CA1211028A - Dual control for vehicular implements, in particular cranes - Google Patents
Dual control for vehicular implements, in particular cranesInfo
- Publication number
- CA1211028A CA1211028A CA000422797A CA422797A CA1211028A CA 1211028 A CA1211028 A CA 1211028A CA 000422797 A CA000422797 A CA 000422797A CA 422797 A CA422797 A CA 422797A CA 1211028 A CA1211028 A CA 1211028A
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- Canada
- Prior art keywords
- control
- elements
- control elements
- dual
- control system
- 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.)
- Expired
Links
- 230000009977 dual effect Effects 0.000 title claims abstract description 28
- 230000006870 function Effects 0.000 claims abstract description 12
- 239000000463 material Substances 0.000 claims description 3
- 239000004677 Nylon Substances 0.000 claims description 2
- 230000004913 activation Effects 0.000 claims description 2
- 229920001778 nylon Polymers 0.000 claims description 2
- 230000003213 activating effect Effects 0.000 description 2
- 244000178924 Brassica napobrassica Species 0.000 description 1
- 235000011297 Brassica napobrassica Nutrition 0.000 description 1
- 241000282320 Panthera leo Species 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000000284 resting effect Effects 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/54—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading using cranes for self-loading or self-unloading
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
- B66C13/00—Other constructional features or details
- B66C13/52—Details of compartments for driving engines or motors or of operator's stands or cabins
- B66C13/54—Operator's stands or cabins
- B66C13/56—Arrangements of handles or pedals
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Jib Cranes (AREA)
- Mechanical Control Devices (AREA)
- Control And Safety Of Cranes (AREA)
Abstract
Abstract A dual control for vehicular cranes comprises two control units (5,6) placed at opposite long sides of the vehicle in question, each of said units including a plurality of manu-ally actuated control elements (7, 8) which are located in a substantially horizontal row one after the other and arranged to actuate, at need, a corresponding number of operating mem-bers determining the functions of the crane. The control elements of the two units (5, 6) are interconnected in pairs in such manner that a certain operating member will be actuated irres-pective of whether the one or the other element of a pair of elements co-operating with said member is manually actuated. According to the invention an arbitrary control element (7) lo-cated in a certain numerical position from the fore element (7A) of one unit (5) is connected to a control element which is in-cluded in the other unit (6) and has the same numerical position, but regarded from the rear element (8A) of that unit, whereby the two control elements of a pair co-operating with a common operating members will always have the same position in re-lation to the other elements in a row of elements irrespective of from which side of the vehicle said row is viewed. Fig 3.
Description
~Z1~2~3 DUAL CONTROL FOR VEHICULAR IMPLEMENTS, IN PARTICULAR CRANES
The technical field of the invention This invention refers to a dual control for vehicular 5 implements, in particular cranes, comprising two control Jo units placed at opposite long sides of the vehicle in quest lion, each of said units including a plurality of manually actuated control elements which are located in a sub Stan-tidally horizontal row one after the other and arranged to actuate, at need, a corresponding number of operating mom-biers e.g. hydraulic valve plungers, determining the functions of said implement; the control elements of the two units being interconnected in pairs in such a manner that a certain operating member will be actuated irrespective of whether the one or the other element of a pair of elements Cooper-tying with said member will be manually actuated.
The prior art Dual controls of the aboVe-mentioned art are commonly used in at least heavy and medium-sized cranes of the type which are mounted immediately behind the driver's cabin of vehicles such as lorries. In practice each control unit may include 4 to 8 individual control elements which by actuating the associated valve plungers are capable of activating various functions of the crane, for instance rotating the post of the crane, raising and lowering one of more hoisting arms, rota-tying a rotator, hauling in a winch hook, etcetera. In the previously known dual controls for this purpose the various control elements consist of swinging levers which are inter-connected in pairs by means of ordinary rods which are anti-culately connected to the levers and extend in parallelism between the two control units while interconnecting-the to-Yens which are opposite to each other in the two units. The advantage of arranging those levers in a horizontal - and not a vertical - row one after the other is that the connecting rods are assembled in a horizontal plane, what will result in an exceedingly small built-in height for the arrangement in its entirety So hen the lorry driver or crane operator handles the crane he will most often do this from -that side of the vehicle at which the drivers seat is placed. ye is then able to directly use the control unit which is mounted closest to the door through which he gets out of the cabin and he does not have to go around the vehicle. In practice, the control unit placed closest to the driver's seat door is therefore used in 70 to 90% of all cases of use. This means that the driver, after having used the crane a short time, will learn the pattern which is mutually formed by the various levers included in the control unit being closest to the driver's seat door. Usually, the pattern in question becomes so ingrained that the operator is able to reliably operate the crane without any need of thoroughly reflecting upon each individual grip of operation.
