CA2129022C - Chassis for a utility vehicle - Google Patents
Chassis for a utility vehicle Download PDFInfo
- Publication number
- CA2129022C CA2129022C CA002129022A CA2129022A CA2129022C CA 2129022 C CA2129022 C CA 2129022C CA 002129022 A CA002129022 A CA 002129022A CA 2129022 A CA2129022 A CA 2129022A CA 2129022 C CA2129022 C CA 2129022C
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- CA
- Canada
- Prior art keywords
- support
- chassis according
- bearing
- chassis
- vehicle
- 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.)
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/033—Spring characteristics, e.g. mechanical springs and mechanical adjusting means characterised by regulating means acting on more than one spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D49/00—Tractors
- B62D49/06—Tractors adapted for multi-purpose use
- B62D49/0621—Tractors adapted for multi-purpose use comprising traction increasing arrangements, e.g. all-wheel traction devices, multiple-axle traction arrangements, auxiliary traction increasing devices
- B62D49/0635—Tractors adapted for multi-purpose use comprising traction increasing arrangements, e.g. all-wheel traction devices, multiple-axle traction arrangements, auxiliary traction increasing devices using additional ground engaging means, e.g. endless tracks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/02—Endless track vehicles with tracks and additional ground wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D55/00—Endless track vehicles
- B62D55/08—Endless track units; Parts thereof
- B62D55/104—Suspension devices for wheels, rollers, bogies or frames
- B62D55/116—Attitude or position control of chassis by action on suspension, e.g. to compensate for a slope
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
- B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/08—Agricultural vehicles
- B60G2300/082—Tractors
Abstract
A chassis for a utility vehicle, especially for agricultural and forestry purposes, comprises a front frame (1) and a rear frame (2) connected thereto via an articulated joint (3) with a vertical pivot axis (5), Two mutually independently raisable and lowerable wheel units (6, 9, 10, 11; 14, 17, 18, 19, 22) are fitted at the sides of the front and rear frames. Substantially in the middle of the front and rear frames there is a bearer unit (25, 41) comprising a bearer component (28-36) and a raising device (26, 38) by means of which the bearing component can be raised and lowered. Here the bearing components have a cleated (36) endless band rolling on the ground (33) with the bearing component in the lowered position and the raising devices are designed in such a way that they are capable together of bearing at least half the total weight of the vehicle.
Description
-1_ Chassis for utility vehicle The present invention pertains to a chassis for a utility vehicle, especially for agricultural and forestry uses, encompassing a front frame and a rear frame joined to the former by an articulation with a vertical swiveling axle, whereas two unconnected raising and lowering wheel units are provided at the sides of the front and rear frames and an essentially centered support unit is provided in each l0 case, while these support units encompass support elements, each of which has a continuous surface equipped with cleats.
A chassis of this generic type is known from German Patent (Offenlegungsschrift) No. 2,101,989. In the case of this known chassis, the support elements of the support units medially positioned on the front and rear frames are brought into contact with the ground when the laterally arranged wheel units are raised in relation to the frame. Therefore, in order for the support elements to be brought into contact with the ground, the front and rear frames must be lowered.
This results in a relatively slight ground clearance when an especially high ground clearance would be desirable for traveling over rough terrain.
Also known and in use are utility vehicles in numerous designs, which are not equipped with support units on the front and rear frames. For the most part, these have a front carriage on the front frame and a rear carriage on the rear frame. In forestry operations, e.g., they are used within the framework of timber harvesting.
Depending upon whether they are equipped with a timber harvesting head mounted on an extension arm or with a timber-transport superstructure they are then called either a "harvester" or a "forwarder." Harvesters of the aforesaid design are, e.g., the "FMG 746/250 OSA SuperEvaTM"
model of the firm Rauma-Repola FMG AB, Alfta, Sweden, and the "ROTTNE RAPID SNOKENRP" model of the firm Rottne Industrie AB, Rottne, Sweden; familiar forwarders of the cited design are, e.g., the "FMG 250 OSAII model and the "ROTTRE SMV RAPID
RLTCKEZUG" model of the respective firms cited above.
The earth compaction caused by the heavy weight of these 1o utility vehicles represents a significant problem, which must be taken seriously. It is true that these known utility vehicles are generally equipped with large-sized, low-pressure tires, so that the surface pressure exerted by the wheel units on the ground is as low as possible.
