EP0152764B1 - Loading process for an industrial truck and supporting carriage there for - Google Patents

Abstract

A motorized floor truck is operable to place a load on an elevated surface and to elevate itself to that elevated surface. The truck includes a lifting assembly and a supporting assembly. The lifting assembly has a load engaging device which is vertically movable. The supporting assembly has a device engageable with the load engaging device in a vertical position. With the engaging device engaged, lowering of the load engaging device raises the lifting assembly to the elevated surface. With the lifting device on the elevated surface, raising the load engaging device lifts the supporting assembly to the elevated surface.

Description

The invention relates to a loadable industrial truck with a pallet truck and a movable support which interacts with the pallet truck, the pallet truck having claws and being provided with a substantially vertical lifting mast, in which load lifting means which can be moved up and down are arranged by means of a drive and which are arranged in Extend direction of the claw; it also relates to a method with which the loading of an industrial truck is carried out, consisting of a pallet truck and a support truck, of which the pallet truck has lifting and lowering load-carrying means and the pallet truck and support truck can be moved and used independently of one another and, as a combination interacting with each other - enable reciprocal lifting to a level that is higher than the level of the hallway and that can be passed under at least in its end area.

The lifting of industrial trucks on levels above the floor level is a frequently occurring problem, which becomes particularly significant when goods are transported by truck and no suitable industrial trucks are available at the place of unloading or loading. In order to be able to unload the truck with its loading level above the corridor level, a high-lift truck is required, which is usually not available at the unloading location. For this reason, «driving systems» have already been developed in which a high-lift truck with a double-acting lifting cylinder is attached to the truck. The simplest way to do this is that the high-lift truck with the raised load handler runs under the rear of the truck, that the load handler engages in a lifting device and, if necessary, is fixed, and that the lower part of the high-lift truck is then raised by a further “lowering of the load handler” and from below comes into contact with the structure of the truck. It goes without saying that suitable devices must be provided for fixing the industrial truck which is now connected to the truck and can be transported by it.

From DE-OS 2 530 634 an industrial truck, consisting of a pallet truck with a double-acting cylinder, by means of which the load-carrying means can be forcibly both raised and lowered, is known, on which a support device is provided. The pallet truck is moved to the rear of the truck for transportation by a truck with the load handler raised, and the front end of the load handler is lowered to the loading level of the truck. After attaching or lowering firmly attached supports, the lower frame of the high-lift truck can then be raised to the level of the truck with the aid of the load-bearing means placed on it when it is lowered further. There are two embodiments: In the first embodiment, the support is provided with a bridge that receives the load suspension means, in which the load suspension means can be moved; in the second embodiment, the supports are provided with rollers. In both cases, the raised pallet truck can either be pushed onto the bridge parts of the support or together with the rollable support onto the loading level of the truck. The supports are then dismantled, retracted, folded up or the like. The truck can now drive to the next place of loading or unloading with the pallet truck loaded on its loading surface and the supports. With this type of lifting of the high-lift truck, it is essential that the support device or parts thereof have to be lifted manually.

Also known are industrial trucks in the form of pallet trucks for loading onto a placement level above the floor level, the pallet truck having load-lifting means that can be moved up and down by means of a drive, and in the pallet truck the lifting frame carrying the load-carrying means is provided with a support (US Pat. No. 3,563,341 ; WO-A 83/04226). The truck is supported for lifting or lowering on this support, which is supported on the corridor level, and on the load handling attachments, which are supported on the lowering level. The pallet truck is lifted by lowering the (previously) raised load handler and lowered by lifting it. With this construction, the pallet truck requires a special addition of a support that loads the pallet truck, complicates its structure and has no further use than serving as a support during loading. In addition, the support must be folded in by hand or retracted using a special drive, and it must finally be ensured that existing claws can be removed from the lifting area by moving them longitudinally or swiveling if they reach under the mounting level. Both with the manually adjustable support and with the driven support, care must also be taken to ensure that the movement of the support takes place synchronously with the movement of the load suspension device during loading or unloading. This requires a further additional effort, either in the operation or in equipping the lift truck.

Furthermore, it is known (US Pat. No. 4,180,363; DE-OS 2,630,774) that the load-carrying means of the lifting truck to be loaded engage in special devices attached to the depositing level, so that additional support can be dispensed with. Here, however, a special training of the deposition level is assumed, so that a general usability of a lifting truck, for example with any truck, is not given.

This leads to the task of continuing to train an industrial truck of the type mentioned the fact that the disadvantages of the prior art are avoided, in particular the setting level should not be provided with special devices, the lifting truck should be designed as a normal lifting truck with fixed claws and the means for supporting beyond the function of "supporting" also allow transport tasks on the corridor or set-down level.

According to the invention, this object is achieved by the characterizing part of the main claim; Further developments and preferred designs describe the subclaims; a preferred procedure is finally described in particular for use with the vehicle according to the invention by the characterizing part of claim 36.

In the device according to the characterizing part of the main claim, it is essential that the support means, which are necessary when lifting the lifting truck from the corridor level to the depositing level or vice versa when lowering it, are designed as a support truck that can be coupled to and separated from the lifting truck can even be used as an industrial truck. It is essential for the function that the drive is reversible, i.e. that active force can be exerted in both directions of movement. This can also be achieved by two drives with a direction of movement directed against each other. The fork-shaped base frame of the support carriage allows both carriages to be pushed into each other, facing each other. The means necessary for the coupling are provided on the support carriage: at least the ends of the load-carrying means of the pallet truck can be inserted into them, after lifting the support carriage by lowering the load-bearing means of the pallet truck, gravity clamping occurs. The lifting means are provided at a suitable height, so that the support truck can be raised to at least just above the drop height and the load lifting means of the lifting truck reach their lowest position. The load handler of the pallet truck reaches the highest position at least when the support truck is raised to just above the level of the set-down.

