JP7397758B2 - compaction machine - Google Patents

Description

The present invention relates to rolling machines, and particularly to techniques for optimizing tank mounting structures.

Generally, in road paving work, a rolling machine is used to equalize the flatness of the ground before applying asphalt. In particular, in early compaction work, a so-called vibrating earthwork roller is used to compact the ground while vibrating an iron ring (Patent Document 1).

Japanese Patent Application Publication No. 2019-167004

In such a vibration roller for earthworks, the frame of the machine body may be bent due to the vibration of the iron ring. Furthermore, as the frame of the aircraft body flexes, there is a risk that equipment provided inside the frame, particularly the fuel tank, may be deformed.

Therefore, it is possible to increase the rigidity of the fuel tank in order to suppress distortion of the fuel tank, but in order to increase the rigidity, it is necessary to take measures such as increasing the thickness of the wall members that make up the fuel tank. However, there are problems such as an increase in the mass of the aircraft and an increase in the unit cost of manufacturing the fuel tank.

The present invention has been made in view of these problems, and its purpose is to provide a rolling compaction machine that can support a tank on a frame and suppress deformation of the tank due to bending of the frame. It is about providing.

In order to achieve the above object, the rolling compaction machine of the present invention includes a roller for compacting the ground, a frame forming the frame of the machine body, and a tank provided inside the frame for storing liquid. The press machine includes a holding member that holds the tank on the frame, and the frame includes a first plate portion extending in the left-right direction of the machine body, and a first plate portion extending in the left-right direction of the machine body, and a first plate portion extending in the left-right direction of the machine body. a second plate part that is tilted at an angle and extends in the left-right direction of the aircraft; the tank has a first wall part slidably in contact with the first plate part; a second wall portion slidably in contact with the second wall portion, the second wall portion being inclined at a second angle with respect to the second plate portion when viewed from the side in the left-right direction of the aircraft body, and the second wall portion being inclined at a third angle with respect to the first plate portion; a third wall portion extending in the left-right direction, the sum of the first angle, the second angle, and the third angle is 180°, and the first holding member that is at least one of the holding members is , and is fixed to the frame while slidably abutting along the third wall.

As a result, the first wall, second wall, and third wall of the tank are tilted so as to form a first angle, a second angle, and a third angle relative to each other when viewed from the sides in the left-right direction of the aircraft. Support so as to restrict movement of the tank in the vertical and longitudinal directions of the aircraft body relative to the frame by contacting the first plate portion, the second plate portion, and the first holding member extending in the left-right direction, respectively. It is possible to do so. In addition, since the first wall, the second wall, and the third wall are in sliding contact with the first plate, the second plate, and the first holding member, the tank can be prevented from being damaged by vibrations of the aircraft, etc. Even if the tank is bent, the first wall, the second wall, and the third wall slide with the first plate, the second plate, and the first holding member, and the tank is prevented from being distorted. It is considered possible.

In another aspect, the frame includes a standing plate member located outside the tank in the left-right direction of the aircraft body and extending in the longitudinal direction and the vertical direction of the aircraft body, and the second holding member that is at least one of the holding members is Alternatively, it is preferably fixed to either one of the upright plate members and slidably abuts on the other of the upright plate member or the tank.

As a result, the second holding member is fixed to one of the tank or the upright plate member located on the outer side of the tank in the left-right direction of the aircraft body and extending in the longitudinal direction and the vertical direction of the aircraft body, and slidably abuts on the other. By providing this, it is possible to restrict the tank from moving in the left-right direction of the aircraft body, and to suppress distortion of the tank due to bending of the frame.

As another aspect, it is preferable that the second holding member is fixed to the tank by a fastening member, and that an end portion on the outside in the left-right direction of the machine body is in contact with a surface of the upright plate member on the inside side in the left-right direction of the machine body.

This fixes the second holding member to the tank, that is, by providing a structure such as a fastened part for fixing the second holding member on a tank that is smaller than the frame, the second holding member is fixed. The scale of design changes required to achieve this can be reduced. Further, by fixing the second holding member with the fastening member, it is possible to easily attach and detach the second holding member and to easily remove the tank for maintenance or the like.

In another aspect, the second plate part has an inner end in the lateral direction of the aircraft body located outside the center of the tank in the lateral direction of the aircraft body, and a third holding member that is at least one of the holding members is located on the tank. Preferably, it is fixed and abuts the end of the second plate.

