EP0189139A1 - Four-wheel drive articulated fork lift truck - Google Patents

Four-wheel drive articulated fork lift truck Download PDF

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Publication number
EP0189139A1
EP0189139A1 EP86100583A EP86100583A EP0189139A1 EP 0189139 A1 EP0189139 A1 EP 0189139A1 EP 86100583 A EP86100583 A EP 86100583A EP 86100583 A EP86100583 A EP 86100583A EP 0189139 A1 EP0189139 A1 EP 0189139A1
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EP
European Patent Office
Prior art keywords
counterweight
articulated
stacking vehicle
vehicle according
wheel drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP86100583A
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German (de)
French (fr)
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EP0189139B1 (en
Inventor
Ernst Hilden
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JUMBO-Gabelstapler Urbaner
Original Assignee
Jumbo-Gabelstapler Urbaner GmbH
JUMBO GABELSTAPLER URBANER GES
JUMBO-Gabelstapler Urbaner
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Jumbo-Gabelstapler Urbaner GmbH, JUMBO GABELSTAPLER URBANER GES, JUMBO-Gabelstapler Urbaner filed Critical Jumbo-Gabelstapler Urbaner GmbH
Priority to AT86100583T priority Critical patent/ATE34723T1/en
Publication of EP0189139A1 publication Critical patent/EP0189139A1/en
Application granted granted Critical
Publication of EP0189139B1 publication Critical patent/EP0189139B1/en
Expired legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07554—Counterweights

Definitions

  • the invention relates to an articulated stacking vehicle of the type specified in the preamble of claim 1.
  • articulated stacking vehicles have the advantage of greater maneuverability and an advantage in terms of drive technology compared to de% of forklift trucks with rigid vehicle frames. Difficulties arise with regard to stability when cornering. Because of their maneuverability, articulated stacking vehicles are used, for example, in mining, and the vehicle can also be led over tight bends in curves that do not significantly exceed the width of the tunnel.
  • the articulated joint must be arranged approximately in the middle between the two wheel axles of the front and rear carriages so that they can pivot around a common pivot point when cornering, and thus the sum of the speeds of the front wheels equals the sum of the speeds of the rear wheels is.
  • Lift trucks are standardized according to DIN 15.140.3 G or 4.L. These are mainly steered on the rear side facing away from the load wheels. The vehicle body is made in one piece. Difficulties arise when cornering because a larger lane width is required during cornering. All-wheel drive vehicles are only possible for small tonnages due to the restriction to single tires. Even articulated forklift trucks in use are only suitable for low loads due to their unfavorable stability geometry, and their own weight and large dimensions are far too high for the lifting force.
  • a generic stacking vehicle is known from DE-AS 10 49 307.
  • the front frame carries a mast, the front wheels and a compensation weight, which protrudes to the rear under a high arm of the rear frame.
  • the pivot point of the axle stool is approximately in the middle between the front wheels.
  • the drive and steering are carried out exclusively via the front wheels.
  • the invention has for its object to improve a generic stacking vehicle in such a way that with a more favorable ratio of payload / dead weight and with free maneuverability a reliable stability is guaranteed.
  • the problem is solved by the features specified in the characterizing part of claim 1. Because the counterweight comes to rest on the rear carriage, the high-lying boom of the rear frame required in the known case can be omitted and the overall length can be shortened overall. With a relatively long lever arm up to the axis of rotation of the front wheels, there is sufficient free space so that the stacking vehicle can also be adapted to practically all occurring loads by applying additional weights. The counterweight can reach over the axis of the rear wheels according to claim 2, which results in a long lever arm despite the relatively small wheel base.
  • the counterweight according to claim 3 is provided with side roundings, by means of which the turning ability of the vehicle is retained and lateral weight unloading takes place as far as possible.
  • the features of claim 4 provide increased stability when cornering and with off-center lifting loads.
  • the counterweight according to DE-OS 31 31 512 can be shifted laterally, depending on the steering movement.
  • the size of the impact and the load of the counterweight are determined by the fixed and variable factors: load, front end and rear end in connection with the standing triangle.
  • load For special demands on the stacking vehicle in relation to the narrow vehicle width and / or strong steering angle, the displaceability of the counterweight is appropriate.
  • the articulated all-wheel drive stacking vehicle has a front end 20 with a mast 22 and a lifting load 23 that can be moved up and down, a driver's cab 24 and a counterweight 14 projecting to the rear with roundings 15 corresponding to the outer curve radius.
  • the front end 20 is connected to the rear end 26, which comprises the motor unit (not shown), via a vertical articulated joint 28 with a vertical articulation axis located behind the rear of the driver's cab 24.
  • the lifting weight 23 is arranged on the side of the central plane and nevertheless a stable balance remains
  • the triangle is characterized by the connection of points 1, 2 and 3.
  • the reference number 4 denotes the center of mass of the front end
  • 7 is the center of mass of the load
  • 9 is the center of mass of the counterweight 14
  • 10 indicates the center of mass of the combination front end counterweight
  • 11 is the center of mass of the rear end
  • 12 is the center of mass of the Empty device
  • 13 is the center of mass of the vehicle plus the load 23.
  • the empty device center of mass 12 can be moved even further into the center of the standing triangle in each operating position.

