring for this connection is arranged in the loading platform 2 using the wiring duct 24.

[0049] The electrical wiring will be described in detail with reference to Fig. 7. Fig. 7 is a wiring diagram of the electrical wiring arranged in the cargo bed 2 (frame body 21). Note that the center line CL in Fig. 7 represents the center position of the cargo bed 2 in the vehicle width direction.

[0050] The first electronic control panel 31 is electrically connected to the second electronic control panel 32 and the third electronic control panel 33. The electrical wiring for connecting the first electronic control panel 31 and the second electronic control panel 32 is a pre-harnessed electric wire, and is arranged along the front-to-rear direction in the center of the vehicle width direction of the frame 21. In addition, the electrical wiring for connecting the first electronic control panel 31 and the third electronic control panel 33 is a pre-harnessed electric wire, and is arranged in the wiring duct 24B on the upper side in the figure.

[0051] The second electronic control panel 32 is connected to the first electronic control panel 31, and is also connected to the third electronic control panel 33. The electric wires for connecting the second electronic control panel 32 and the third electronic control panel 33 are pre-harnessed electric wires, and are arranged in the lower wiring duct 24A in FIG.

[0052] Furthermore, sensors, roadside lights 11, and turn signals 14 are connected to the second electronic control panel 32. Wiring for connecting the second electronic control panel 32 to the sensors and roadside lights 11 of the drive unit 6A or the braking unit 6B located on the wiring duct 24A side (lower side in FIG. 7) is disposed in the wiring duct 24A. Wiring for connecting the second electronic control panel 32 to the sensors and roadside lights 11 of the drive unit 6A or the braking unit 6B located on the wiring duct 24B side (upper side in FIG. 7) is disposed in the wiring duct 24B. The wiring for connecting the second electronic control panel 32 to the sensors and roadside lights 11 is divided into those disposed in the wiring duct 24A and those disposed in the wiring duct 24B, and each uses pre-harnessed electric wires.

[0053] The third electronic control panel 33 is for controlling the diesel engine 4 and the air tank 9, and is electrically connected to the diesel engine 4 and the air tank 9.

[0054] The first electronic control panel 31, the second electronic control panel 32, and the third electronic control panel 33 constitute a network that communicates according to the Controller Area Network (CAN) protocol, and are capable of communicating with each other. Therefore, the second electronic control panel 32 can transmit information obtained from sensors to the first electronic control panel 31 and the third electronic control panel 33, and the third electronic control panel 33 can transmit information obtained from the diesel engine 4 and the air tank 9 to the first electronic control panel 31 and the second electronic control panel 32. The first electronic control panel 31 performs integrated control of the driving devices based on the information obtained from the second electronic control panel 32 and the third electronic control panel 33.

[0055] Next, the hydraulic piping and pneumatic piping will be described. In the loading platform 2 (frame 21), the hydraulic piping and pneumatic piping are arranged in a location different from the electrical wiring that is arranged using wiring ducts 24A, 24B.

[0056] First, the hydraulic piping will be described. Hydraulic piping is arranged in the bed 2 (frame body 21) to supply hydraulic pressure to, for example, the hydraulic motor 7, and the steering and suspension of the drive unit 6A and braking unit 6B, but here, a circuit for supplying hydraulic pressure from the hydraulic pump 13 to the hydraulic motor 7 of the drive unit 6A will be described as a representative example. Figure 8 is a piping diagram of the hydraulic piping arranged in the bed 2 (frame body 21). In the following description, the left side in Figure 8 will be referred to as the front, the right side in Figure 8 as the rear, the upper side in Figure 8 as the right side, and the lower side in Figure 8 as the left side.

[0057] The hydraulic piping 51 extending from the hydraulic pump 13 is arranged along the right side surface of the center sill 212 and is connected to the hydraulic motor 7 of the right front drive unit 6A. The hydraulic piping 51 also branches off near the right rear drive unit 6A via a joint 81 and is also connected to the hydraulic motor 7 of the right rear drive unit 6A.

[0058] Furthermore, the hydraulic piping 51 is branched by a joint 82 and connected to a hydraulic piping 52 arranged along the left side surface of the center sill 212. The hydraulic piping 52 is then connected to the hydraulic motors 7 of the left front drive unit 6A and the left rear drive unit 6A.

[0059] Next, the pneumatic piping will be described with reference to Figure 9. Figure 9 is a piping diagram of the pneumatic piping arranged in the loading platform 2 (frame body 21). A tube 91 extending from the air tank 9 is arranged along the side beam 211B of the frame body 21, on the inner side in the vehicle width direction of the side beam 211B. The tube branches off at the longitudinal center of the frame body 21 and is connected to each of the two drains 71A, 71B lined up in the vehicle width direction.