As a result, while fixing the third holding member to the tank, by bringing the third holding member into contact with the inner end in the lateral direction of the aircraft body of the second plate portion located outside the center of the tank in the lateral direction of the aircraft body, the third holding member can be fixed to the tank. While the second wall part of the tank is in slidable contact with the second plate part, it is possible to restrict the tank from moving in the left-right direction of the aircraft and to prevent the tank from being distorted due to bending of the frame. It is said that

As another aspect, it is preferable that a sub-tank is provided in the frame at a position farther away from the roller than the tank, and the sub-tank is fixed to the frame.

This allows the sub-tank to be fixed to the frame at a position on the frame that is farther away from the roller than the tank, that is, at a position where vibrations caused by driving the roller are less likely to be transmitted compared to the position where the tank is installed. This makes it possible to easily attach the sub-tank to the fuselage, which is located in a part of the frame that is less likely to flex compared to the area around the tank.

According to the compaction machine of the present invention, the first wall, the second wall, and the third wall of the tank are arranged at the first angle, the second angle, and the third angle relative to each other when viewed from the side in the left-right direction of the machine body. Since the tank is slidably in contact with the first plate part, the second plate part, and the first holding member that extend in the left-right direction of the fuselage while being inclined, the tank is tilted in the vertical direction of the fuselage relative to the frame. Even if the frame is bent due to vibration of the aircraft, etc., the first wall, second wall, and third wall are supported so as to restrict movement in the front and rear directions. , it is possible to suppress distortion of the tank due to sliding on the second plate portion and the first holding member.

Thereby, while supporting the tank on the frame, it is possible to suppress deformation of the tank due to bending of the frame.

It is a schematic block diagram of the body of a rolling press machine. FIG. 3 is a rear perspective view of the rear frame. FIG. 3 is a front perspective view of a wheel support portion of the rear frame. 3 is a sectional view taken along the line II in FIG. 2. FIG. FIG. 6 is an explanatory diagram illustrating the relative inclination angles of the bottom end plate 61, the front end slope part 63b, and the rear end slope part 67c of the first tank 51. FIG. It is an enlarged view of a 1st holding member and a 2nd holding member. It is an enlarged view of a 3rd holding member.

Hereinafter, one embodiment of the present invention will be described based on the drawings.
Referring to FIG. 1, a schematic configuration diagram of a body 1 of a rolling compaction machine is shown. For example, the front wheels (rollers) 3 of the fuselage 1 are iron wheels, and while the rear wheels 5 made of rubber are driven to move the fuselage 1 forward and backward, the front wheels 3 are vibrated by eccentric weights (not shown) provided on the front wheels 3. This is a so-called vibrating roller for earthworks that can compact the ground before applying asphalt. This aircraft body 1 is equipped with a drive device 10, a fuel tank unit 16, and a driver's cab 18.

The drive device 10 includes an engine 12 and a cooling device 14. The engine 12 is an internal combustion engine that generates driving force by burning fuel (liquid) 9 supplied from a fuel tank unit 16. The engine 12 is an internal combustion engine that generates driving force by burning fuel (liquid) 9 supplied from a fuel tank unit 16. It is mounted on the front side. That is, the drive device 10 can drive the rear wheels 5 using the driving force generated by operating the engine 12, and can move the aircraft 1 forward and backward. Note that the detailed configuration of the fuel tank unit 16 will be described later.

The cooling device 14 is a so-called heat exchanger provided behind the engine 12 in the longitudinal direction of the aircraft body 1 . Specifically, heat generated by the operation of the engine 12 warms cooling water flowing through a water jacket (not shown) provided in the engine 12, and high-temperature cooling water flows to the cooling device 14. This high-temperature cooling water is cooled by the cooling device 14 and flows to the engine 12. Thereby, the internal temperature of the engine 12 is suppressed from increasing excessively. The operator's cabin 18 is a building in which an operator who operates the aircraft 1 boards. The driver's cab 18 is disposed in front of the engine room 7 in the rear frame 23, which will be described later, in the longitudinal direction of the aircraft.

In order to mount these devices, the aircraft body 1 includes a front frame 21 and a rear frame (frame) 23. The front frame 21 is a pair of left and right frame members that extend forward in the longitudinal direction of the aircraft body. The front frame 21 is disposed on the left and right outer sides of the front wheel 3 and rotatably supports the front wheel 3. The rear frame 23 is a frame member to which the front frame 21 is attached via a rotation device 25 at its front end. Thereby, by operating the rotation device 25, the relative angle between the front frame 21 and the rear frame 23 when viewed from above in the vertical direction of the aircraft body can be adjusted, and the traveling direction of the aircraft body 1 can be adjusted.