Abstract

1. Articulated fork lift truck with, seen in longitudinal direction of the vehicle, central articulated bearing (28) between rear carriage (26) and front carriage (20), which latter is provided with a lift mast (22) and a rearwardly pointing counterweight (14), characterized in that the articulated bearing (28) is arranged midway between rear carriage (26) and front carriage (20) and in that the counterweight (14) is arranged above the articulated bearing, covering the latter and partially covering the rear carriage.

Description

Die Erfindung bezieht sich auf ein knickgelenktes Stapelfahrzeug der im Oberbegriff des Patentanspruchs 1 angegebenen Gattung. Derartige knickgelenkte Stapelfahrzeuge weisen gegenüber de% Hubstaplern mit starrem Fahrzeugrahmen den Vorteil einer größeren Wendigkeit und einen Vorteil in antriebstechnischer Hinsicht auf. Schwierigkeiten ergeben sich hinsichtlich der Standsicherheit beim Kurvenfahren. Ihrer Wendigkeit wegen werden knickgelenkte Stapelfahrzeuge beispielsweise im Bergbau eingesetzt, wobei das Fahrzeug auch in engen Stollen über Kurven geführt werden kann, die in ihrer Breite den Stollen nicht wesentlich überschreiten.The invention relates to an articulated stacking vehicle of the type specified in the preamble of claim 1. Such articulated stacking vehicles have the advantage of greater maneuverability and an advantage in terms of drive technology compared to de% of forklift trucks with rigid vehicle frames. Difficulties arise with regard to stability when cornering. Because of their maneuverability, articulated stacking vehicles are used, for example, in mining, and the vehicle can also be led over tight bends in curves that do not significantly exceed the width of the tunnel.

Zur Erfüllung der Forderungen muß das Knickgelenk annähernd in der Mitte zwischen den beiden Radachsen von Vorder- bzw. Hinterwagen angeordnet werden, damit diese bei Kurvenfahrt um einen gemeinsamen Drehpunkt schwenken können, und damit die Summe der Drehzahlen der Vorderräder gleich der Summe der Drehzahlen der Hinterräder ist.To meet the requirements, the articulated joint must be arranged approximately in the middle between the two wheel axles of the front and rear carriages so that they can pivot around a common pivot point when cornering, and thus the sum of the speeds of the front wheels equals the sum of the speeds of the rear wheels is.

Hubstapler sind nach DIN 15.140.3 G bzw. 4.L genormt. Diese werden überwiegend an der hinteren, den Lasträdern abgewandten Seite gelenkt. Der Fahrzeugrumpf ist einteilig ausgebildet. Hierbei ergeben sich Schwierigkeiten beim Kurvenfahren, weil während der Kurvenfahrt eine größere Fahrbahnbreite erforderlich ist. Allradgelenkte Fahrzeuge sind wegen der Beschränkung auf Einzelbereifung nur für geringe Tonnagen möglich. Auch in der Verwendung befindliche knickgelenkte Stapler sind aufgrund ihrer ungünstigen Standsicherheitsgeometrie nur für geringe Lasten geeignet und weisen ein der Hubkraft entsprechend weit überhöhtes Eigengewicht und große Abmessungen auf.Lift trucks are standardized according to DIN 15.140.3 G or 4.L. These are mainly steered on the rear side facing away from the load wheels. The vehicle body is made in one piece. Difficulties arise when cornering because a larger lane width is required during cornering. All-wheel drive vehicles are only possible for small tonnages due to the restriction to single tires. Even articulated forklift trucks in use are only suitable for low loads due to their unfavorable stability geometry, and their own weight and large dimensions are far too high for the lifting force.

