JPS6213280B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an alignment device for automatically aligning the center of a vehicle body with a load placed on a fork claw in a cargo handling machine such as a forklift.

When handling cargo with a forklift,
If the center of the load placed on the fork claws and the center of the vehicle body are not aligned, an overturning moment will be applied to the vehicle body, causing the vehicle to overturn, or, in the case of self-driving cargo handling machines, to travel along a fixed path. Therefore, if the center of the vehicle body and the center of the cargo are not aligned, the cargo may protrude to the side and interfere with obstacles, or there may be problems such as the cargo not being properly aligned and stacked when loading or unloading at a designated location. .

The present invention was made in view of the above circumstances, and its purpose is to automatically adjust the center of the cargo placed on the fork claw and the center of the vehicle body. The purpose of the present invention is to provide a cardiac device.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall schematic explanatory diagram, in which a mast 2 is attached to a vehicle body 1 of a forklift A serving as a cargo handling machine, and an elevating body 3 is attached to the mast 2 so as to be movable up and down. A pair of upper and lower guides 4, 4 are fixedly attached to the guides 4, 4, and a mounting body 6 is mounted so as to be movable from side to side via hooks 5, 5 which are slidably engaged with the guides 4, 4. Body 6 and elevating body 3
A side shift cylinder 7 is connected to the two to form a side shift mechanism B, and a pair of fork claws 8, 8 are attached to the mounting body 6 so as to face forward. 9 is a sliding bush.

Reference numeral 10 denotes a cargo center detection mechanism provided in the elevating body 3, and is constructed as shown in FIGS. 2 and 3. That is, a pair of swing links 12, 12 are pivotally connected to a bracket 11 fixed at the center of the vehicle body of the elevating body 3 so as to be swingable and form an X-shape. The front end side of the swing link 12 (that is, the side closer to the fork pawl 8 than the pin 13) is bent horizontally into a substantially crank shape and bent in the vertical direction.
The front end 12' is bent into a letter shape so that the front end 12' is at approximately the same vertical position as the fork claw 12, and a spring 14 is engaged between the pair of swing links 12, 12, and a stopper pin provided on the bracket 11. 15
The front end side is held in a V-shape facing forward, and the intermediate portions 12a, 12a are held substantially parallel with a predetermined spacing _S1 .

Further, a roller 16 is rotatably attached to the front end 12' of the swing link 12, and a roller 16 is rotatably attached to the front end 12' of the swing link 12.
2'' are pivotally connected to links 18 that are connected to movable pieces 17 ₁ a, 17 ₂ a of a pair of limit switches 17 ₁ , 17 ₂ provided on the elevating body 3, respectively.

20 is a fork claw origin position detection mechanism provided between the lifting body 3 and the hook 5; a dock 22 is provided on the lifting body 3 via a bracket 21;
A pair of limit switches 23 ₁ and 23 ₂ are provided on the hook 5 so as to face the dock 22, and when the center of the fork pawl 8 and the center of the vehicle body reach the original position, the pair of limit switches 23
₁ , 23 _{and 2} turn on and output a detection signal.

Reference numeral 30 denotes a load detection mechanism for detecting whether a load is placed on the fork claw 8. As shown in FIG. The lever 32 is connected to a limit switch 33 via a link mechanism or the like, and the lever 32 is held in a position projecting upwardly from the upper surface of the fork claw 8a, so that the limit switch 33 is turned off when no cargo is placed. There is.

FIG. 6 is a hydraulic circuit diagram. A discharge passage 40a of the pump 40 is connected to either one of the first and second pipelines 42 and 43 via a first switching valve 41, and the first,
The second pipe lines 42 and 43 are connected to the first and second pipes of the cylinder 7.
Second and third switching valves 44 and 45 are provided to supply pressure oil to either one of the chambers 7a and 7b.

The first switching valve 41 is held in a first position connecting the second pipe line 43 and the discharge line 40a by a spring force,
It is a solenoid valve that can be switched to a second position connecting the discharge passage 40a to the first conduit 42 by the detection signal _R1 of the cargo detection mechanism 30 (ON signal of the limit switch 33).