It is obvious what this one-sided learning implies on the rather scarce occasions when the operator has to use the control unit situated at the opposite side of the vehicle.
Since the opposite control levers of the two units are interconnected in pairs, the pattern which the levers mutually form is shifted in such a way that the function of, e.g., the leftmost lever in one of the rows of levers viewed from one side of the vehicle is to be found at the rightmost lever in the row of levers which is viewed from the opposite side of the vehicle and vice versa. This means that the operator will find it a great deal more difficult to operate the control unit which is mounted on the vehicle side opposite to the driver's seat and in delicate situations, he may easily perform incorrect manipulations. This may in turn lead to serious accidents.
Brief Disclosure of the Invention The present invention aims at eliminating the above-mentioned deficiencies of the previously known dual control devices of this type and briny about a device which the operator can operate in a manner which will always be reliable irrespective of which control unit he will use.
In accordance with one embodiment of the present invention, there is provided a dual control system for vehicular implements suitable for use on a crane or the like, comprising opposed first and second control units for location at opposed longitudinal sides of a vehicle, each of the first and second control units including at least two spaced apart manually actuated control elements arranged in substantially horizontal alignment with respect to one another, the control elements of the first control unit on one longitudinal side being arranged in a predetermined sequential order with each being adapted to activate a different actuating member for operating a selected function of the implement, the control elements of the second control unit on the opposed longitudinal side being arranged in a reverse sequential order to the predetermined sequential order of the control elements of the first control unit and means for interconnecting the control elements of the first control unit and the corresponding control elements of the second control unit which operate to control the same selected function of the implement, whereby each pair of interconnected control elements activates a common actuating member.
In a preferred embodiment of the present invention, the means for interconnecting the control elements comprise elongated connecting members which intersect each other at a point located approximately halfway between the opposed first and second control units.
In accordance with another preferred embodiment of the present invention, the actuating members for operating functions of the implement are located in proximity of the first control unit and the second control unit is located in a position remote from the actuating members. Still further, preferably the first and second opposed control units are in diametrically opposed relationship to each other.
ISLES Z~3 pa The dual control system may include base means directly associated with one control element of each pair of interconnected control elements for effecting activation of the actuating members, the other control element of each pair ox interconnected control elements being indirectly associated with the base means.
In a preferred form of the connecting members, these comprise continuous elongated members.
Brief Description of the Drawings lo Having thus generally described the invention, reference will now be made to the accompanying drawings illustrating preferred embodiments, and in which:
FIGURE 1 is a perspective view of a crane structure mounted on a vehicle, a dual control according to an embodiment of the present invention being included therein;
FIGURE 2 is a side elevation of a dual control device according to an embodiment of the present invention;
FIGURE 3 is a plan view of the same device seen from above;
FIGURE 4 is an enlarged side elevation of thy detail shown most to the let in Fig. 2;
FIGURE 5 is a similar enlarged side elevation of the detail shown most to the right in Fig. 2;
FIGURE 6 is an enlarged side elevation of the middle portion of the dual control device shown in Fig. 2;
FIGURE 7 is an enlarged plan section through a detail of the device according to an embodiment of the present invention;
FIGURE 8 is a perspective view of a disengaged dual control according to an embodiment of the present invention;
and FIGURE 9 is an enlarged perspective view of a connecting member included in the same.
Detailed Description of a Preferred Embodiment of the Invention In Fig. 1 the numeral 1 generally designates a crane structure which in a manner known per so is mounted on a vehicle in the ., . , I, .
~L2;~.Q2~3 ., shape of a lorry 2. The crane structure includes, in addition to a carrier 3 having two supporting legs 4, also a dual control made in accordance with the invention, the two control units thereof briny shown at 5 and 6 respectively. In each of those control units 5,6 six individual control elements are included in the embodiment shown, said elements being, upon manual act-anion thereof, capable of activating a similar number of functions of the crane, such as rotating the crane post, rocking the jib lever, raising and lowering the hoisting lever, projecting the extension arm, rotating and maneuvering the lifting tool, etcetera.