Durch die DE-OS 31 31 512 ist ein knickgelenktes Fahrzeug bekanntgeworden, bei welchem die Standsicherheit auch bei Kurvenfahrt bzw. im eingeknickten Zustand aufrechterhalten werden soll, indem am Hinterende des Hinterwagens seitlich verschiebbar ein Gewicht in einer Führung verschiebbar angeordnet ist, derart, daß bei jedem Lenkeinschlag eine insbesondere proportionale, der Lenkrichtung entgegengesetzte Verschiebung bewirkt wird. Diese Konstruktion ist nur bei kurzen, breiten Geräten wirkungsvoll, und sie ist aufwendig und führt bei Ausfall der Verschiebeautomatik zu einer Kippgefahr.From DE-OS 31 31 512, an articulated vehicle has become known in which the stability is to be maintained even when cornering or in the folded state by a weight is slidably arranged in a guide on the rear end of the rear carriage, such that at each steering lock causes a particularly proportional displacement that is opposite to the steering direction. This design is only effective with short, wide devices, and it is complex and leads to a risk of tipping if the automatic shifting fails.

Ein gattungsgemäßes Stapelfahrzeug ist aus der DE-AS 10 49 307 bekannt. Bei diesem bekannten Gabelstapler mit Achsschemel-Lenkung trägt das Vordergestell einen Hubmast, die vorderen Räder und ein Kompensationsgewicht, welches nach hinten unter einen hoch liegenden Ausleger des Hintergestells ragt. Der Drehpunkt des Achsschemels liegt annähernd in der Mitte zwischen den vorderen Rädern. Der Antrieb sowie die Lenkung erfolgt ausschließlich über die vorderen Räder.A generic stacking vehicle is known from DE-AS 10 49 307. In this known forklift with axle stool steering, the front frame carries a mast, the front wheels and a compensation weight, which protrudes to the rear under a high arm of the rear frame. The pivot point of the axle stool is approximately in the middle between the front wheels. The drive and steering are carried out exclusively via the front wheels.

Der Erfindung liegt die Aufgabe zugrunde, ein gattungsgemäß aufgebautes Stapelfahrzeug derart zu verbessern, daß bei günstigerem Verhältnis Nutzlast/Eigengewicht und bei freier Kurvenbeweglichkeit eine zuverlässige Standsicherheit gewährleistet wird.The invention has for its object to improve a generic stacking vehicle in such a way that with a more favorable ratio of payload / dead weight and with free maneuverability a reliable stability is guaranteed.

Gelöst wird die gestellte Aufgabe durch die im Kennzeichnungsteil des Patentanspruchs 1 angegebenen Merkmale. Dadurch, daß das Gegengewicht über dem Hinterwagen zu liegen kommt, kann der im bekannten Falle erforderliche hochliegende Ausleger des Hintergestells wegfallen und die Baulänge kann insgesamt verkürzt werden. Dabei steht bei relativ langem Hebelarm bis zur Drehachse der Vorderräder ein genügend freier Raum zur Verfügung, so daß das Stapelfahrzeug an praktisch alle vorkommenden Lasten auch durch Auflegen von Zusatzgewichten angepaßt werden kann. Das Gegengewicht kann dabei gemäß Anspruch 2 bis über die Achse der Hinterräder greifen, wodurch sich trotz relativ geringen Achsstandes ein langer Hebelarm ergibt.The problem is solved by the features specified in the characterizing part of claim 1. Because the counterweight comes to rest on the rear carriage, the high-lying boom of the rear frame required in the known case can be omitted and the overall length can be shortened overall. With a relatively long lever arm up to the axis of rotation of the front wheels, there is sufficient free space so that the stacking vehicle can also be adapted to practically all occurring loads by applying additional weights. The counterweight can reach over the axis of the rear wheels according to claim 2, which results in a long lever arm despite the relatively small wheel base.

Zur günstigen Platzausnutzung ist das Gegengewicht gemäß Anspruch 3 mit seitlichen Abrundungen versehen, durch die die Wendefähigk-eit des Fahrzeuges erhalten bleibt und eine seitliche Gewichtsausladung soweit als möglich erfolgt.To make good use of space, the counterweight according to claim 3 is provided with side roundings, by means of which the turning ability of the vehicle is retained and lateral weight unloading takes place as far as possible.