Further developments are provided in that sleeves are provided on the column frame of the support carriage, specifically in the area of the lower ends of the vertical struts or the first lower cross strut, the cross-sectional shape and the cross-sectional area of each of these sleeves corresponding to the outer shape of the longitudinal struts and these with a takes up a clearance enabling jamming and the ends of the longitudinal struts assigned to the sleeves have an end stop, preferably designed as an end plate. It is further proposed that the sleeves for the displaceable receiving of the longitudinal struts of the base frame of the support carriage are provided with a lock blocking the displaceability of the longitudinal struts, preferably with locking cams interacting with the sleeve edge, the height of the locking cams being selected such that when the Support carriage relieved of longitudinal struts due to their play in the sleeves and the locking cams are unlocked under the sleeve edge. In addition, it is proposed that the locks blocking the displaceability of the longitudinal struts are designed as resilient locking lugs, which interact with recesses in the longitudinal struts and can be lifted out of those by means of hand-operated or foot-operated levers. Finally, it is proposed that a roller is provided within each sleeve near the inner wall of the upper flange, the roller being positioned in the region of the sleeve in which the longitudinal strut is pivoted toward the lower flange when the load is removed, and the profile of the longitudinal strut is T-shaped is formed with flanges protruding at least on the upper side. This design makes it possible to drive under the higher level, for example the loading level of a truck, during the lifting process and, after lifting the support truck, by lifting the load suspension device of the lifting truck and relieving the longitudinal struts of the support truck to move the way to lift the To enable the support carriage to go beyond the deposit level. In order to prevent an unwanted shift in the load state, locks are provided, which can be designed as locking cams or as locking lugs. The locking cams lock only in the loaded state and lie in front of the upper flange or an abutment on the upper flange of the sleeve when loaded. The locking lugs lock even in the unloaded state and interact with recesses in the longitudinal struts. For better stabilization, it is expedient to provide two abutments arranged diagonally opposite one another, so that the longitudinal struts are supported in the upper region and in the lower region in the loaded state. Corresponding and opposite to the abutments, round bolts are expediently provided, against which the longitudinal strut lies after relief and can thus be easily shifted when the round bolts are designed to be rotatable. Due to the locking by means of locking lugs, the locking is retained when the load is released; it must be triggered by hand or by foot. It goes without saying that remotely operated means - hydraulic cylinders, solenoids and the like. - Can be provided. For better displaceability of the longitudinal strut in the sleeve, the profile of the longitudinal strut can be T-shaped, with at least the top of the longitudinal strut having projecting flanges. In the interior of the sleeve, rollers are attached with a sleeve-fixed axis, which grip under these protruding flanges and on which these protruding flanges roll when the longitudinal strut is moved. For better stability, the longitudinal strut can have a double-T profile, the underside of the longitudinal strut with an overhang Flange is provided corresponding to the top.

A particularly advantageous embodiment is provided in that the wheels or rollers are fastened to the ends of the longitudinal struts of the support carriage by means of cantilevers bent backwards. This means that when the longitudinal struts are inserted, the rollers or wheels get under the sleeves of the vertical struts and thus take up less space on the truck bed.

As an alternative to moving the longitudinal struts, it is proposed that the longitudinal struts of the base frame of the support carriage be designed to be pivotable about a horizontal axis. The longitudinal struts, which can be swiveled in this way, can be folded into a vertical position after the support truck has been relieved by lifting it. They then lie directly next to the vertical struts and do not hinder lifting.

It is further proposed that the means for inserting the load-carrying means of the lifting truck on the support car be designed as a plug-in shoe, their cross-sectional shape corresponding to the outer shape of the load-carrying device and the plug-in shoe receiving the front end of the load-carrying device almost in a form-fitting manner. It is further proposed that the upper flange of the insert shoe has a visor nose towards the insertion side. In addition, it is proposed that the insert shoe be provided with a screwable clamping device for fixing the front end of the load-carrying means of the lift truck inserted into the insert shoe on the column frame of the support truck. Finally, it is proposed that the insert shoe on the column frame of the support carriage is formed symmetrically in the direction of insertion, the load-carrying means of the lift truck being insertable into the symmetrical insert shoe from both sides. Ultimately, it is proposed that the means for inserting the lifting device of the lifting truck on the support truck, preferably its plug-in shoe, have a release finger and that the longitudinal claws of the lifting truck are provided with a locking device which can be released when they are lifted by interaction with the release finger and which set them down again Pallet truck blocked at least in one direction of travel, preferably in the forward direction of travel of the pallet truck.

This is important if there is a risk that the truck will roll back against the direction of insertion due to the inclined loading level of the truck. This configuration of the means for inserting the load suspension means achieves a simple plug-in option that is sufficiently secure to absorb the mutual load. A visor nose is used for better insertion. The simplest version can be that the upper flange of the insertion shoe is extended against the direction of insertion. A screwing clamping device can be used to switch off a game that is disruptive when lifting. In the case of the symmetrically designed insert shoe, the load suspension means can be inserted from one side as well as from the other side. Since the width of the chassis of the pallet truck is selected so that the support carriage can be pushed between the claws, the opposite direction of insertion offers advantages for some transport problems. Since after the lifting truck has been set down, it is often desirable to block the possibility of travel in one direction of travel - for example when moving on the loading level of a truck, the ability to move in the opposite direction of travel - it is expedient to provide a locking device in at least one driving claw of the lifting truck. This claw, advantageously designed as a single-acting inclined brake lever, can advantageously be triggered by a release finger provided on the insert shoe, since the undercarriage claws of the lift truck are spatially in the immediate vicinity of the insert shoes when the lift truck is raised.

It is further proposed that the wheel / wheels or the roller / rollers are designed to be steerable in the region of the fork base on the first lower cross strut of the column frame of the support carriage. It is advantageous here that the steerable wheel / the steerable wheels or the steerable roller / the steerable rollers on the first lower cross strut of the column frame of the support carriage are arranged centrally as a single or double set and articulated by means of a cantilever arm to the center of the first lower cross strut is / are. As an alternative to this, it is proposed that the steerable wheels or rollers are provided as individual rollers with a cantilever arm on the first lower cross strut symmetrically to the center at a distance from one another. Finally, it is proposed that a pivotable steering rod is articulated on the central pin of the steering wheel or the steerable wheel or roller set or on the lower cross strut of the support carriage and that an abutment is provided on a further third cross strut of the column frame of the support carriage for the clamped reception of the pivoted-up steering rod is. This form of training ensures that the support car can be easily maneuvered, even if it is loaded with a load, e.g. B. with the lift truck must be maneuvered. The steerable wheels or castors can also be arranged eccentrically, a steering linkage being provided in the usual way with knuckle-like approaches on the wheels or castors and with a common steering caliper in the middle. However, a simpler steering is also possible by means of trailing arms, the steering wheels or castors being able to be arranged as a close pair with a common trailing arm or separately from one another with one trailing arm. The steering rod, which also serves as a drawbar, acts on the steering saddle or directly on the wheel or roller set when the steering is active; in the case of passive steering, for example using a trailing roller set, the handlebar is only a drawbar.