Reference is now made to Figs 2~9 which in detail illustrate the proper dual control according to the invention. As appears from Figs 2 and 3 the individual control elements 7 of the unit 5 as well as the corresponding elements 8 of the unit 6 consist of levers which are mounted to swing in a manner closer described hereinafter These levers 7,8 are interconnected in pairs by way of connecting members 9 in the shape of drawing elements.
Figs 4 and 8 best show how the levers 7 of the unit 5 are Pivotal journal led along a common shaft 10 supported between two side pieces 11 which project down from an angular attachment plate 12 which in turn is fastened on the underside of the above-mentioned carrier 3 of the crane structure 1. Each lever has a fork 13 at the end thereof which is connected to the shaft 10, said fork supporting between the two shanks 14 thereof (so also Fig 7j a pivot pin 15 located on a certain level above the shaft 10, the connecting member 9 being articulately connected to said pivot pin.
From Figs 5 and 8 in combination it will appear that a housing 16 is associated with the control unit 6, said housing accommodating a number of directional valves corresponding to the number of control levers, each of said valves be actuated by means of India visual operating members in the form of plungers 17 projecting from the housing. These plungers may advantageously be spring-loaded or otherwise arranged to take a neutral or resting position if ` they are not manually actuated by the control levers in question.
:
ISLE
The individual lever 8 included in the unit 6 is rigidly united to a base member 18 which is pivotal connected to the housing 16 by way of a first articulation point 19. The associated valve plunger 17 is articulately connected to the base member 18 by way of a second articulation point 20 located on a level above the first articulation point 19. A third articulation point or pivot pin 21 connects the base member 18 to the associated connecting member 9. This third articulation point 21 is located on a level under the first articulation point 19, From the de-ascription above it appears that pivoting down one of the two levers 7, 8 of one and the same pair of levers will cause the plunger 17 to be drawn outwardly from the housing 16 whereby it will open the corresponding valve therein so as to activate the crane function desired.
Reference is now once again made to Fig 3 which illustrates how the connecting members 9 in accordance with the invention have been arranged in such a way that they intersect each other at a point 22 located approximately half-way between the two units 5, 6.
This arrangement means that the foremost lever PA of the unit 5 will form a pair together with the rear most lever BY of the unit 6, that the next foremost lever 7B of the unit 5 will form a pair together with the next but rear most lever 8B of the unit 6, etcetera, what in turn means that those two levers (erg.- 7B and 8B) which co-operate with one and the same valve plunger 17B always will have the same position in relation to the other levers ire-spective of whether the pattern of levers is viewed from the left side of the vehicle or from the right one. The crane opera-ion can accordingly learn a pattern of levers which is identical on both sides of the vehicle and therefore he does not have to do a bit of rethinking when he goes over from one of the control units to the other.
According to a preferred embodiment of the invention the connecting members 9 consist of tubes which are flattened in the area of the point of intersection 22. Suitably all of the connect tying tubes 9 which extend between the two control units 5, 6 have exactly the same standard length and shape. Such a tube is ill-I
striated in an enlarged condition in Fig 9, where the flattened portion at the middle of the tube is designated 23. Since the distance between for instance the levers PA and PA is not the same as the distance between the levers 7B and 8B it is not possible to attach such standard tubes 9 directly to the pivot pins 15 of the various levers, but this is carried out by means of special attachments 24 which are closer shown in Fig 7. Each attachment 24 consists of a stud which is telescopically inserted in the end of the tube 9 and attached or secured relative to the tube by means of a screw 25 extending through holes in the tube and intersecting an oblong slot-shaped hole 26 in the stud 24. When tightening the nut 27 of the screw 25 the stud 24 will be rigidly connected to the tube, the stud 24, thanks to the oblong Hoyle, being capable of projecting differently in the tube 9 depending on the current distance between the pivot pin 15 of the levers 7, 8 in an associated pair. At the end directed away from the tube 9 the stud 24 has a tapered portion in which a substantially circular hole 28 is cut out, said hole accommodating a body 29 which is at least partially spherical and which is journal led on the pivot pin 15. By this arrangement a pivotal movement of the connecting tube 9 is allowed not only in a vertical plane in relation to the pivot pin, but also in the horizontal plane, what is necessary in so far that the connecting tube 9 extend at a certain angle towards the Yen--- tidal plane in which the lever 9 moves when pivoting.