Durch die Merkmale des Anspruchs 4 wird eine erhöhte Standsicherheit beim Kurvenfahren und bei außermittigen Hublasten erreicht. Dabei kann das Gegengewicht gemäß der DE-OS 31 31 512 seitlich verschoben werden, und zwar in Abhängigkeit von der Lenkbewegung.The features of claim 4 provide increased stability when cornering and with off-center lifting loads. The counterweight according to DE-OS 31 31 512 can be shifted laterally, depending on the steering movement.

Gemäß einer bevorzugten Ausführungsform ist jedoch vorgesehen, gemäß Anspruch 5 das Gegengewicht in Längsrichtung des Vorderwagens verschiebbar zu machen, so daß das Gegengewicht bei gerader Lenkstellung weit über die Hinterachse , d.h. die Achse des Hinterwagens hinaus bewegt werden kann, wenn die Hublast dies erfordert.According to a preferred embodiment, however, it is provided according to claim 5 to make the counterweight displaceable in the longitudinal direction of the front end, so that the counterweight in a straight steering position far beyond the rear axle, i.e. the rear axle can be moved out when the lifting load requires it.

Die Wirkungsgröße und die Last des Gegengewichtes werden durch die feststehenden und variablen Faktoren: Last, Vorderwagen und Hinterwagen in Zusammenhang mit dem Standdreieck bestimmt. Für besondere Anforderungen an das Stapelfahrzeug in bezug auf geringe Fahrzeugbreite und/oder starken Lenkeinschlag ist die Verschiebbarkeit des Gegengewichtes zweckmäßig.The size of the impact and the load of the counterweight are determined by the fixed and variable factors: load, front end and rear end in connection with the standing triangle. For special demands on the stacking vehicle in relation to the narrow vehicle width and / or strong steering angle, the displaceability of the counterweight is appropriate.

Gemäß einem ausgeführten Beispiel liegt den Berechnungen für die Lage der Schwerpunkte ein Stapelfahrzeug mit 250 kN Hubkraft bei einer Hubhöhe von 5M und einem Lastschwerpunktabstand zur Vorderachse von 2,5M zugrunde. Das Leergewicht beträgt 40t. Nachstehend wird ein Ausführungsbeispiel der Erfindung anhand der Zeichnung beschrieben. In der Zeichnung zeigen:

  • Fig. 1 eine Grundrißansicht eines Stapelfahrzeugs in Stellung auf Kurvenfahrt mit eingezeichnetem Standdreieck und eingezeichneten Schwerpunkten;
  • Fig. 2 eine Aufrißansicht des Fahrzeugs gemäß Fig. 1;
  • Fig. 3 eine Vorderansicht des Fahrzeugs gemäß Fig. 1 und 2.
According to one example, the calculations for the location of the centers of gravity are based on a stacking vehicle with a lifting force of 250 kN at a lifting height of 5M and a center of gravity from the front axle of 2.5M. The empty weight is 40t. An embodiment of the invention is described below with reference to the drawing. The drawing shows:
  • Figure 1 is a plan view of a stacking vehicle in a cornering position with the triangle and center of gravity shown.
  • FIG. 2 is an elevation view of the vehicle of FIG. 1;
  • 3 shows a front view of the vehicle according to FIGS. 1 and 2.

Das knickgelenkte allradgetfiebene Stapelfahrzeug weist einen Vorderwagen 20 mit Hubmast 22 und daran auf und nieder beweglicher Hublast 23, eine Fahrerkabine 24 und ein nach hinten ausragendes Gegengewicht 14 mit entsprechend dem äußeren Kurvenradius entsprechenden Abrundungen 15 auf. Ober ein vertikales unter der Rückseite der Fahrerkabine 24 befindliches Knickgelenk 28 mit vertikaler Knickachse ist der Vorderwagen 20 mit dem Hinterwagen 26 verbunden, der das nicht dargestellte Motoraggregat umfaßt. Von der Abtriebswelle des Motoraggregats bzw. des diesem nachgeschalteten Getriebes kann eine Gelenkwelle im Bereich des Knickgelenkes 28, z.B. zwischen dem oberen und unteren Teilgelenk desselben hindurch nach dem Vorderwagen geführt werden, um die Vorderräder anzutreiben.The articulated all-wheel drive stacking vehicle has a front end 20 with a mast 22 and a lifting load 23 that can be moved up and down, a driver's cab 24 and a counterweight 14 projecting to the rear with roundings 15 corresponding to the outer curve radius. The front end 20 is connected to the rear end 26, which comprises the motor unit (not shown), via a vertical articulated joint 28 with a vertical articulation axis located behind the rear of the driver's cab 24. A drive shaft in the area of the articulated joint 28, e.g. between the upper and lower joint of the same to be guided to the front carriage to drive the front wheels.