It is further proposed that the pallet truck is a fork lift truck supported by support claws below the load suspension means, in which the load suspension means protrudes to a certain extent beyond the support or travel claws, this dimension at least the diameter of the rollers or wheels plus the profile width of the vertical struts of the column frame of the support carriage. In contrast to the counterbalance forklift trucks, which are safe against tipping within certain limits, the support claws take over part of the load picked up by the load suspension devices. These length ratios ensure that the load-carrying means of the lifting truck can be inserted into the means for receiving these load-carrying means on the support car without the support or claws coming into the area of the wheel or roller sets provided on the fork base of the support car; This also ensures that the load handler of the pallet truck protrudes over the end of the pallet truck when it is set down on the set-down level, and therefore the support car can be guided past the end of the set-down level when it is lifted (after moving or pivoting the longitudinal struts).

It is further proposed that the height of the upper edge of the longitudinal struts of the base frame of the support carriage is at most equal to the lifting height of the conventional pallet truck. This measure has a second use for the support car. The longitudinal struts can serve as receptacles for loads, in particular for palletized loads, which can be placed on the longitudinal struts by a pallet truck and can be picked up again by these.

It is further proposed that, in addition to the end rollers and at a distance therefrom, support rollers are provided on the support or driving claws of the lifting truck which have a slight ground clearance when the rollers stand on the floor. In addition, it is proposed that the additional support rollers are provided with locking devices. These support rollers make it possible to place the pallet truck that has not yet fully moved into the loading space of the truck on its loading surface with the support rollers. As a result, its load handler protrudes beyond the rear of the truck, which makes it easier to lift the support truck. The pallet truck is carried by its terminal rollers when transporting surfaces; the support rollers, which are spaced from the floor, have no contact with the floor and do not interfere. The locking device for the support rollers allows the lifting truck to be blocked with a protrusion on the truck bed.

It is further proposed that the load-carrying means of the lifting truck be formed from preferably two profiles directed forward and telescopically extendable toward the front. With this extension option, the pallet truck can also be used as a means of transport for oversized goods.

It is further proposed that the profiles of the longitudinal struts of the base frame of the support carriage preferably have flanges that project laterally on their outer edges, these flanges preferably being provided in the region of the rear and front ends of the longitudinal struts. By means of these upstanding flanges, stored loads, for example pallets, are securely held, the dimensions expediently being based on those which are normally handled or on standardized pallet dimensions. With regard to the displaceability of the longitudinal struts, it is advantageous that the end faces of the upstanding flanges interact with the upper flange of the sleeve of the column frame of the support carriage in the sense of the locking cam, the height of the upstanding flanges being selected such that the total height of the longitudinal strut with the upstanding flange is at most equal to the inside clear height of the sleeve of the column frame. In addition, it is proposed that the upstanding flanges are set at an angle opening outwards. This configuration makes it possible to position goods, in particular palletized goods, the width of the upstanding flanges being expediently adapted to the pallet dimensions used or the standardized ones. The upstanding flanges, which open outwards at an angle, facilitate precise positioning when placing such pallets on the longitudinal struts.

A preferred embodiment is given in that the longitudinal struts of the underframe of the support carriage are designed to be height-adjustable, wherein preferably a manual pump-operated hydraulic height adjustment is provided as in conventional fork-lift trucks. Through this additional design of the longitudinal struts, an even better usability of the support carriage for independent use as a low-lift truck is achieved. It goes without saying that the longitudinal struts are formed from a claw provided with a caster and a lifting rail located thereon, a lifting member being attached between the claw and the lifting rail, or the like via eccentric wedges. or can be raised with a hydraulic height adjustment compared to the driving claw.

A further development is given in that the steering wheel or the steering wheel set is provided with a drive, preferably with a wheel hub drive, in the region of the first lower cross strut of the support carriage. This further training makes the support car a self-driving means of transport.

Another development is given by the fact that the base frame of the support carriage preferably has two additional support wheels in the inner region of the sleeves, the center distance of which above the floor is slightly larger than the wheel radius. These support wheels are particularly important when a wheel or a roller or a wheel set or a roller set is arranged centrally on the lower cross member of the column frame of the support carriage is. When cornering, the column frame tilts and the inclination is limited by the support wheels.

Another development is given by the fact that the insert shoes are designed to be pivotable about a horizontal axis at the upper end of the vertical struts of the column frame of the support carriage and can preferably be fixed in the pivoted-up position. When using the support truck as a pallet truck, the insert shoes protruding into the loading area interfere with the transport of high loads. This bypasses the embodiment in which the insert shoes are pivoted up about a horizontal axis. Falling back is prevented by locking in the swiveled position.

A preferred embodiment is given in that the lifting, lowering and, if appropriate, travel drives and an existing locking device of the lifting truck are designed to be electrically controllable, the electrical command element being removable from its place on the lifting truck and by means of a spiral cable or the like. the pallet truck is remotely controllable. When lifting the combination pallet truck and support truck on a level higher than that of the hallway, it is necessary to control the motion sequences from the lift truck. However, this also means that the control console is moved from one level to the other. In order to be able to continue lifting without the operator having to change from one level to the other, the control is designed as a remote control. Wired control is not absolutely necessary; radio remote-controlled devices are also possible.