In order to guarantee that the connecting tubes 9 intersect tying each other at the point 22 shall not jam when actuated by the control levers in question and in order not to deflect the rather long and slender tubes downwardly the tubes are supported by a bracket 30 at the point Swede bracket comprising a number of thin inserts 31 made from a material having a low friction coefficient, for instance nylon, the flattened tube portions 23 each being arranged between a pair of such inserts 31. In practice the bracket 30 may advantageously consist of a Unshaped body attached to the underside of the carrier 3 with the inserts 31 extending horizontally between the two vertical shanks of the body.
. . . .
Conceivable my fixations of the invention Of course the invention is not limited to the embodiment described above and shown in the drawings only. Instead of tubes or other rigid connecting members between the respective levers it is thus conceivability use other connections, for instance flexible elements such as wires, or possibly also conduits for a hydraulic liquid by means of which the movement of a lever may be transmitted to the other lever in the same pair. Further the dual control according to the invention is useful not only in connection with just cranes but also in combination with other arbitrary working implements which call for two remote control units of the type described. As control elements one may also use elements other than levers, such as buttons or plungers. Furthermore it shall be pointed out that one of the control units, in particular the unit which is associated with the valve housing 16, of course may include more control elements than the other unit, namely in those cases where the additional control elements not necessarily need to be dual-controlled.
Also other modifications of the invention are conceivable within the scope of the following claims.
The technical field of the invention This invention refers to a dual control for vehicular 5 implements, in particular cranes, comprising two control Jo units placed at opposite long sides of the vehicle in quest lion, each of said units including a plurality of manually actuated control elements which are located in a sub Stan-tidally horizontal row one after the other and arranged to actuate, at need, a corresponding number of operating mom-biers e.g. hydraulic valve plungers, determining the functions of said implement; the control elements of the two units being interconnected in pairs in such a manner that a certain operating member will be actuated irrespective of whether the one or the other element of a pair of elements Cooper-tying with said member will be manually actuated.
The prior art Dual controls of the aboVe-mentioned art are commonly used in at least heavy and medium-sized cranes of the type which are mounted immediately behind the driver's cabin of vehicles such as lorries. In practice each control unit may include 4 to 8 individual control elements which by actuating the associated valve plungers are capable of activating various functions of the crane, for instance rotating the post of the crane, raising and lowering one of more hoisting arms, rota-tying a rotator, hauling in a winch hook, etcetera. In the previously known dual controls for this purpose the various control elements consist of swinging levers which are inter-connected in pairs by means of ordinary rods which are anti-culately connected to the levers and extend in parallelism between the two control units while interconnecting-the to-Yens which are opposite to each other in the two units. The advantage of arranging those levers in a horizontal - and not a vertical - row one after the other is that the connecting rods are assembled in a horizontal plane, what will result in an exceedingly small built-in height for the arrangement in its entirety So hen the lorry driver or crane operator handles the crane he will most often do this from -that side of the vehicle at which the drivers seat is placed. ye is then able to directly use the control unit which is mounted closest to the door through which he gets out of the cabin and he does not have to go around the vehicle. In practice, the control unit placed closest to the driver's seat door is therefore used in 70 to 90% of all cases of use. This means that the driver, after having used the crane a short time, will learn the pattern which is mutually formed by the various levers included in the control unit being closest to the driver's seat door. Usually, the pattern in question becomes so ingrained that the operator is able to reliably operate the crane without any need of thoroughly reflecting upon each individual grip of operation.
It is obvious what this one-sided learning implies on the rather scarce occasions when the operator has to use the control unit situated at the opposite side of the vehicle.
Since the opposite control levers of the two units are interconnected in pairs, the pattern which the levers mutually form is shifted in such a way that the function of, e.g., the leftmost lever in one of the rows of levers viewed from one side of the vehicle is to be found at the rightmost lever in the row of levers which is viewed from the opposite side of the vehicle and vice versa. This means that the operator will find it a great deal more difficult to operate the control unit which is mounted on the vehicle side opposite to the driver's seat and in delicate situations, he may easily perform incorrect manipulations. This may in turn lead to serious accidents.
Brief Disclosure of the Invention The present invention aims at eliminating the above-mentioned deficiencies of the previously known dual control devices of this type and briny about a device which the operator can operate in a manner which will always be reliable irrespective of which control unit he will use.