The second switching valve 44 always switches between the first and second switching valves of the cylinder 7.
It is held at the neutral position N where the second chambers 7a and 7b are closed, and is switched to the first position A where pressure oil is supplied to the first chamber _7a by the ON signal _R2 of the first limit switch 171 of the cargo center detection mechanism 10. , and is a solenoid valve that can be switched to the second position B for supplying pressure oil to the second chamber _7b by the ON signal _R3 of the second limit switch 172.

The third switching valve 45 is always connected to the first,
It is held at the neutral position N where the second chambers 7a and 7b are closed, and is moved to the first position C where pressure oil is supplied to the first chamber 7a by the ON signal _R4 of the first limit switch ₂₃₁ of the fork claw origin position detection mechanism 20. When the ON signal _R5 of the second limit switch ₂₃₂ is turned on, the second chamber 7b is switched on.
is switched to the second position D, which supplies pressurized oil to the pump.

FIG. 7 is a perspective view of the pallet 50 loaded with cargo, in which a pair of upper and lower plates 51, 51 are placed on the left and right crosspieces 5.
2, 52 and the central crosspiece 53 are connected with a space therebetween to form a fork pawl insertion portion 54, and the width H of the central crosspiece 53 is approximately the same as the spacing _S1 .

Next, the operation will be explained.

When no cargo is placed on the fork claw 8, the limit switch 33 of the cargo detection mechanism 30 is activated.
Since it is turned OFF, the first switching valve 41 is in the first position and the discharge passage 40a is connected to the second pipe line 43.

For this reason, as shown in FIG. 8, if the center X of the fork claw 8 is shifted to the left with respect to the center Y of the vehicle body 1 (that is, the elevating body 3), the first limit switch ₂₃₁ will ride on the dock 22. Since the signal _R4 is output and the third switching valve 45 is set to the first position C, the discharge pressure oil of the pump 40 is supplied to the first chamber 7a of the cylinder 7, and the fork claw 8 is moved to the elevating body. Move to the right relative to 3. (In other words, the first
(The chamber 7a is the right movement side chamber.) When the fork claw center X and the elevator center Y coincide, the first limit switch ₂₃₁ is moved away from the dot 22.
Since it is turned OFF, the third switching valve 45 is in the neutral position, the cylinder 7 is stopped, and the center X of the fork pawl 8 and the center Y of the vehicle body are aligned. Note that if the fork pawl center X is shifted to the right with respect to the vehicle body center Y, the second limit switch ₂₃₂ is turned on, the second switching valve 45 is in the second position N, and the second chamber 8b is turned on.
Pressure oil is supplied to move the fork claw 8 to the left. (In other words, the second chamber 8b is a left movement side chamber.) In this state, the fork claw 8 is inserted into the fork claw insertion part 54 of the pallet 50 and raised slightly to place and support the cargo via the pallet 50. do.

As a result, the limit switch 33 of the load detection mechanism 30 is turned on and outputs the signal _R1 , so the first switching valve 41 is switched to the second position and the discharge path 40 is turned on.
a is connected to the first conduit 42.

On the other hand, if the pallet center (that is, the center of the load) Z is shifted to the left with respect to the center Y of the vehicle body as shown in FIG. 53 and swings around the pin 13, the first limit switch ₁₇₁ is turned on, a signal _R2 is output, and the second switching valve 44 is switched to the first position.

As a result, the pump discharge pressure oil is supplied to the first chamber 7a of the cylinder 7, and the fork pawl 8 is moved to the right.

Then, as shown in FIG. 10, when the intermediate portions 12a, 12a of the pair of swing links 12, 12 are in a position to clamp the central machine 53 (that is, a position where the cargo center Z and the vehicle body center Y coincide), the first limit switch 17 is activated. ₁ is turned off, the second switching valve 44 is in the neutral position, the cylinder 7 is stopped, and the cargo center Z and the vehicle body center Y are aligned.