Wie aus den Figuren 1 und 3 ersichtlich, ist das Hubgewicht 23 seitlich der Mittelebene angeordnet und trotzdem bleibt ein stabiles GleichgewichtAs can be seen from FIGS. 1 and 3, the lifting weight 23 is arranged on the side of the central plane and nevertheless a stable balance remains

erhalten, wie das Standdreieck in Verbindung mit den Schwerpunktsdiagrammen veranschaulicht.as shown in the triangle in connection with the diagrams of the center of gravity.

Das Standdreieck ist durch die Verbindung der Punkte 1, 2 und 3 charakterisiert. Mit dem Bezugszeichen 4 ist der Massenmittelpunkt des Vorderwagens gekennzeichnet, 7 ist der Massenmittelpunkt der Last 23, 9 ist der Massenmittelpunkt des Gegengewichts 14, 10 gibt den Massenmittelpunkt der Kombination Vorderwagen-Gegengewicht an, 11 ist der Massenmittelpunkt des Hinterwagens, 12 ist der Massenmittelpunkt des Leergerätes und 13 ist der Massenmittelpunkt von Fahrzeug plus Last 23. Wie aus Figur 1 ersichtlich, liegt dieser Massenmittelpunkt 13 auch bei außermittiger Last 23 noch innerhalb des Standdreieckes weit von den Dreiecksbegrenzungslinien entfernt.The triangle is characterized by the connection of points 1, 2 and 3. The reference number 4 denotes the center of mass of the front end, 7 is the center of mass of the load 23, 9 is the center of mass of the counterweight 14, 10 indicates the center of mass of the combination front end counterweight, 11 is the center of mass of the rear end, 12 is the center of mass of the Empty device and 13 is the center of mass of the vehicle plus the load 23. As can be seen from FIG. 1, this center of mass 13, even when the load 23 is off-center, is still far from the triangle delimitation lines within the standing triangle.

Wenn das Gegengewicht 14 in Längsrichtung des Vorderwagens zu verschiebbar angeordnet wird, kann der Leergeräte-Mässenmittelpunkt 12 in jeder Betriebsstellung noch weiter in das Zentrum des Standdreiecks gerückt werden.If the counterweight 14 is arranged to be displaceable in the longitudinal direction of the front end, the empty device center of mass 12 can be moved even further into the center of the standing triangle in each operating position.

Claims (5)