For loading, it has proven to be advantageous that the support carriage is provided with a roller bearing arranged between the two vertical struts, the roller bearing being adjustable in height, and that an entry rail is provided which can be placed on the roller support at one end and at the other end can be supported against the truck bed. In addition, it is proposed that on the vertical struts of the support carriage, vertical rails, provided with a plurality of recesses arranged at a distance from one another, are arranged parallel to one another, the recesses of the opposite vertical rails lying in pairs at the same height and one of these pairs receiving the stub axles or journals of the roller bearing. This entry rail is a loading aid for lifting trucks with travel drive. Their application makes it possible to lower the lift truck with its drive wheels onto the entry rail. In order to achieve this, the support truck and the lifting truck are connected to each other near the rear of the truck and the lifting truck is raised above the height of the loading area. The entry rail is inserted from the support carriage side and the pallet truck is lowered onto the entry rail. With the removable drive control, the drive of the pallet truck is now put into operation, which pulls itself onto the truck bed and also moves the support truck into its loading position. The necessary frictional connection is achieved via the truck's own weight in cooperation with the truck suspension. In order to be able to bridge different loading heights, it is advantageous to arrange the roller bearing in a height-adjustable manner in a simple manner, the pins or stub axles of the roller bearing being inserted into the recesses of vertical rails. These recesses have recesses at their ends into which the pins or stub axles are pressed due to the acting forces and which hold them securely. By correctly selecting the recesses corresponding to the height of the truck bed, the height of the roller bearings and thus the incline of the entry rail can be selected according to the conditions.

In a preferred embodiment, the support carriage consists entirely or predominantly of suitable light metal alloys. This reduces the mass of the support carriage compared to the steel version; easier lifting of the support carriage is possible.

The method for loading the industrial truck is preferably intended for the industrial truck described, but is not limited to this. By separating the pallet truck and support means designed to support the pallet truck, it is possible to use any pallet truck whose load suspension means can be coupled to suitably designed receptacles on the support truck. The support truck coupled to the pallet truck is either to be moved via the chassis of the support truck (with covered load handling devices and thus lifted pallet trucks) or via the chassis of the pallet truck (with lifted load suspension devices and thus raised support truck). The pallet truck is raised by lowering the load handler. The load is transferred to the corridor level via the support carriage. According to the method of the support truck in such a way that the raised pallet truck can be lowered to the higher level by lifting its load-carrying means, after the pallet truck has been set down, the support truck is raised by continuing to lift the load-carrying means. The undercarriage of the support carriage, which is disturbing when the support carriage is raised due to the fact that the support level has passed underneath it, is brought out of the interference area, for example, by pivoting or shifting, and is reset again after it has been raised above the deposit level. Then the support carriage is also placed on the depositing level by lowering the load handler of the high-lift truck and the combination is pushed into the desired position. This is achieved solely through a coupling option through which the front ends of the lifting device of the pallet truck with the vertical Column frame of the support carriage can be non-positively connected to each other at least for lifting, the force of gravity being an essential force. As far as the pallet truck is self-propelled, it is advisable to use this self-propulsion to move the combination. This applies both when moving the combination to the place of lifting and after placing the combination on the set-down level, since the high-lift truck - if it is self-propelled - is placed on the set-down level with its drive wheels. It goes without saying that the mode of operation can also be reversed in order to transfer the combination from the deposition level to the corridor level.

The particular advantages of the lifting-support truck combination are evident in freight transport: While all devices are generally available at the loading points, pallet trucks are often available at the unloading points, but rarely is an unloading from the truck's loading area onto the floor of the truck Unloading point possible.

• Figuren 1 bis 7: den Ablauf der Arbeitsweise;
• Figur 8: Frontansicht des Hubwagens;
• Figur 9: Seitenansicht des Hubwagens;
• Figur 9a: eine Einzelheit Fahrpratze des Hubwagens;
• Figur 10: Frontansicht des Stützwagens;
• Figur 11: Seitenansicht des Stützwagens;
• Figur 12: Einzelheit Säulengestell Stützwagen mit lenkbaren Rädern;
• Figur 13: Einzelheit Säulengestell Stützwagen mit mittlerem Lenkrollensatz;
• Figur 14: Einzelheit Einsteckschuh mit Feststellschraube;
• Figur 15: Einzelheit Einsteckschuh mit Visiernase und Arretierauslösung;
• Figur 16: Einzelheit Hülse am Säulengestell;
• Figur 17: Einzelheit Hülse am Säulengestell Vertikalschnitt;
• Figur 18: Einzelheit Hülse am Säulengestell Horizontalschnitt;
• Figur 19: Einzelheit Rollenlagerung der belasteten Längsstrebe in Säulengestell-Hülse, teilweise geschnitten;
• Figur 20: Rollenlagerung der entlasteten Längsstrebe in Säulengestell-Hülse, teilweise geschnitten;
• Figur 20a: Rollenende der Längsstrebe mit rückwärts abgekröpften Rädern;
• Figur 21: Querschnitt durch Hülse mit rollengelagerter Längsstrebe belastet;
• Figur 22-24: LKW-Entladung mittels Hubwagen, Lastübergabe auf Stützwagen, Bodentransport mit Stützwagen;
• Figur 25: Einzelheit Längsstreben des Stützwagens mit seitlichen Flanschen;
• Figur 26a: Stützwagen mit angehobenem Hubwagen auf Einfahrschiene;
• Figur 26b: Vertikalschienen zur Höhenverstellung der Rollenlagerung

The nature of the invention is described by way of example with reference to FIGS. 1 to 26b. Show

• Figures 1 to 7: the sequence of operations;
• Figure 8: Front view of the lifting truck;
• Figure 9: Side view of the lifting truck;
• Figure 9a: a detail of the claw of the pallet truck;
• Figure 10: Front view of the support carriage;
• Figure 11: side view of the support carriage;
• Figure 12: Column frame support car detail with steerable wheels;
• Figure 13: Column frame support car detail with middle steering roller set;
• Figure 14: Detail of insert shoe with locking screw;
• Figure 15: Detail of insert shoe with visor nose and locking release;
• Figure 16: Detail sleeve on the column frame;
• Figure 17: Detail sleeve on the column frame vertical section;
• Figure 18: Detail of sleeve on the column frame horizontal section;
• Figure 19: Detail of roller bearing of the loaded longitudinal strut in a column frame sleeve, partially cut;
• Figure 20: roller bearing of the relieved longitudinal strut in a column frame sleeve, partially cut;
• Figure 20a: roller end of the longitudinal strut with wheels bent backwards;
• Figure 21: Cross-section loaded by sleeve with roller-mounted longitudinal strut;
• Figure 22-24: Truck unloading using a pallet truck, load transfer to a support truck, ground transportation with a support truck;
• Figure 25: Detail of the longitudinal struts of the support carriage with side flanges;
• FIG. 26a: support carriage with lifted lifting carriage on entry rail;
• Figure 26b: Vertical rails for height adjustment of the roller bearings