[0060] Relay valves 72A and 72B are provided on the frame 21, and the drain 71A is connected to the relay valve 72A located on the driver's cab 3 side. A tube 92 connecting the drain 71A and the relay valve 72A is disposed along the side sill 211B on the inner side of the side sill 211B in the vehicle width direction. The drain 71B is also connected to the relay valve 72B on the engine compartment 5 side. A tube 93 connecting the drain 71B and the relay valve 72B is disposed along the side sill 211A on the inner side of the side sill 211A in the vehicle width direction.

[0061] The relay valve 72A is connected to each of the pneumatic brakes 8 of the pair of braking devices 6B on the driver's cab 3 side. The relay valve 72B is connected to each of the pneumatic brakes 8 of the pair of braking devices 6B on the engine room 5 side.

[0062] Each of the relay valves 72A, 72B is connected to a brake valve (not shown) disposed in the driver's cab 3. A tube 94 extending from the relay valve 72A toward the driver's cab 3 is disposed along the center sill 212, and a tube 95 extending from the relay valve 72B toward the driver's cab 3 is disposed along the side sill 211A on the inner side of the side sill 211A in the vehicle width direction. By connecting the brake valves and the relay valves 72A, 72B, the relay valves 72A, 72B can be controlled by the brake valves to adjust the braking force of the pneumatic brakes 8.

[0063] As described above, according to the heavy load transport vehicle 1 of this embodiment, (1) In a heavy-duty transport vehicle 1 having a loading platform 2 for loading cargo, the loading platform 2 is characterized by having electrical wiring that electrically connects a plurality of running devices including at least a power source and sensors and electronic control panels (e.g., a first electronic control panel 31, a second electronic control panel 32, and a third electronic control panel 33) for controlling the running devices, and wiring ducts 24A, 24B for arranging the electrical wiring, which extend from one end of the loading platform 2 in the fore-and-aft direction to the other end at at least one end of the loading platform 2 in the vehicle width direction.

[0064] According to the heavy-duty transport vehicle 1 described in (1), at least one end of the platform 2 in the vehicle width direction is provided with wiring ducts 24A, 24B extending from one end of the platform 2 in the fore-and-aft direction to the other end. Therefore, the location for installing electrical wiring that electrically connects multiple travel devices, including power sources and sensors, to electronic control panels (e.g., first electronic control panel 31, second electronic control panel 32, and third electronic control panel 33) for controlling the travel devices can be determined in advance separately from the locations for installing hydraulic and pneumatic piping. By determining the locations for installing electrical wiring separately from the locations for installing hydraulic and pneumatic piping, the work of installing electrical wiring and other work (work of installing hydraulic and pneumatic piping) can be carried out simultaneously. This improves the manufacturing efficiency of the heavy-duty transport vehicle 1.

[0065] Furthermore, since the location where the electrical wiring is to be laid can be determined in advance, the length of the electrical wires can be determined in advance without having to be adjusted on-site. This allows the electrical wiring to be laid using harnessed electrical wires, thereby improving the manufacturing efficiency of the heavy-duty transport vehicle 1. The traveling equipment includes, for example, a drive source (an internal combustion engine such as the diesel engine 4), sensors (for example, steering angle detection sensors 62A, 62B, puncture detection sensors 63A, 63B, and speed detection sensor 64A of the drive unit 6A and braking unit 6B), a camera 10 for photographing the periphery of the heavy-duty transport vehicle 1, roadside lights 11, turn signals 14, etc.

[0066] (2) The heavy goods transport vehicle 1 described in (1) is characterized in that the loading platform 2 has an equipment space 12 accessible from the outside on the opposite side to the loading surface 23 on which cargo is loaded, the wiring ducts 24A, 24B are attached to the loading platform 2 in the equipment space 12, and has an opening 241 that opens toward the inward side in the vehicle width direction.

[0067] According to the heavy goods transport vehicle 1 described in (2), the loading platform 2 is provided with an equipment space 12 accessible from the outside on the side opposite to the loading surface 23 on which cargo is loaded, and the wiring ducts 24A, 24B are attached to the loading platform 2 in the equipment space 12. Therefore, for example, after wiring has been arranged in the wiring ducts 24A, 24B, the wiring ducts 24A, 24B can be attached to the loading platform 2, facilitating wiring work. Furthermore, even if electrical wiring is to be arranged after the wiring ducts 24A, 24B are attached to the loading platform 2, the wiring ducts 24A, 24B have openings 241, so the wiring can be arranged in the wiring ducts 24A, 24B from the openings 241.