Referring to FIG. 2, a rear perspective view of the rear frame 23 is shown. The rear frame 23 is formed with a pair of left and right skeleton members (vertical plate members) 27 that extend in the longitudinal direction of the fuselage. This frame member 27 is provided with a lower end plate portion (first plate portion) 30, a wheel support portion 31, an inclined portion 33, an inclined flat plate member 34, a grill member 35, and an upper end plate member 37. The lower end plate portion 30 is a flat plate portion formed by bending the lower end of the frame member 27 toward the inside in the left-right direction of the fuselage. This lower end plate portion 30 is formed to extend in the longitudinal direction of the fuselage body.

Referring to FIG. 3, a front perspective view of the wheel support portion 31 of the rear frame 23 is shown. The wheel support portion 31 is formed in front of the fuel tank unit 16 in the longitudinal direction of the aircraft and below the engine 12, and is capable of rotatably supporting the drive shaft 5a of the rear wheel 5 (Fig. 1 reference). The wheel support portion 31 is a substantially U-shaped rectangular flat plate portion extending outward and inward in the left-right direction of the aircraft from the frame member 27, and includes an upper wall 41, a front wall 43, and a rear wall (second plate portion) 45. have.

The upper wall 41 is a flat plate part that forms the upper end of the wheel support part 31, and extends horizontally with respect to the front-rear direction of the vehicle body. The front wall 43 is a flat plate part that forms the front end of the wheel support part 31, and is inclined so as to extend from the upper wall 41 toward the lower front side. The rear wall 45 is a flat plate part forming the rear end of the wheel support part 31, and is inclined so as to extend from the upper wall 41 toward the lower rear side . Specifically, the rear wall 45 is inclined at a second angle θ2 (for example, 110°) with respect to the vertical direction of the aircraft body (see FIG. 4, which will be described later). An end 45a of the rear wall 45 on the inside in the left-right direction of the fuselage is located outside the center of the first tank 51 of the fuel tank unit 16 in the left-right direction of the fuselage.

Returning to FIG. 1, the inclined portion 33 is formed at the rear of the frame member 27 so as to be horizontal to the ground when the rear end of the fuselage 1 is tilted, for example, by 30° so as to be positioned downward. According to FIG. 2, the inclined flat plate member 34 is a flat plate member that extends from the inclined portion 33 toward the inside in the left-right direction of the vehicle. That is, the inclined flat plate member 34 is formed to extend across the inclined portions 33 of the skeleton member 27 formed in a pair on the left and right sides. The grill member 35 is, for example, a flat plate member welded to the rear end of the frame member 27, and is formed to extend in the vertical and horizontal directions of the fuselage. The upper end plate member 37 is a flat plate member formed to extend outward from the upper end of the frame member 27 in the left-right direction of the vehicle.

By forming the rear frame 23 in this manner, the engine room 7 is formed inside the rear frame 23. Furthermore, by forming the upper end plate member 37, the engine room 7 is expanded above the upper end plate member 37 to be outside of the frame member 27 in the left-right direction of the vehicle and inward from the outer end of the upper end plate member 37. It can be formed as follows.

According to FIG. 1, the fuel tank unit 16 includes a first tank (tank) 51, a second tank (sub-tank) 53, a communication pipe 55, and a fuel supply pipe 57. The first tank 51 is a main fuel tank located below the drive device 10, and has a small gap (for example, about 10 mm) with respect to the frame members 27 arranged on the left and right sides. This first tank 51 has a bottom end plate (first wall portion) 61, a front end inclined plate 63, an upper end inclined plate 64, a rear end vertical plate 65, and a rear end inclined plate 67, which extend in the left-right direction of the aircraft. ing.

Referring to FIG. 4, a cross-sectional view taken along the line II in FIG. 2 is shown. The bottom end plate 61 is a flat plate member that forms the bottom of the first tank 51. The front end inclined plate 63 is a flat plate member that forms the front end of the first tank 51 . The front end inclined plate 63 includes a front end vertical part 63a forming the front end and a front end inclined part that is inclined at a first angle θ1 with respect to the bottom end plate 61 and extends from the lower end of the front end vertical part 63a toward the front end of the bottom end plate 61. (Second wall portion) 63b is formed.