The sequence of operations shown in FIGS. 1 to 7 is as follows: The lifting truck 10 is to be lifted from the corridor 9 onto the loading area 3 of the truck 1, with neither the truck 1 nor its loading area having special devices for receiving the lifting truck 10. The loading flap 5 is opened for transferring the lifting truck 10 into the loading space 2 of the truck 1. The pallet truck 10 with the power supply 11 and the drawbar 12 providing at least the lifting and lowering movement has a chassis which consists of the steerable roller 13 and the rollers 14.1 provided at the ends of the support claws 14. With the help of the drawbar 12, the pallet truck 10 can be moved by hand. A motorized drive of the steerable roller / steerable wheel 13 is possible. In the vertical frame 15, the load suspension device 16 is guided to be vertically movable. The support carriage 20, which is formed from vertical columns 21, which are combined to form a column frame by means of cross struts, and longitudinal struts 25 are used for lifting, wherein steerable rollers or wheels 26 are provided below the column frame and the ends of the longitudinal struts 25 have castors 25.1. The longitudinal struts 25 are mounted in sliding sleeves 21.1 provided at the lower end of the vertical struts 21. Insert shoes 30 are provided at the upper end of the vertical struts 21. For lifting, the support carriage 20 is brought into position in such a way that the undercarriages of the lifting carriage 10 and support carriage 20 formed from the support or claws 14 or the longitudinal struts 25 are moved into one another, the load-carrying means 16 being brought into the height of the insertion sleeves 30. When driving into one another, the free ends of the load-carrying means 16 are inserted into the insert shoes 30. After insertion, the load-carrying means 16 of the lifting truck 10 are lowered, as a result of which the lifting truck, supported on the support truck, lifts off the hallway. At the correct height, the lifting truck is now pushed into the loading space 2 of the truck and lowered to the level of the loading area 3 by lifting the support means, the loading area 3 now taking over the load. The now relieved support carriage 20 is completely relieved by further lifting of the load-carrying means 16 and is free from the corridor level 9. The longitudinal struts 25 are now shifted in the sleeves 21 until they have reached the position indicated by the broken line. The rollers 25.1 are now in a position such that they can easily be guided past the loading flap 5; the support car 20 can be raised above the level of the loading level 3 of the truck 1. Now the longitudinal struts 25 are brought back into position and the lift truck / support truck combination is pushed so far into the interior of the truck 1 until the loading flap can be closed. It goes without saying that the same sequence of movements is also possible when the longitudinal struts 25 are pivoted up.

Figures 8 and 9 show the pallet truck 10 in detail. On the support or claws 14, the the free ends are provided with castors 14.1, the vertical column frame 15, on which the central supply unit 11 is provided with energy supply and means for generating hydraulic pressure, and whose control is via the removable control unit 19, which is connected to the central unit via a spiral cable 19.1, is controlled. A fold-down drawbar 12 enables maneuvering of the lifting truck 10 by hand. In the vertical column frame, a double-acting hydraulic cylinder 17 is provided, which acts via chains 18 on a load-bearing plate 16.1 for the load-bearing means 16 of the lifting truck. A limit switch 17.1 limits the upward movement of the load suspension means. Locking devices 14.2 are provided in one or in both claws 14.2, which in the exemplary embodiment consist of a locking lever which can be pivoted about an axis lying transversely to the claw direction, which are to a certain extent longer than the distance between axis / corridor level 9 or offset level 3 and in locking in stand at an angle to the plane, the seated end face being chamfered according to this angle and resting fully. The released locking lever thus blocks any movement in a direction directed towards the angle tip, whereby the angle between the locking lever and the plane is between 50 ° and 70 ° and depends on the material pairing foot, floor. In the rest position, the locking lever is raised and held in a clamping device, from which it is released when used with the release finger 32 (FIG. 15) and falls into the locked position. A detail is shown in FIG. 9a, additional support rollers 14.3 being provided in the claws 14. These support rollers 14.3 have a smaller diameter than the drive rollers 14.1; This means that they have a ground clearance: there is no contact with the ground during normal driving. However, if the pallet truck is loaded, it can already be put down when these support rollers 14.3 have exceeded the rear edge of the loading area 3 (FIG. 4). This creates additional space and the support car can easily be lifted past the loading flap. In addition, the locking device 14.2 is arranged so that it acts on these support rollers. With this arrangement of the locking device, the pallet truck is blocked in the provisional position on the loading surface against movement in both directions. Of course, it is sufficient that the locking device 14.2 is equipped with a locking pendulum that prevents movement in the direction of the rear edge of the tailgate. The pallet truck temporarily parked on the support rollers 14.3 is rolled into its final position after lifting the support cart.

FIGS. 10 and 11 show the support carriage 20, the column frame of which is formed from the vertical columns 21 which have a first cross strut 22 near the lower end and a second cross strut 23 near the upper end. A central cross strut 24 can be provided. At the lower end of the vertical struts 21 sleeves 21.1 are provided, in which the longitudinal struts 25 are movably mounted. Underneath the column frame formed from the vertical struts 21, casters 26 are provided, which can be designed as individual rollers or as roller sets or as wheels.

At the free ends of the longitudinal members 25 there are castors 25.1. A drawbar 27, which can be folded up and locked in a clamp receptacle 28 when folded up, allows it to be moved by hand, the end of the drawbar being expediently designed as a handle 27.1.

The castors or bicycles present under the column frame and their steerability are shown in FIGS. 12 and 13. The - exaggeratedly inclined - vertical struts 21 have at their lower ends the sleeves 21.1, which accommodate the longitudinal struts - not shown here. The lower first cross strut 22 is provided with castors 26, which can be individually arranged via the steering linkage 26.1, 26.2 and steered by a steering caliper 27.2 via the drawbar 27. Another embodiment is given by a double roller 26, which is itself steerable. It goes without saying that the steerable double roller 26 can also be designed as a trailing roller. In the case of the center arrangement of the rollers, centrifugal force inclination of the column frame to the side can occur, particularly when driving through relatively tight curves. Support rollers 29, which have no ground contact in the normal position, limit this inclination.