In accordance with one embodiment of the present invention, there is provided a dual control system for vehicular implements suitable for use on a crane or the like, comprising opposed first and second control units for location at opposed longitudinal sides of a vehicle, each of the first and second control units including at least two spaced apart manually actuated control elements arranged in substantially horizontal alignment with respect to one another, the control elements of the first control unit on one longitudinal side being arranged in a predetermined sequential order with each being adapted to activate a different actuating member for operating a selected function of the implement, the control elements of the second control unit on the opposed longitudinal side being arranged in a reverse sequential order to the predetermined sequential order of the control elements of the first control unit and means for interconnecting the control elements of the first control unit and the corresponding control elements of the second control unit which operate to control the same selected function of the implement, whereby each pair of interconnected control elements activates a common actuating member.
In a preferred embodiment of the present invention, the means for interconnecting the control elements comprise elongated connecting members which intersect each other at a point located approximately halfway between the opposed first and second control units.
In accordance with another preferred embodiment of the present invention, the actuating members for operating functions of the implement are located in proximity of the first control unit and the second control unit is located in a position remote from the actuating members. Still further, preferably the first and second opposed control units are in diametrically opposed relationship to each other.
ISLES Z~3 pa The dual control system may include base means directly associated with one control element of each pair of interconnected control elements for effecting activation of the actuating members, the other control element of each pair ox interconnected control elements being indirectly associated with the base means.
In a preferred form of the connecting members, these comprise continuous elongated members.
Brief Description of the Drawings lo Having thus generally described the invention, reference will now be made to the accompanying drawings illustrating preferred embodiments, and in which:
FIGURE 1 is a perspective view of a crane structure mounted on a vehicle, a dual control according to an embodiment of the present invention being included therein;
FIGURE 2 is a side elevation of a dual control device according to an embodiment of the present invention;
FIGURE 3 is a plan view of the same device seen from above;
FIGURE 4 is an enlarged side elevation of thy detail shown most to the let in Fig. 2;
FIGURE 5 is a similar enlarged side elevation of the detail shown most to the right in Fig. 2;
FIGURE 6 is an enlarged side elevation of the middle portion of the dual control device shown in Fig. 2;
FIGURE 7 is an enlarged plan section through a detail of the device according to an embodiment of the present invention;
FIGURE 8 is a perspective view of a disengaged dual control according to an embodiment of the present invention;
and FIGURE 9 is an enlarged perspective view of a connecting member included in the same.
Detailed Description of a Preferred Embodiment of the Invention In Fig. 1 the numeral 1 generally designates a crane structure which in a manner known per so is mounted on a vehicle in the ., . , I, .
~L2;~.Q2~3 ., shape of a lorry 2. The crane structure includes, in addition to a carrier 3 having two supporting legs 4, also a dual control made in accordance with the invention, the two control units thereof briny shown at 5 and 6 respectively. In each of those control units 5,6 six individual control elements are included in the embodiment shown, said elements being, upon manual act-anion thereof, capable of activating a similar number of functions of the crane, such as rotating the crane post, rocking the jib lever, raising and lowering the hoisting lever, projecting the extension arm, rotating and maneuvering the lifting tool, etcetera.
Reference is now made to Figs 2~9 which in detail illustrate the proper dual control according to the invention. As appears from Figs 2 and 3 the individual control elements 7 of the unit 5 as well as the corresponding elements 8 of the unit 6 consist of levers which are mounted to swing in a manner closer described hereinafter These levers 7,8 are interconnected in pairs by way of connecting members 9 in the shape of drawing elements.
Figs 4 and 8 best show how the levers 7 of the unit 5 are Pivotal journal led along a common shaft 10 supported between two side pieces 11 which project down from an angular attachment plate 12 which in turn is fastened on the underside of the above-mentioned carrier 3 of the crane structure 1. Each lever has a fork 13 at the end thereof which is connected to the shaft 10, said fork supporting between the two shanks 14 thereof (so also Fig 7j a pivot pin 15 located on a certain level above the shaft 10, the connecting member 9 being articulately connected to said pivot pin.
From Figs 5 and 8 in combination it will appear that a housing 16 is associated with the control unit 6, said housing accommodating a number of directional valves corresponding to the number of control levers, each of said valves be actuated by means of India visual operating members in the form of plungers 17 projecting from the housing. These plungers may advantageously be spring-loaded or otherwise arranged to take a neutral or resting position if ` they are not manually actuated by the control levers in question.
:
ISLE
The individual lever 8 included in the unit 6 is rigidly united to a base member 18 which is pivotal connected to the housing 16 by way of a first articulation point 19. The associated valve plunger 17 is articulately connected to the base member 18 by way of a second articulation point 20 located on a level above the first articulation point 19. A third articulation point or pivot pin 21 connects the base member 18 to the associated connecting member 9. This third articulation point 21 is located on a level under the first articulation point 19, From the de-ascription above it appears that pivoting down one of the two levers 7, 8 of one and the same pair of levers will cause the plunger 17 to be drawn outwardly from the housing 16 whereby it will open the corresponding valve therein so as to activate the crane function desired.