After that, when the cargo is transported to a predetermined position and unloaded, the limit switch 33 of the cargo detection mechanism 30 is turned OFF and the first switching valve 41 is set to the first position. works to match.

As described above, since the cargo center Z and the vehicle body center Y can be automatically aligned, no overturning moment is applied to the vehicle body, and the cargo does not protrude to the side of the vehicle body during automatic driving. They do not interfere with obstacles and can be stacked in correct alignment at predetermined positions.

In addition, since rollers 16 are provided at the tips of the pair of swing links 12, 12, when the fork claw 8 is inserted into the pallet 50 with the cargo center X and the vehicle body center Y misaligned, the first
As shown in FIG. 1, the roller 16 comes into contact with the center crosspiece 53 and one swing link 12 smoothly moves along the center crosspiece 53 via the roller 16, so the swing link 12 is prevented from bending or breaking. Prevented.

That is, as shown in FIG. 12, if the roller 16 is not provided, the tip end 12b of the swing link 12 will directly contact the center crosspiece 53, so the swing arm 12 will bend due to the insertion force of the fork claw 8.
It may be damaged.

Note that the fork pawl 8 may be configured to be moved not by a cylinder but by a pinion and rack driven by a motor, and the motor may be controlled to rotate in forward and reverse directions.

With the present invention as described above, the center Z of the load placed on the fork claw 8 and the center Y of the vehicle body can be automatically aligned.

Furthermore, since the left and right deviations between the center of the elevating body 3 and the center of the load are mechanically detected by the pair of swing links 12 and the switch, there are no detection errors or malfunctions, and reliability is improved.

Similarly, since the left and right deviations between the center of the fork claw 8 and the center of the elevating body 3 can be detected mechanically, there are no detection errors or malfunctions, and reliability is improved.

Therefore, the center X of the load placed on the fork claw 8 can be accurately aligned with the center Y of the vehicle body.

In addition, since rollers 16 are provided at the tips of the pair of swing links 12, 12, when the fork claw 8 is inserted into the pallet 50 with the cargo center X and the vehicle body center Y misaligned, the rollers 16 Since one of the swing links 12 comes into contact with the center crosspiece 53 and moves smoothly along the center crosspiece 53 via the rollers 16, the swing link 12 is prevented from bending or being damaged.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention.
The figure is an overall front view, FIG. 2 is a plan view of the baggage center detection mechanism, FIG. 3 is a front view thereof, FIG. 4 is a plan view of the fork claw center detection mechanism, and FIG. 5 is an explanatory diagram of the baggage detection mechanism. FIG. 6 is a control circuit diagram, FIG. 7 is a perspective view of the pallet, FIGS. 8, 9, and 10 are operation explanatory diagrams, and FIGS. 11 and 12 are explanatory diagrams of effects. 1 is a vehicle body, 3 is an elevating body, 7 is a cylinder, 8 is a fork claw, 10 is a cargo center detection mechanism, and 20 is a fork claw center detection mechanism.

Claims (1)

[Claims] 1 Elevating body 3 provided to be able to move up and down with respect to the vehicle body 1
A fork claw 8 protruding forward is provided so as to be movable left and right by a moving mechanism, and a pair of swing links 12, 12 are provided at the center position of the vehicle body of the elevating body 3 so as to be swingable left and right and move forward in an X-shape. The pair of swing links 12, 12 are held in a predetermined swinging posture by an elastic material, and
A roller 16 is provided at the front end of each swing link 12, and a switch is provided that turns on and off when the swing link 12 swings from a predetermined swing position, so that the center of the elevating body 3 and the center of the load are shifted from side to side. Baggage center detection mechanism 10 that detects whether
A fork pawl origin position detection mechanism 20 is provided which mechanically detects that the center of the fork pawl 8 and the center of the elevating body 3 are shifted from left to right across the elevating body 3 and the fork pawl 8. A self-aligning device for a cargo handling machine, characterized in that the moving mechanism is operated by detection signals from the respective detection mechanisms 10 and 20.