FIGS. 14 and 15 show the design of the insert shoe 30 at the upper end of the vertical columns 21. Since the free ends of the load-carrying means 16 are inserted into the insert shoe 30 with play, it is expedient to use a clamping device, for example a clamping screw 31, to carry the load-carrying means to fix in the plug-in shoe. For easy insertion, it is advantageous to extend the upper flange of the insert shoe 30, which results in a nose 31.1 which the pallet truck driver can easily notify when the pallet truck's lifting device is raised and which is used for easy insertion of the lifting device. A release finger 32, which interacts with a locking device 14.2 in the area of the rollers 14.1 of the support or driving claws 14 of the lifting truck 10 (all in FIG. 9), triggers this locking device when the lifting truck is raised to the highest position, so that the lifting truck which is in Raised position in the cargo space 2 of the truck 1 pushed and placed on the loading level 3 (all Figures 1 to 7), is placed with the locking device triggered. The locking device is expediently designed so that it only blocks in the direction of travel and thus does not hinder the displacement of the lifting truck after lifting and lowering the support truck on the loading level against the driving direction of the lifting truck.

FIGS. 16 to 21 show the design of the sliding sleeve 21.1 at the lower end of the vertical struts 21 and the interaction with the longitudinal strut 25, which is slidably guided in the sleeve 21.1. In order to prevent the longitudinal strut 25 from being inadvertently pushed through, its end assigned to the sleeve 21.1 has one end Provide end plate 25.2, which prevents this from sliding through. In order to further prevent inadvertent insertion of the longitudinal strut 25, a locking cam 33 is provided in the region of the upper flange of the longitudinal strut 25, which has a distance from the end plate 25 which corresponds to the length of the sleeve. This locking cam 33 is expediently designed such that it engages over the inside of the sleeve and forms a support which is a counter-support to the support 34 at the diagonally opposite end of the longitudinal strut. When loaded, both lie on the sleeve wall; If the longitudinal strut 25 is relieved, the longitudinal strut “tilts” in the sleeve, so that the locking cam 33 can be pushed through the sleeve. Another blocking option is shown in FIGS. 17 and 18; here a pawl 36 is provided, which is retrieved by a return spring 36.1. The pawl itself engages through an opening in the side wall of the sleeve 21.1 and cooperates with a recess 25.7 in the side wall of the longitudinal strut 25. A handle 25.3 on the end plate 25.2 of the longitudinal strut makes it easy to move the relieved longitudinal strut. The longitudinal strut is supported in the loaded state against the abutment 34, which here - the longitudinal strut 25 does not have to tilt with this lock - can also be welded to the sleeve. Round bolts 35, which are fixed to the sleeve, make it easier to move the relieved longitudinal strut 25, it also being advantageous to rotate these round bolts 35. Another embodiment is shown in FIGS. 19 to 21. Here, the longitudinal strut is designed as a double-T profile, the central profile being protruded at least in the area of the upper side by flanges 25.4. In this embodiment, the end plate 25.1 and the locking cam 33 are provided for locking the longitudinal movement, while the abutments 34 are located in the sleeve, against which the loaded longitudinal strut 25 (FIG. 19) is supported. When the longitudinal strut is relieved (FIG. 20), the lower edges of the upper projecting flanges 25.4 lie against rollers 21.3 provided on both sides in the interior of the sleeve, via which they can be pulled in a rolling manner by means of the handle 25.3.

FIG. 20a shows the same situation, but with the roller 25.1 shifted backwards. On an end plate 25.5 of the longitudinal strut 25, a rearwardly inclined arm 25.6 is attached, which carries the roller 25.1.

FIG. 22 shows the situation where a lifting truck 10 has picked up a load 8 present on a pallet 8.1 from the loading level 3 of the truck 1 and takes it from the loading space 2 of the truck; the remaining reference numerals correspond to those of FIGS. 1 to 9. The load 8 is lowered and transferred to the support carriage 20 in accordance with FIG. 23. It is essential that the load-carrying means 16 of the lifting truck 10 the support cars are lowered to below the height of the upper edge of the longitudinal struts 25, as a result of which the longitudinal struts 25 take on the load 8 on the pallet 8.1. The support carriage 20 can now be used like a conventional horizontal industrial truck for surface transport, the transport generally due to structural details, such as larger wheel or roller diameters, since there is no need to drive under pallets, the considerable masses of vertical frame and drive are eliminated, is lighter than with a pallet truck. It is a matter of course that the reversal, namely the transport of the surface by support truck to the truck, takeover of the pallet with load by the lifting truck and transfer of the load to the truck must be carried out in the reverse order. In order to be able to place the pallet 8.1 positioned on the longitudinal struts 25 of the support carriage 10, according to FIG. 25 - a section X-X, FIG. 24 - upstanding flanges 37 are provided on the outer sides of the longitudinal struts 25, which open outwards and upwards. If a load is offset in relation to the exact positioning, the pallet 8.1 is guided into the correct position by these flanges 37 and fixed there for transport.

Finally, FIGS. 26a and b show the loading and unloading of a combination of a lifting truck 10 and a support truck 20 with the aid of an infeed rail 29. The lifting truck 10 becomes raised by lowering its load-carrying means 16, which are supported in the sleeve 30 of the support truck 20 raised above the level of the loading platform 3 of the truck 1. About the roller bearing 28 between the vertical struts 21 of the support carriage 20, the run-in rail 29 used as a run-in aid is inserted in such a way that one end rests on the roller bearing 28 and the other end on the loading surface 3 of the truck 1. The load-carrying means 16 of the lifting truck 10 is raised - the control takes place via the drive 11 with the aid of a control unit (not shown in more detail) which is removed and connected to the control unit 11 by cable - until the drive and steering roller 13 of the lifting truck 10 is on the entry rail 29 supports. Now the drive of the roller 13 can be put into operation, which can exert sufficient force via the frictional connection with the entry rail 29 to move the lifting truck 10 onto the truck platform 3 and at the same time take the support carriage 20 with it, the entry rail 29 over the roller bearing 28 remains unrolled in relation to the truck 1. The force exerted by the lifting truck 10 on the entry rail is transmitted exclusively by the driving roller (s) 13. The support rollers of the longitudinal claws 14 have no contact with the entry rail 29. The force exerted is largely the result of the truck and its spring tion added. Therefore, when the lifting truck 10 retracts, the support truck 20 can follow the movement with its own drive and itself reaches the position in which it can be raised, as described in detail above.