The upper end inclined plate 64 is a flat plate member extending from the upper end of the front end vertical portion 63a of the front end inclined plate 63 toward the rear in the longitudinal direction of the fuselage body. The rear end vertical plate 65 is a flat plate member that extends vertically upward from the rear end of the bottom end plate 61 in the body longitudinal direction.

The rear end inclined plate 67 includes a rear end vertical portion 67a, a rear end horizontal portion 67b, and a rear end inclined portion (third wall portion) 67c. The rear end vertical portion 67a is a flat plate portion extending vertically downward from the rear end of the upper end inclined plate 64. The rear end horizontal portion 67b is a flat plate portion that extends forward in the longitudinal direction of the aircraft from the upper end of the rear end vertical plate 65. The rear end inclined portion 67c is a flat plate portion extending from the lower end of the rear end vertical portion 67a toward the front end of the rear end horizontal portion 67b. The rear end inclined portion 67c is inclined at a predetermined angle (for example, 45°) with respect to the rear end vertical portion 67a.

Referring to FIG. 5, an explanatory diagram illustrating the relative inclination angles of the bottom end plate 61, the front end inclined portion 63b, and the rear end inclined portion 67c of the first tank 51 is shown. The rear end inclined portion 67c is inclined at a second angle θ2 (for example, 25°) with respect to the front end inclined portion 63b, and is inclined at a third angle θ3 (for example, 45°) with respect to the bottom end plate 61.

Returning to FIG. 1, the second tank 53 is an auxiliary fuel tank located at the rear of the drive device 10. This second tank 53 is fixed to the rear end of the rear frame 23 by, for example, bolts. The communication pipe 55 is a flexible piping member, and connects the lower front end of the second tank 53 and the rear end vertical plate 65 of the first tank 51 so that fuel can flow therebetween. The fuel supply pipe 57 is provided at the upper end of the second tank 53, and is provided to allow fuel to flow from the outside of the aircraft body 1 to the second tank 53.

Therefore, the fuel tank unit 16 can supply the fuel supplied to the second tank 53 via the fuel supply pipe 57 to the first tank 51 via the communication pipe 55. Fuel can be circulated from the first tank 51 to the second tank 53.

Referring to FIG. 6, an enlarged view of the first holding member 71 and the second holding member 72 is shown. Furthermore, referring to FIG. 7, an enlarged view of the third holding member 73 is shown. The first tank 51 is held on the rear side of the wheel support portion 31 in the rear frame 23 by a first holding member (holding member) 71, a second holding member (holding member) 72, and a third holding member (holding member) 73. ing.

According to FIG. 6, the first holding member 71 is a metal member formed by bending a flat plate member, and has a first contact portion 71a, a first fixing portion 71b, and a first elongated hole 71c. The first contact portion 71a is a flat plate portion formed on the first tank 51 side of the first holding member 71, and is capable of surface contact (abutment) with the rear end inclined portion 67c of the rear end inclined plate 67. It is. The first fixing portion 71b is a flat plate portion formed on the skeleton member 27 side of the first holding member 71, and is in surface contact with the first mounting portion 27a formed near the rear end inclined portion 67c of the skeleton member 27. It is possible to do so (contact). The first elongated hole 71c is an elongated hole formed in the first fixing portion 71b so as to extend perpendicularly to the rear end inclined portion 67c.

Therefore, the first holding member 71 is configured such that the bolt 75 is inserted into the first elongated hole 71c while the first contact portion 71a is in slidable surface contact with the rear end inclined portion 67c of the rear end inclined plate 67. The first holding member 71 is fixed to the skeleton member 27 by screwing into the first mounting part 27a and fixing the first fixing part 71b to the first mounting part 27a, thereby holding the rear end inclined part 67c. I can do it. In addition, by forming the first elongated hole 71c, when inserting the bolt 75 and screwing it into the first mounting portion 27a, the first contact portion 71a can be precisely aligned with the rear end inclined portion 67c of the rear end inclined plate 67. can be brought into surface contact.

According to FIG. 4, the bottom end plate 61 of the first tank 51 is held by the lower end plate portion 30, thereby restricting the movement of the first tank 51 in the vertical direction with respect to the lower end plate portion 30, that is, downward in the vertical direction of the aircraft (first direction). On the other hand, the bottom end plate 61 is in surface contact (abutting) with the lower end plate portion 30 so as to be slidable in the longitudinal direction of the body.