1. Knickgelenktes, allradgetriebenes Stapelfahrzeug mit mittiger Knickachse zwischen Hinter- und Vorderwagen, welch letzterer einen Hubmast, die Fahrerkabine und ein nach hinten über die Knickachse reichendes Gegengewicht aufweist, dadurch gekennzeichnet, daß das Gegengewicht (14) über dem Knicklager (28), dieses und teilweise den Hinterwagen (26) überdeckend angeordnet ist.1. articulated, four-wheel drive stacking vehicle with a central articulation axis between the rear and front car, which latter has a lifting mast, the driver's cab and a counterweight reaching back over the articulation axis, characterized in that the counterweight (14) over the articulated bearing (28), this and is partially arranged to cover the rear carriage (26). 2. Stapelfahrzeug nach Anspruch 1, dadurch gekennzeichnet, daß der rückwärtige Teil der Fahrerkabine (24) über dem Knick- . gelenk (28) liegt und das Gegengewicht (14) bis zur Radachse des Hinterwagens (26) reicht, oder darüberhinaus ragt.2. Stacking vehicle according to claim 1, characterized in that the rear part of the driver's cabin (24) above the articulated. joint (28) and the counterweight (14) extends to the wheel axle of the rear carriage (26), or protrudes beyond it. 3. Stapelfahrzeug nach den Ansprüchen 1 und 2, dadurch gekennzeichnet, daß das Gegengewicht (14) seitlich mit Abrundungen (15) versehen ist, die innerhalb der Konturen der engsten Kurvenaußenradien des Fahrzeugs liegen.3. Stacking vehicle according to claims 1 and 2, characterized in that the counterweight (14) is laterally provided with roundings (15), which lie within the contours of the vehicle's narrowest outside radii. 4. Stapelfahrzeug nach den Ansprüchen 1 und 2, dadurch gekennzeichnet, daß das Gegengewicht (14) in Abhängigkeit von der aufgebrachten Hublast (23) verschiebbar angeordnet ist.4. Stacking vehicle according to claims 1 and 2, characterized in that the counterweight (14) is arranged displaceably in dependence on the applied lifting load (23). 5. Stapelfahrzeug nach Anspruch 4, dadurch gekennzeichnet, daß das Gegengewicht (14) in Vorderwagen-Längsrichtung verschiebbar angeordnet ist.5. Stacking vehicle according to claim 4, characterized in that the counterweight (14) is arranged displaceably in the longitudinal direction of the front end.
EP86100583A 1985-01-22 1986-01-17 Four-wheel drive articulated fork lift truck Expired EP0189139B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86100583T ATE34723T1 (en) 1985-01-22 1986-01-17 ARTICULATED 4WD STACK TRUCK.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3502001 1985-01-22
DE3502001A DE3502001C1 (en) 1985-01-22 1985-01-22 Articulated, four-wheel drive stacking vehicle

Publications (2)

Publication Number Publication Date
EP0189139A1 true EP0189139A1 (en) 1986-07-30
EP0189139B1 EP0189139B1 (en) 1988-06-01

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EP86100583A Expired EP0189139B1 (en) 1985-01-22 1986-01-17 Four-wheel drive articulated fork lift truck

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AT (1) ATE34723T1 (en)
DE (1) DE3502001C1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8504798B2 (en) 2003-12-30 2013-08-06 Sandisk Technologies Inc. Management of non-volatile memory systems having large erase blocks

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1049307B (en) * 1956-07-21 1959-01-22 Hans Still Ag Forklift with swiveling front part of the chassis that supports the lifting mast
DE1209450B (en) * 1960-08-08 1966-01-20 Linde Ag Steering device for a forklift
FR1475083A (en) * 1966-03-11 1967-03-31 Hough Co Frank Lift vehicle
GB1133021A (en) * 1966-02-11 1968-11-06 Int Harvester Co Steering articulated construction vehicles
US3966070A (en) * 1974-10-07 1976-06-29 Allis-Chalmers Corporation Mechanism for loader bucket or forklift mast on a material handling vehicle
US4235308A (en) * 1979-01-11 1980-11-25 The General, Inc. Locking brake for articulated vehicle
US4249854A (en) * 1979-01-05 1981-02-10 Pyott-Boone Machinery Corporation Low profile fork lift for mine vehicles
EP0071796A1 (en) * 1981-08-08 1983-02-16 Karl Schaeff GmbH & Co. Articulated vehicle with a transversally movable counterpoise

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1049307B (en) * 1956-07-21 1959-01-22 Hans Still Ag Forklift with swiveling front part of the chassis that supports the lifting mast
DE1209450B (en) * 1960-08-08 1966-01-20 Linde Ag Steering device for a forklift
GB1133021A (en) * 1966-02-11 1968-11-06 Int Harvester Co Steering articulated construction vehicles
FR1475083A (en) * 1966-03-11 1967-03-31 Hough Co Frank Lift vehicle
US3966070A (en) * 1974-10-07 1976-06-29 Allis-Chalmers Corporation Mechanism for loader bucket or forklift mast on a material handling vehicle
US4249854A (en) * 1979-01-05 1981-02-10 Pyott-Boone Machinery Corporation Low profile fork lift for mine vehicles
US4235308A (en) * 1979-01-11 1980-11-25 The General, Inc. Locking brake for articulated vehicle
EP0071796A1 (en) * 1981-08-08 1983-02-16 Karl Schaeff GmbH & Co. Articulated vehicle with a transversally movable counterpoise

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8504798B2 (en) 2003-12-30 2013-08-06 Sandisk Technologies Inc. Management of non-volatile memory systems having large erase blocks

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EP0189139B1 (en) 1988-06-01
ATE34723T1 (en) 1988-06-15
DE3502001C1 (en) 1986-07-17

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