Claims (36)

1. Industrial trolley with a lift truck (10) and movable support means co-operating with the lift truck (10), the lift truck (10) comprising support arms (14) and being provided with a substantially vertical lifting pole, in which load-receiving means (16) able to be moved up and down by means of a drive are located, which extend in the direction of the support arms (14), characterised in that provided as the drive for the load-receiving means is a reversible drive, for example a hydraulic cylinder (17), or two separate drives operating in opposite directions and that the support means are constructed as a support truck (20) able to be separated from the lift truck (10) and formed as a carrying apparatus, with a fork-like undercarriage and an upright frame erected at right angles thereto, the undercarriage comprising longitudinal struts (25), whereof the one ends are mounted to slide longitudinally in a first transverse strut (22) as the connecting member and whereof the other ends are provided with wheels or rollers (25.1), whereas the upright frame is provided with one or more vertical struts (21), whereof the lower ends are connected to the longitudinal struts (25) of the undercarriage and whereof the upper ends comprise means for introducing the load-receiving means (16) of the lift truck (10) and several vertical struts (21) are connected to each other at or close to their upper ends at least by one second transverse strut (22).

2. Industrial trolley according to Claim 1, characterised in that the inside width of the fork of the undercarriage formed by the longitudinal struts (25) is at least equal to the external width of the load-receiving means (16) of the lift truck (10).

3. Industrial trolley according to Claim 1 or 2, characterised in that the height of the vertical struts (21) of the support truck (20) is substantially equal to the lifting height of the load-receiving means (16) guided in the lifting pole (15) of the lift truck (10).

4. Indudstrial trolley according to one of Claims 1 to 3, characterised in that provided on the upright frame of the support truck (20), specifically in the region of the lower ends of the vertical struts (21) or of the first lower transverse strut (22) are sleeves (21.1), in which the longitudinal struts (25) of the undercarriage of the support truck (20) are held in a slidable manner, the cross-sectional shape and the cross-sectional surface of each of these sleeves (21.1) corresponding to the external shape of the longitudinal struts (25) and receiving the latter with a clearance facilitating locking and the ends of the longitudinal struts (25) associated with the sleeves (21.1) comprising an end stop.

5. Industrial trolley according to Claim 4, characterised in that for receiving the longitudinal struts (25) of the undercarriage of the support truck (20) so that they are able to slide, the sleeves (21.1) are provided with a lock preventing the slidability of the longitudinal struts (25), the lock being selected so that the longitudinal struts (25) relieved of load at the time of lifting of the support truck (20) tilt as a result of their clearance in the sleeves (21.1) and the lock lies unlocked below the edge of the sleeve.

6. Industrial trolley according to Claim 5, characterised in that the locks preventing the slidability of the longitudinal struts (25) are constructed as resilient locking lugs (36), which co-operate with recesses (25.4) in the longitudinal struts (25) and from which they can be lifted by means of hand- or foot-operated levers.

7. Industrial trolley according to Claim 4, characterised in that provided within each sleeve (21.1) close to the inner wall of its top flange is a roller (21.3), which is positioned in the region of the sleeve (21.1) in which the longitudinal strut (25) is tilted towards the lower flange when a load is applied and the profile of the longitudinal strut (25) being constructed in a T-shape with flanges (25.4) projecting at least on the upper side.

8. Industrial trolley according to one of Claims 1 to 7, characterised in that the longitudinal struts (25) of the undercarriage of the support truck (20) are constructed to tilt about a horizontal axis.

9. Industrial trolley according to one of Claims 4 to 8, characterised in that the wheels or rollers (25.1) on the ends of the longitudinal struts (25) of the support truck (20) are attached to backwardly inclined brackets (25.2).

10. Industrial trolley according to one of Claims 1 to 9, characterised in that the means for introducing the load-receiving means (16) of the lifting truck (10) on the support truck (20) are constructed as an insertion shoe (30), the cross-sectional shape of which corresponds to the outer shape of the load-receiving means (16), the insertion shoe (30) receiving the front end of the load-receiving means (16) almost in a form-locking manner.

11. Industrial trolley according to Claim 10, characterised in that the top flange of the insertion shoe (30) has a sighting lug (30.1) towards the introduction side.

12. Industrial trolley according to Claim 10 or 11, characterised in that the insertion shoe (30) is provided with a screwable clamping device (31), for fixing the front end of the load-receiving means (16) of the lift truck (10) introduced into the insertion shoe (30) on the upright frame of the support truck (20).

13. Industrial trolley according to one of Claims 10 to 12, characterised in that the insertion shoe (30) on the upright frame of the support truck (20) is constructed symmetrically in the insertion direction and the load-receiving means (16) of the lifting truck (10) can be introduced from both sides into the symmetrical insertion shoe.

14. Industrial trolley according to one of the preceding Claims 1 to 13, characterised in that the means for introducing the load-receiving means (16) of the lift truck (10) comprise a tripping finger (32) on the support truck (20) and that the longitudinal arms (14) of the lift truck (10) are provided with a locking device (14.2), which can be tripped at the time of lifting by co-operation with the tripping finger (32) and which locks the relow- ered lift truck (10) at least in one direction of travel, preferably in the direction of forwards travel.

15. Industrial trolley according to one of the precedig Claims 1 to 14, characterised in that the wheel/wheels or roller/rollers (26) in the region of the base of the fork on the first lower transverse strut (22) of the upright frame of the support truck (10) are constructed to be steerable.

16. Industrial trolley according to Claim 15, characterised in that the steerable wheel/the steerable wheels or the steerable roller/the steerable rollers (26) on the first lower transverse strut (22) of the upright frame of the support truck (20) are located centrally as a single or as a double set and articulated centrally on the first lower transverse strut (22) by means of follower brackets.