Further, since the front end inclined portion 63b of the front end inclined plate 63 is held by the rear wall 45 of the wheel support portion 31, movement toward the front side (second direction) in the longitudinal direction of the aircraft in the vertical direction with respect to the rear wall 45 is restricted. On the other hand, the front end inclined portion 63b is in slidable surface contact with the rear wall 45. The first holding member 71 holds the rear end inclined portion 67c of the rear end inclined plate 67 in the first tank 51, so that the first tank 51 is perpendicular to the first contact portion 71a of the first holding member 71. It is possible to restrict movement toward the rear side (third direction) in the longitudinal direction of the aircraft.

Here, the relative inclination angles of the bottom end plate 61, the front end inclined part 63b, and the rear end inclined part 67c of the first tank 51 are the first angle θ1, the second angle θ2, and the third angle θ3 (see FIG. ), the lower end plate portion 30, the rear wall 45 of the wheel support portion 31, and the first holding member 71 are also inclined to form a first angle θ1, a second angle θ2, and a third angle θ3. Further, if the virtual line is extended in the direction in which the bottom end plate 61, the front end inclined portion 63b, and the rear end inclined portion 67c of the first tank 51 extend in the longitudinal direction and the vertical direction of the aircraft, a triangle T is formed. The sum of the first angle θ1, the second angle θ2, and the third angle θ3 is 180°.

Therefore, the first direction, the second direction, and the third direction are different directions from the inside to the outside of the triangle T. Movement in the first direction, second direction, and third direction is restricted by the rear wall 45 and the first holding member 71. Thereby, the lower end plate portion 30, the rear wall 45 of the wheel support portion 31, and the first holding member 71 can restrict movement of the first tank 51 in the vertical direction and the longitudinal direction of the aircraft body.

On the other hand, the lower end plate portion 30, the rear wall 45 of the wheel support portion 31, and the first holding member 71 are all in surface contact with the first tank 51, but are not fixed. Therefore, even if the frame member 27 is bent due to vibrations of the aircraft body 1, it is possible to suppress the first tank 51 from bending.

The second holding member 72 is a flat plate member extending in the left-right direction and the up-down direction of the body, and has a second elongated hole 72b extending in the left-right direction of the body. Here, a second mounting portion 65a is formed on the outer side of the rear end vertical plate 65 of the first tank 51 in the left-right direction of the aircraft body.

Therefore, the second holding member 72 allows the bolt (fastening member) 77 to be inserted into the second elongated hole 72b while bringing the second end (end) 72a, which is the outer end in the left-right direction of the fuselage, into contact with the skeleton member 27. By inserting and screwing into the second mounting part 65a and fixing the second holding member 72 to the second mounting part 65a, the second holding member 72 is attached to the first tank while holding the rear end vertical plate 65. It can be fixed at 51. Further, by forming the second elongated hole 72b, the second end 72a of the second holding member 72 can be inserted when the bolt 77 is inserted and screwed into the second mounting portion 65a, similar to the first elongated hole 71c. can be brought into precise contact with the skeleton member 27.

According to FIG. 7, the third holding member 73 is a flat plate member extending in the left-right direction and the up-down direction of the body, and has a third elongated hole 73b extending in the left-right direction of the body. Here, a third mounting portion 63c is formed on the front end inclined portion 63b of the front end inclined plate 63 of the first tank 51.

Therefore, the third holding member 73 is attached to the third mounting portion 63c by inserting the bolt 79 into the third elongated hole 73b while bringing the third end 73a, which is the outer end in the left-right direction of the fuselage, into contact with the skeleton member 27. By screwing the third holding member 73 into the third mounting portion 63c, the third holding member 73 can be fixed to the first tank 51 while holding the rear end vertical plate 65. Further, by forming the third elongated hole 73b, the third end 73a of the third holding member 73 is inserted when the bolt 79 is inserted and screwed into the third mounting portion 63c, similarly to the second elongated hole 72b. can be brought into precise contact with the end portion 45a of the rear wall 45.

By holding the first tank 51 by the second holding member 72 and the third holding member 73 in this manner, it is possible to restrict movement of the first tank 51 in the left-right direction of the aircraft body. On the other hand, although the second holding member 72 and the third holding member 73 are in surface contact with the frame member 27 and the rear wall 45 of the wheel support portion 31, they are not fixed. Therefore, even if the frame member 27 is bent due to vibrations of the aircraft body 1, it is possible to suppress the first tank 51 from bending.