[0068] Furthermore, since the opening 241 opens toward the inward side in the vehicle width direction, the wiring arranged in the wiring ducts 24A, 24B is hidden from the outside of the heavy-duty transport vehicle 1, thereby ensuring an aesthetic appearance.

[0069] (3) In the heavy-duty transport vehicle 1 described in (1) or (2), the electronic control panel is characterized by comprising at least a main electronic control panel (first electronic control panel 31) that controls the traveling equipment in an integrated manner, and a secondary electronic control panel (second electronic control panel 32 or third electronic control panel 33) to which the traveling equipment is electrically connected by electrical wiring.

[0070] Conventionally, multiple pieces of traveling equipment scattered throughout a heavy-duty transport vehicle have been electrically connected directly to, for example, a main electronic control panel located in the driver's cab. This configuration increases the number and length of electrical wires, making the electrical wiring complex. This makes the wiring work difficult and may reduce the manufacturing efficiency of the heavy-duty transport vehicle. In this regard, the heavy-duty transport vehicle 1 described in (3) includes a main electronic control panel (first electronic control panel 31) that controls the traveling equipment as a whole, and a secondary electronic control panel (second electronic control panel 32 or third electronic control panel 33) to which the traveling equipment is electrically connected by electrical wiring. Therefore, even if the main electronic control panel (first electronic control panel 31) is located in the driver's cab 3, the secondary electronic control panel (second electronic control panel 32 or third electronic control panel 33) can be located closer to the traveling equipment, thereby shortening the length of the electrical wires connecting the traveling equipment to the secondary electronic control panel (second electronic control panel 32 or third electronic control panel 33). Furthermore, for example, if the main electronic control panel (first electronic control panel 31) and the sub-electronic control panel (second electronic control panel 32 or third electronic control panel 33) form a network that communicates according to the CAN protocol, the main electronic control panel (first electronic control panel 31) can be connected to the sub-electronic control panel (second electronic control panel 32 or third electronic control panel 33) by a single harness to perform integrated control of the driving equipment. This reduces the length and number of electric wires that need to be wired, preventing the electrical wiring from becoming complicated. This therefore improves the manufacturing efficiency of the heavy load transport vehicle 1.

[0071] The above-described embodiment is merely an example and does not limit the present invention in any way. Therefore, the present invention can be modified in various ways without departing from the spirit and scope of the present invention. For example, the heavy-duty transport vehicle 1 may be provided with a driver's seat at the front or rear of the loading platform 2.

[0072] In addition, although CAN is used for communication between electronic control panels in this embodiment, a communication method other than CAN, such as CC-LINK, may also be used. Alternatively, different methods may be used depending on the connection destination, such as using CC-LINK for communication between electronic control panels and CAN for steering control and braking control of the travel device, and for communication from the electronic control panel to the hydraulic motor and various sensors.

[0073] In addition, in this embodiment, the wiring duct 24 is provided at both ends in the vehicle width direction, but it may be provided at only one end in the vehicle width direction.

[0074] In addition, in this embodiment, one rib 242 is provided on the wiring duct 24, but the rib 242 may be omitted, or two or more ribs may be provided.

[0075] Although omitted in this embodiment, an openable / closable cover such as a shutter may be provided at the opening 241 to prevent foreign matter from entering the wiring duct 24. [Explanation of symbols]

[0076] 1 Heavy goods transport vehicle 2 Cargo bed 24A Wiring Duct 24B Wiring Duct 31 First electronic control panel (example of main control panel) 32 Second electronic control panel (example of sub-control panel) 33 Third electronic control panel (example of sub-control panel)

Claims

1. In a heavy goods transport vehicle equipped with a loading platform for loading cargo, The loading platform is A plurality of running devices including at least a power source and sensors, and a control system for the running devices an electronic control panel for controlling the operation of the device; and electrical wiring for electrically connecting the electronic control panel and the electronic control panel; At least one end of the loading platform in the vehicle width direction is provided with one of both ends of the loading platform in the front-rear direction. a wiring duct extending from one end to the other end for arranging the electrical wiring; To have On the opposite side of the loading surface of the loading platform where the luggage is loaded, there is an externally accessible equipment. Providing space for use, The wiring duct is Attached to the loading platform in the equipment space; The vehicle has an opening that opens inward in the vehicle width direction. A heavy goods transport vehicle characterized by:

2. The heavy goods transport vehicle according to claim 1, The electronic control panel includes at least a main electronic control panel that controls the driving devices, and a front a secondary electronic control panel to which the driving devices are electrically connected by the electrical wiring; A heavy goods transport vehicle characterized by:

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