Nevertheless, mechanical changes in the soil per se can be determined after it has been traversed by a utility vehicle with such a known chassis; and frequently plants growing near the tracks left behind exhibit symptoms indicative of damage to the roots. Such damage symptoms can be observed, e.g., on trees growing directly alongside working lanes traveled by timbering vehicles, the roots of which 2o extend baneath the working lane. The much touted and .applied measure of covering the working lanes with felled brush in order to reduce the surface pressure, depending upon the soil conditions and the thickness of the layer of brush, provides little or no relief; it is, therefore, time consuming, cost intensive, and detrimental to the natural resources.
An equipment carrier outfitted with an ordinakry chassis is also known from German Patent (Offenlegungsschrift) No. 2,434,556.
Each wheel axle of the equipment Garner known from this document has one or more rocker-like extensions proj ecting in the radial 3o direction. The mutual separation of the wheel axles can be changed by means of a variable-length control element tying the extensions together, so that the tire equipment can be converted to crawler chains.
From German Patent No. 413,630, a towed vehicle with a crawler chain centered between the running wheels is known. This chain is fully integrated in the chassis. When the trailer is to be towed over rough terrain, the running wheels are removed from the axle and stored on axle journaled above the axle. As a result, the trailer then rests on the ground on the crawler chain.
to The fundamental objective of the present invention is the creation of a chassis of the general type cited in the preamble for a utility vehicle also employable in rough and/or uneven terrain, in the utilization of which the natural productivity and durability of the traversed agricultural or forested land is conserved to the maximum extent possible. In particular, the roots of plants growing near the working lanes should not be damaged even by repetitive travel.
This objective is realized in keeping with the invention in that each support unit encompasses a lift device, by means of which the associated support element can be both lowered and raised into a 2o position, in which the continuous surface rolls on the ground, while the two lift devices are so dimensioned that they can together bear at least half of the total weight of the vehicle.
If a utility vehicle that is equipped with a chassis according to the invention is driven on soil that is used for agricultural and/or forestry purposes, the load. corresponding to the weight' of the vehicle is essentially applied to the ground located centrally underneath the vehicle; the two laterally arranged wheel units of each partial vehicle in this particular instance only serve as support devices, i.e., for balancing the vehicle.
The aforementioned measures enable to substantially reduce the contact forces that may cause cornpress.ive and transverse strains which damage the root systems in the stressed soil in comparison. to a utility vehicle equipped with a customary chassis within the regions over which the wheel units travel, and thus within the regions into which they rooi,-. systems of the plants situated adjacent i~o the working path penetrate. Here, the cleats en~;ure that the sensitive topsoil which has a low resistance i:o penetration need not bear the load of the vehicle; in normal instances--except during an extreme drought or if the soil is frozen--the cleats penetrate the topsoil and apply the load of the vehic:Le onto the comparatively insensitive and largely mineral subsoil, which has a high resistance to penetration (compactness of the soil). Damages to large-surface contiguous regions, within which damaging 7_oads are applied onto the topsoil that in particular is interspersed with capillary roots, are eliminated with a utility vehicle that is equipped with the chassis according to the invention. The point-sha~~ed pE~netration of the topsoil by the cleats is far less damaging to the roots situated in this layer than the contiguous surface load that occurs in the tracks of customary vehicles in which the entire load of the vehicle is carried by the wheel units. If a contiguous surface load is applied onto t:he topsoil, particularly intensive transverses strains which damage capillary root systems a.re caused in the soil over which the vehicle travels, leading to interferences with the diffusion of gays and water due to the compacting in this horizon.
When driving on regular paths and roads, both bearing components are situated in their respective raised po;>ition;s. In this particular instance, the load of the vehicle exclusively rests on the wheel units, so that the vehicle according to the invention operates similarly to a utility vehicle that is equipped with a customary chassis of this type when trave7_ing on regular roads.
Due t.o the fact that the bearing components may be raised and :Lowered independently of each other, just like the wheel units, the position of the bearing c:ompone~nts may be adapted so that the vehicle m<~y operate in uneven terrains; this means that the :lifting devices of the wheel units and the bearing components may be controlled in such a way that the vehicle is aligned horizontally. This measure i;s, foi: example, particularly advantageous if a crane is attached onto the vehicle, because the maximum operating range is only available if the live ring of tree crane is aligned horizontally. A
horizontal. alignment of the vehicle is also desirable for reasons of safety as well as with respect to the comfort of the operating personnel.