Further, in order to fix the second holding member 72 and the third holding member 73 to the first tank 51, the second attachment part 65a and the third attachment part 63c are formed in the first tank 51. Therefore, since the second attachment part 65a and the third attachment part 63c are formed in the first tank 51 which is smaller than the rear frame 23, the scale of the design change required to fix the first holding member 71 is reduced. can do.

As explained above, the compaction machine according to the present invention includes the front wheels 3 that compact the ground, the rear frame 23 that forms the frame of the machine body 1, and the nozzle installed inside the rear frame 23 that stores the fuel 9. The rolling machine includes a first tank 51, a first holding member 71, a second holding member 72, and a third holding member 73 that hold the first tank 51 on the rear frame 23.

The rear frame 23 also includes a lower end plate portion 30 extending in the left-right direction of the fuselage, and a rear wall 45 that extends in the left-right direction of the fuselage and is inclined at a first angle θ1 with respect to the lower end plate portion 30 when viewed from the side in the left-right direction of the fuselage. , the first tank 51 includes a bottom end plate 61 that is in slidable surface contact with the lower end plate portion 30, a front end inclined portion 63b that is in slidable surface contact with the rear wall 45, and a front end inclined portion 63b that is in slidable surface contact with the lower end plate portion 30, and The rear end inclined portion 67c is inclined at a second angle θ2 with respect to the rear wall 45 when viewed from the front, and is inclined at a third angle θ3 with respect to the lower end plate portion 30, and extends in the left-right direction of the fuselage.

The sum of the first angle θ1, the second angle θ2, and the third angle θ3 is 180°, and the first holding member 71 is slidably in surface contact with the rear end inclined portion 67c and attached to the rear frame 23. Fixed.

Therefore, the bottom end plate 61, the front end inclined part 63b, and the rear end inclined part 67c of the first tank 51 relatively have the first angle θ1, the second angle θ2, and the third angle θ3 when viewed from the side in the left-right direction of the aircraft. By contacting the lower end plate portion 30, the rear wall 45, and the first holding member 71, which are inclined to form the same shape and extend in the left-right direction of the fuselage, the first tank 51 is tilted relative to the rear frame 23 in the vertical and longitudinal directions of the fuselage. It can be supported to restrict movement to.

In addition, the first tank 51 has the bottom end plate 61, the front end inclined part 63b, and the rear end inclined part 67c in slidable contact with the lower end plate part 30, the rear wall 45, and the first holding member 71, so that, for example, Even if the front wheels 3 vibrate, the fuselage 1 vibrates, and the rear frame 23 bends, the bottom end plate 61, the front end inclined portion 63b, and the rear end inclined portion 67c are connected to the lower end plate portion 30, the rear wall 45, and the By sliding with the first holding member 71, it is possible to suppress the first tank 51 from being distorted in conjunction with the rear frame 23.

The rear frame 23 includes a skeleton member 27 that is located outside the first tank 51 in the left-right direction of the aircraft and extends in the longitudinal direction and the vertical direction of the aircraft. Since it is fixed to one of the frame members 27 or the first tank 51 and slidably abuts on the other of the frame member 27 or the first tank 51, the first tank 51 is prevented from moving in the left-right direction of the aircraft, and the rear frame 23 is It is possible to suppress distortion of the first tank 51 due to bending.

Further, the second holding member 72 is fixed to the first tank 51 with a bolt 77, and a second end portion 72a on the outer side in the left-right direction of the body comes into contact with the inner surface of the frame member 27 in the left-right direction of the body. That is, by providing the second mounting portion 65a for fixing the second holding member 72 on the first tank 51, which is smaller than the rear frame 23, the design change required for fixing the second holding member 72 is reduced. The scale of can be reduced. Further, since the second holding member 72 is fixed with the bolt 77, the first tank 51 can be easily removed for maintenance or the like.

The second end 72a of the rear wall 45 on the inside in the left-right direction of the machine body is located outside the center of the first tank 51 in the left-right direction of the machine body, and the third holding member 73 is fixed to the first tank 51, and 45, the front end inclined portion 63b of the first tank 51 is brought into slidable surface contact with the rear wall 45, and the first tank 51 is prevented from moving in the left-right direction of the aircraft. It is possible to suppress distortion of the first tank 51 due to bending of the rear frame 23.