Reference is now once again made to Fig 3 which illustrates how the connecting members 9 in accordance with the invention have been arranged in such a way that they intersect each other at a point 22 located approximately half-way between the two units 5, 6.
This arrangement means that the foremost lever PA of the unit 5 will form a pair together with the rear most lever BY of the unit 6, that the next foremost lever 7B of the unit 5 will form a pair together with the next but rear most lever 8B of the unit 6, etcetera, what in turn means that those two levers (erg.- 7B and 8B) which co-operate with one and the same valve plunger 17B always will have the same position in relation to the other levers ire-spective of whether the pattern of levers is viewed from the left side of the vehicle or from the right one. The crane opera-ion can accordingly learn a pattern of levers which is identical on both sides of the vehicle and therefore he does not have to do a bit of rethinking when he goes over from one of the control units to the other.
According to a preferred embodiment of the invention the connecting members 9 consist of tubes which are flattened in the area of the point of intersection 22. Suitably all of the connect tying tubes 9 which extend between the two control units 5, 6 have exactly the same standard length and shape. Such a tube is ill-I
striated in an enlarged condition in Fig 9, where the flattened portion at the middle of the tube is designated 23. Since the distance between for instance the levers PA and PA is not the same as the distance between the levers 7B and 8B it is not possible to attach such standard tubes 9 directly to the pivot pins 15 of the various levers, but this is carried out by means of special attachments 24 which are closer shown in Fig 7. Each attachment 24 consists of a stud which is telescopically inserted in the end of the tube 9 and attached or secured relative to the tube by means of a screw 25 extending through holes in the tube and intersecting an oblong slot-shaped hole 26 in the stud 24. When tightening the nut 27 of the screw 25 the stud 24 will be rigidly connected to the tube, the stud 24, thanks to the oblong Hoyle, being capable of projecting differently in the tube 9 depending on the current distance between the pivot pin 15 of the levers 7, 8 in an associated pair. At the end directed away from the tube 9 the stud 24 has a tapered portion in which a substantially circular hole 28 is cut out, said hole accommodating a body 29 which is at least partially spherical and which is journal led on the pivot pin 15. By this arrangement a pivotal movement of the connecting tube 9 is allowed not only in a vertical plane in relation to the pivot pin, but also in the horizontal plane, what is necessary in so far that the connecting tube 9 extend at a certain angle towards the Yen--- tidal plane in which the lever 9 moves when pivoting.
In order to guarantee that the connecting tubes 9 intersect tying each other at the point 22 shall not jam when actuated by the control levers in question and in order not to deflect the rather long and slender tubes downwardly the tubes are supported by a bracket 30 at the point Swede bracket comprising a number of thin inserts 31 made from a material having a low friction coefficient, for instance nylon, the flattened tube portions 23 each being arranged between a pair of such inserts 31. In practice the bracket 30 may advantageously consist of a Unshaped body attached to the underside of the carrier 3 with the inserts 31 extending horizontally between the two vertical shanks of the body.
. . . .
Conceivable my fixations of the invention Of course the invention is not limited to the embodiment described above and shown in the drawings only. Instead of tubes or other rigid connecting members between the respective levers it is thus conceivability use other connections, for instance flexible elements such as wires, or possibly also conduits for a hydraulic liquid by means of which the movement of a lever may be transmitted to the other lever in the same pair. Further the dual control according to the invention is useful not only in connection with just cranes but also in combination with other arbitrary working implements which call for two remote control units of the type described. As control elements one may also use elements other than levers, such as buttons or plungers. Furthermore it shall be pointed out that one of the control units, in particular the unit which is associated with the valve housing 16, of course may include more control elements than the other unit, namely in those cases where the additional control elements not necessarily need to be dual-controlled.
Also other modifications of the invention are conceivable within the scope of the following claims.