17. Industrial trolley according to Claim 16, characterised in that the steerable wheels or rollers (26) are articulated separately at a distance from each other as individual rollers with follower brackets on the first lower transverse strut (22), symmetrically with respect to the centre.

18. Industrial trolley according to one of Claims 15 to 17, characterised in that a handlebar (27) which can be swung upwards is articulated on the centre journal of the steering wheel or of the set (26) of steerable wheels or rollers or on the lower transverse strut (22) of the support truck (20) and that an abutment (28) is provided on a further, third transverse strut (24) of the upright frame of the support truck (20), for gripping the handlebar (27) which is swung upwards.

19. Industrial trolley according to one of the preceding Claims 1 to 18, characterised in that the load-receiving means (16) of the lift truck (10) project by a certain amount beyond the support arms (14) located below the load-receiving means (16), this amount corresponding at least to the diameter of the rollers or wheels (26) on the base of the fork of the support truck (20) plus the width of the profile of the vertical struts (21) of the upright frame of the support truck (20).

20. Industrial trolley according to one of the preceding Claims 1 to 19, characterised in that the height of the upper edge of the longitudinal struts (25) of the undercarriage of the support truck (20) is at the most equal to the height of lift of the low-lift truck known per se.

21. Industrial trolley according to Claim 19 or 20, characterised in that in addition to the end rollers (14.1), support rollers (14.3) located at a distance therefrom are provided on the support arms (14) of the lift truck (10), which support rollers have a slight clearance from the floor when the end rollers (14.1) are resting on the floor.

22. Industrial trolley according to Claim 21, characterised in that the additional support rollers (14.3) are provided with locking devices.

23. Industrial trolley according to one of Claims 1 to 22, characterised in that the load-receiving means (16) of the lift truck (10) are formed from at least one sectional member directed forwards and able to be extended telescopically forwards.

24. Industrial trolley according to one of the preceding Claims 1 to 23, characterised in that the sections of the longitudinal struts (25) of the undercarriage of the support truck (20) comprise laterally upright flanges.

25. Industrial trolley according to Claim 24, characterised in that the end faces of the upright flanges co-operate with the top flange of the sleeves (21.1) of the upright frame of the support truck (20) in the manner of stop cams (33), the height of the upright flanges and of the longitudinal struts (25) being at the most equal to the inner vertical clearance of the sleeves (21.1).

26. Industrial trolley according to Claim 24 or 25, characterised in that the upright flanges are fitted opening towards the outside at an angle.

27. Industrial trolley according to one of the preceding Claims 1 to 26, characterised in that the longitudinal struts (25) of the undercarriage of the support truck (20) are provided with a vertical adjustment.

28. Industrial trolley according to Claim 27, characterised in that the vertical adjustment can be operated hydraulically.

29. Industrial trolley according to one of the preceding Claims 1 to 28, characterised in that the steering wheel or the set of steering wheels (26) is provided with a drive in the region of the first, lower transverse strut (22) of the support truck (20).

30. Industrial trolley according to one of the preceding Claims 1 to 29, characterised in that two additional support wheels (29) are provided on the longitudinal struts (25) of the undercarriage below the upright frame formed of vertical struts (21), the axle ground clearance of which wheels is slightly greater than the wheel radius.

31. Industrial trolley according to one of the preceding Claims 1 to 30, characterised in that the insertion shoes (30) at the upper end of the vertical struts (21) of the upright frame of the support truck (20) are constructed to swing upwards about a horizontal axis and can be fixed in the swung up-position.

32. Industrial trolley according to one of the preceding Claims 1 to 31, characterised in that the lifting, lowering and possibly travelling drives (11) as well as existing locking devices (14.2) of the lift truck (10) are constructed to be controlled electrically, the electrical control member (19) being able to be removed from its location of the lift truck (10) and the lift truck (10) being remotely controllable thereby by way of a coiled cable (19.1) or the like.

33. Industrial trolley according to one of the preceding Claims 1 to 32, characterised in that the support truck (10) is provided with a roller bearing (28.1) located between the two vertical struts (21), the roller bearing (28.1) being vertically adjustable and that an insertion rail (28) is provided, which can be placed by one end on the roller bearing (28.1) and can be supported by its other end against the loading surface (3) of the lorry (1).

34. Industrial trolley according to Claim 33, characterised in that arranged parallel to each other on the vertical struts (21) of the support truck (20) are vertical rails (28.2), provided with a plurality of recesses (28.3) located at a distance one below the other, the recesses (28.3) of the vertical rails (28.2) located opposite each other lying in pairs at the same height and one of these pairs receiving the axle journal or trunnion of the roller bearing (28.1).

35. Industrial trolley according to one of Claims 1 to 34, characterised in that the support truck (20) consists completely or predominantly of light metal alloys.

36. Method for loading an industrial trolley, consisting of a lift truck (10) and means for supporting the lift truck (10), the lift truck (10) comprising load-receiving means (16) which can be raised and lowered by means of a reversible drive (11) or two drives operating in opposite directions and the lift truck (10) being able to travel and to be used independently of the support means and - co-operating with the latter as a combination - allows mutual lifting to a depositing plane (3), which is higher than the plane (9) of the floor and can be underpassed at least in its end region, in particular of an industrial trolley according to one of the preceding Claims 1 to 35, characterised by the following stages of the method:

- Raising of the load-receiving means (16) of the lift truck (10) and connecting the raised load-receiving means (16) to the means for supporting the lift truck (10) constructed as a support truck (20) able to be connected to the lift truck (10);

- Lowering of the load-receiving means (16) of the lift truck (10) connected to the support truck (20), which at the same time is raised above the depositing plane (3),

- Moving the support truck (20) with the raised lift truck (10) into the depositing position,

- Raising the lowered load-receiving means (16) of the lift truck (10) connected to the support truck, the lift truck first of all being lowered onto the depositing plane (3) and then the support truck (20) being raised,

- Reversing the longitudinal struts (25) of the undercarriage of the support truck (20) and, after lifting above the height of the depositing plane

(3), returning these longitudinal struts, - Depositing the support truck (20) on the depositing plane (3) by lowering the load-receiving means (16) of the lift truck (10) and

- Moving the combination of the lift truck (10) and support truck (20) deposited on the depositing plane (3) into the desired end position and locking at least the lift truck (10) to prevent further movement.

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