The vehicle also includes a second tank 53 that is disposed at a position farther away from the front wheels 3 than the first tank 51 in the rear frame 23, and the second tank 53 is fixed to the rear frame 23.

Therefore, the first tank 51 is arranged in the rear frame 23 at a position farther from the front wheels 3, that is, at a position where vibrations caused by driving the front wheels 3 are less likely to be transmitted compared to the position where the first tank 51 is arranged. Since the second tank 53 is fixed to the rear frame 23, the second tank 53, which is located in a part of the rear frame 23 that is less likely to bend compared to the part around the first tank 51, can be easily attached to the fuselage 1. Can be installed.

This completes the explanation of the rolling press according to the present invention, but the present invention is not limited to the above embodiments, and can be modified without departing from the gist of the invention.

For example, in this embodiment, the second holding member 72 is fixed to the first tank 51 and is slidably in surface contact with the inner surface of the frame member 27 in the left-right direction of the fuselage. It may be fixed to the frame member 27 and slidably come into surface contact with the outer surface of the first tank 51 in the left-right direction of the fuselage.

Further, in this embodiment, the first holding member 71, the second holding member 72, and the third holding member 73 are used, but if it is not necessary to restrict the movement of the first tank 51 in the left-right direction of the aircraft body, Only the first holding member 71 may be used.

Furthermore, in the present embodiment, the bottom end plate 61, the front end inclined part 63b, and the rear end inclined part 67c are in surface contact with the lower end plate part 30, the rear wall 45, and the first holding member 71, but when sliding In order to reduce the contact area for the purpose of reducing frictional resistance, etc., a convex portion may be formed that protrudes from the lower end plate portion 30 toward the front end inclined portion 63b. It is sufficient if it can be slid along.

1 Aircraft 3 Front wheel (roller)
9 Fuel (liquid)
23 Rear frame (frame)
27 Skeleton members (standing board members)
30 Lower end plate part (first plate part)
45 Rear wall (second plate part)
45a End 51 First tank (tank)
53 2nd tank (sub tank)
61 Bottom end plate (first wall part)
63b Front end inclined part (second wall part)
67c Rear end inclined part (third wall part)
71 First holding member (holding member)
72 Second holding member (holding member)
72a Second end (end)
73 Third holding member (holding member)
77 Bolt (fastening member)

Claims (5)

With rollers that compact the ground,
A frame that forms the skeleton of the aircraft,
A compaction machine including a tank provided inside the frame and storing liquid,
a holding member that holds the tank on the frame;
The frame is
a first plate portion extending in the left-right direction of the aircraft;
a second plate part inclined at a first angle with respect to the first plate part when viewed from the side in the left-right direction of the machine body, and extending in the left-right direction of the machine body;
The tank is
a first wall portion slidably abutting along the first plate portion;
a second wall portion slidably in contact with the second plate portion;
a third wall extending in the left-right direction of the fuselage, the third wall being inclined at a second angle with respect to the second plate part and tilted at a third angle with respect to the first plate part when viewed from the side in the left-right direction of the fuselage;
The sum of the first angle, the second angle, and the third angle is 180°,
A rolling compaction machine, wherein at least one of the holding members, the first holding member, is fixed to the frame while slidably abutting along the third wall portion. The frame includes a standing plate member located on the outer side of the tank in the left-right direction of the fuselage and extending in the longitudinal direction and the vertical direction of the fuselage,
The second holding member, which is at least one of the holding members, is fixed to either the tank or the standing plate member, and is slidably in contact with the other of the standing plate member or the tank. ,
The rolling machine according to claim 1, characterized in that: The second holding member is fixed to the tank by a fastening member, and an end portion on the outside in the left-right direction of the machine body is in contact with the inner surface of the upright plate member in the left-right direction of the machine body.
The rolling machine according to claim 2, characterized in that: The second plate portion has an inner end in the lateral direction of the aircraft body located outside the center of the tank in the lateral direction of the aircraft body,
A third holding member, which is at least one of the holding members, is fixed to the tank and abuts the end of the second plate portion.
The rolling press according to any one of claims 1 to 3, characterized in that: a sub-tank disposed at a position farther from the roller than the tank in the frame;
The sub-tank is fixed to the frame,
The rolling press according to any one of claims 1 to 4, characterized in that:

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