Claims (11)
1. A dual control system for vehicular implements suit-able for use on a crane or the like, comprising opposed first and second control units for location at opposed longitudinal sides of a vehicle, each of said first and second control units including at least two spaced apart manually actuated control elements arranged in substantially horizontal alignment with respect to one another, said control elements of said first con-trol unit on one longitudinal side being arranged in a predeter-mined sequential order with each being adapted to activate a different actuating member for operating a selected function of said implement, said control elements of said second control unit on the opposed longitudinal side being arranged in a reverse sequential order to said predetermined sequential order of said control elements of said first control unit, and means for interconnecting the control elements of said first control unit and the corresponding control elements of said second con-trol unit which operate to control the same selected function of said implement whereby each pair of interconnected control elements activates a common actuating member.
2. A dual control system according to claim 1, wherein said means for interconnecting said control elements comprise an elongated connecting member, said connecting members inter-secting each other at a point located approximately halfway between said opposed first and second control units.
3. A dual control system according to claim 2, wherein said connecting members comprise tubes having a flattened area in the proximity of said point of intersection.
4. A dual control system according to claim 3, further including thin inserts of a material having a low friction co-efficient arranged between the flattened areas of said tubes.
5. A dual control system according to claim 3, wherein each tube extending between the opposed first and second con-trol units has exactly the same standard length and shape and wherein said tubes are connected to the associated control elements by telescopically movable attachments attachable in desirable positions relative to the ends of the tubes.
6. A dual control system according to claim 2, wherein said control elements comprise swinging levers, each being arti-culately attached to the associated connecting member by a sub-stantially horizontal pivot pin extending between two fork shanks and wherein said connecting member is connected to said pivot pin by means of a ball member mounted thereon, said ball member allowing the connecting member to be pivoted in both a vertical plane and in a horizontal plane.
7. A dual control system according to claim 4, wherein the material of said thin inserts is nylon.
8. A dual control system according to claim 2, wherein said actuating members for operating functions of said imple-ment are located in proximity of said first control unit and said second control unit is located in a position remote from said actuating members.
9. A dual control system according to claim 8, wherein said first and second opposed control units are in diametri-cally opposed relationship to each other.
10. A dual control system according to claim 2, further including base means directly associated with one control element of each pair of interconnected control elements for effecting activation of said actuating members, the other control element of each pair of interconnected control elements being indirectly associated with said base means,
11. A dual control system according to claim 2 wherein said elongated connecting member is a continuous elongated connecting member.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE8201833-4 | 1982-03-23 | ||
| SE8201833A SE426577B (en) | 1982-03-23 | 1982-03-23 | DOUBLE COMMAND FOR VEHICLE-BORN WORK TOOLS, IN PARTICULAR CRANES |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1211028A true CA1211028A (en) | 1986-09-09 |
Family
ID=20346333
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000422797A Expired CA1211028A (en) | 1982-03-23 | 1983-03-03 | Dual control for vehicular implements, in particular cranes |
Country Status (11)
| Country | Link |
|---|---|
| JP (1) | JPH0615399B2 (en) |
| AT (1) | AT385265B (en) |
| CA (1) | CA1211028A (en) |
| DE (1) | DE3307995C2 (en) |
| DK (1) | DK150899C (en) |
| FI (1) | FI71715C (en) |
| FR (1) | FR2523941B1 (en) |
| GB (1) | GB2116937B (en) |
| IT (1) | IT1160739B (en) |
| NL (1) | NL189180C (en) |
| SE (1) | SE426577B (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DK149388C (en) * | 1983-12-16 | 1986-10-27 | Hiab Export As | CRANE CONSOLE FOR ASSEMBLY OF A TRUCK CHASSIS HANGER |
| JPS61135884U (en) * | 1985-02-13 | 1986-08-23 | ||
| IT207401Z2 (en) * | 1986-01-17 | 1988-01-18 | Effer Costruz Apparecch Oleod | DIVERTER OF COMMANDS FOR HYDRAULIC CRANE FOR VEHICLES |
| JPS6445689U (en) * | 1987-09-11 | 1989-03-20 | ||
| EP0514599B1 (en) * | 1990-04-17 | 1996-03-13 | Japanic Corporation | Operation control mechanism of lifting apparatus |
| JP2518850Y2 (en) * | 1991-09-30 | 1996-11-27 | 新明和工業株式会社 | Operating lever device for truck-mounted crane |
| SE503411C2 (en) * | 1995-02-08 | 1996-06-10 | Hiab Ab | Control units for vehicle-borne cranes |
| SE503986C2 (en) * | 1995-02-08 | 1996-10-14 | Hiab Ab | Protective cover for control levers |
| SE506050C2 (en) * | 1996-02-16 | 1997-11-03 | Hiab Ab | Locking device for vehicle-borne cranes |
| FI103198B (en) * | 1997-12-17 | 1999-05-14 | Loglift Oy Ab | Arrangement with a loading crane equipped with a steering position |
| IT245853Y1 (en) * | 1998-06-16 | 2002-03-26 | Fassi Gru Idrauliche S P A | DUPLICATED ARRANGEMENT OF THE CONTROL LEVER GROUPS OF THE DISTRIBUTOR OF HYDRAULIC EQUIPMENTS FOR TRUCKS, PARTICULARLY CRANES |
| SE517230C2 (en) * | 2000-09-21 | 2002-05-14 | Hiab Ab | Unit for regulating cranes |
| US6971470B2 (en) * | 2003-07-31 | 2005-12-06 | The Raymond Corporation | Control system for material handling vehicle with dual control handles |
| CN110803625B (en) * | 2019-12-03 | 2020-11-06 | 深知智能科技(金华)有限公司 | Automatic adjustment control method and system for operation posture of front-lift working device |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB794155A (en) * | 1955-05-12 | 1958-04-30 | Nils Birger Sigvard Persson | Cranes for mounting on trucks |
| FR1153197A (en) * | 1955-05-12 | 1958-03-03 | Truck crane | |
| GB797199A (en) * | 1955-09-22 | 1958-06-25 | British Insulated Callenders | Apparatus for forming the edges of metal strip |
| US2961102A (en) * | 1959-02-17 | 1960-11-22 | Pitman Mfg Company | Hydraulic swinging boom-type hoist |
| US3032206A (en) * | 1960-02-23 | 1962-05-01 | Humboldt Company | Mobilized lifting and loading boom |
| DE1936189U (en) * | 1966-01-31 | 1966-04-07 | Steinbock G M B H | TRUCK WITH MOUNTED LOADING CRANE AND WIDTH ADJUSTABLE SUPPORT. |
| DE1287779C2 (en) * | 1967-07-04 | 1969-09-18 | ||
| JPS5255964Y2 (en) * | 1971-02-18 | 1977-12-17 |
-
1982
- 1982-03-23 SE SE8201833A patent/SE426577B/en not_active IP Right Cessation
-
1983
- 1983-03-03 CA CA000422797A patent/CA1211028A/en not_active Expired
- 1983-03-07 DE DE3307995A patent/DE3307995C2/en not_active Expired
- 1983-03-09 JP JP58038891A patent/JPH0615399B2/en not_active Expired - Lifetime
- 1983-03-10 GB GB08306565A patent/GB2116937B/en not_active Expired
- 1983-03-15 NL NLAANVRAGE8300942,A patent/NL189180C/en not_active IP Right Cessation
- 1983-03-15 FR FR8304201A patent/FR2523941B1/en not_active Expired
- 1983-03-17 AT AT0094583A patent/AT385265B/en not_active IP Right Cessation
- 1983-03-18 DK DK125083A patent/DK150899C/en not_active IP Right Cessation
- 1983-03-18 IT IT20142/83A patent/IT1160739B/en active
- 1983-03-22 FI FI830957A patent/FI71715C/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| DE3307995A1 (en) | 1983-10-20 |
| JPS58167385A (en) | 1983-10-03 |
| GB8306565D0 (en) | 1983-04-13 |
| IT1160739B (en) | 1987-03-11 |
| JPH0615399B2 (en) | 1994-03-02 |
| DE3307995C2 (en) | 1985-12-19 |
| FI830957A0 (en) | 1983-03-22 |
| FR2523941A1 (en) | 1983-09-30 |
| IT8320142A0 (en) | 1983-03-18 |
| FI71715B (en) | 1986-10-31 |
| FI71715C (en) | 1987-02-09 |
| NL189180B (en) | 1992-09-01 |
| AT385265B (en) | 1988-03-10 |
| NL189180C (en) | 1993-02-01 |
| NL8300942A (en) | 1983-10-17 |
| SE426577B (en) | 1983-01-31 |
| GB2116937B (en) | 1985-06-19 |
| FR2523941B1 (en) | 1985-10-18 |
| DK125083D0 (en) | 1983-03-18 |
| DK150899C (en) | 1987-12-28 |
| DK150899B (en) | 1987-07-13 |
| GB2116937A (en) | 1983-10-05 |
| DK125083A (en) | 1983-09-24 |
| ATA94583A (en) | 1987-08-15 |
| FI830957L (en) | 1983-09-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry | ||
| MKEX | Expiry |
Effective date: 20030909 |