The horizonta7_ alignment also increases the stability on working paths situated on a slope with lateral inclinE~s which may cause a drifting of customary machines, namely depending on the adhesion between i:he wheels and the ground, and which consequently limit the use of such machines. The sensor-regulated elevation control of the bearing components; is able to sufficiently lower the center of gravity of the machine above the ground, since the latter. faci:Litates an unobstructed rolling over.
A chassis of this generic type is known from German Patent (Offenlegungsschrift) No. 2,101,989. In the case of this known chassis, the support elements of the support units medially positioned on the front and rear frames are brought into contact with the ground when the laterally arranged wheel units are raised in relation to the frame. Therefore, in order for the support elements to be brought into contact with the ground, the front and rear frames must be lowered.
This results in a relatively slight ground clearance when an especially high ground clearance would be desirable for traveling over rough terrain.
Also known and in use are utility vehicles in numerous designs, which are not equipped with support units on the front and rear frames. For the most part, these have a front carriage on the front frame and a rear carriage on the rear frame. In forestry operations, e.g., they are used within the framework of timber harvesting.
Depending upon whether they are equipped with a timber harvesting head mounted on an extension arm or with a timber-transport superstructure they are then called either a "harvester" or a "forwarder." Harvesters of the aforesaid design are, e.g., the "FMG 746/250 OSA SuperEvaTM"
model of the firm Rauma-Repola FMG AB, Alfta, Sweden, and the "ROTTNE RAPID SNOKENRP" model of the firm Rottne Industrie AB, Rottne, Sweden; familiar forwarders of the cited design are, e.g., the "FMG 250 OSAII model and the "ROTTRE SMV RAPID
RLTCKEZUG" model of the respective firms cited above.
The earth compaction caused by the heavy weight of these 1o utility vehicles represents a significant problem, which must be taken seriously. It is true that these known utility vehicles are generally equipped with large-sized, low-pressure tires, so that the surface pressure exerted by the wheel units on the ground is as low as possible.
Nevertheless, mechanical changes in the soil per se can be determined after it has been traversed by a utility vehicle with such a known chassis; and frequently plants growing near the tracks left behind exhibit symptoms indicative of damage to the roots. Such damage symptoms can be observed, e.g., on trees growing directly alongside working lanes traveled by timbering vehicles, the roots of which 2o extend baneath the working lane. The much touted and .applied measure of covering the working lanes with felled brush in order to reduce the surface pressure, depending upon the soil conditions and the thickness of the layer of brush, provides little or no relief; it is, therefore, time consuming, cost intensive, and detrimental to the natural resources.
An equipment carrier outfitted with an ordinakry chassis is also known from German Patent (Offenlegungsschrift) No. 2,434,556.
Each wheel axle of the equipment Garner known from this document has one or more rocker-like extensions proj ecting in the radial 3o direction. The mutual separation of the wheel axles can be changed by means of a variable-length control element tying the extensions together, so that the tire equipment can be converted to crawler chains.
From German Patent No. 413,630, a towed vehicle with a crawler chain centered between the running wheels is known. This chain is fully integrated in the chassis. When the trailer is to be towed over rough terrain, the running wheels are removed from the axle and stored on axle journaled above the axle. As a result, the trailer then rests on the ground on the crawler chain.
to The fundamental objective of the present invention is the creation of a chassis of the general type cited in the preamble for a utility vehicle also employable in rough and/or uneven terrain, in the utilization of which the natural productivity and durability of the traversed agricultural or forested land is conserved to the maximum extent possible. In particular, the roots of plants growing near the working lanes should not be damaged even by repetitive travel.
This objective is realized in keeping with the invention in that each support unit encompasses a lift device, by means of which the associated support element can be both lowered and raised into a 2o position, in which the continuous surface rolls on the ground, while the two lift devices are so dimensioned that they can together bear at least half of the total weight of the vehicle.
If a utility vehicle that is equipped with a chassis according to the invention is driven on soil that is used for agricultural and/or forestry purposes, the load. corresponding to the weight' of the vehicle is essentially applied to the ground located centrally underneath the vehicle; the two laterally arranged wheel units of each partial vehicle in this particular instance only serve as support devices, i.e., for balancing the vehicle.
The aforementioned measures enable to substantially reduce the contact forces that may cause cornpress.ive and transverse strains which damage the root systems in the stressed soil in comparison. to a utility vehicle equipped with a customary chassis within the regions over which the wheel units travel, and thus within the regions into which they rooi,-. systems of the plants situated adjacent i~o the working path penetrate. Here, the cleats en~;ure that the sensitive topsoil which has a low resistance i:o penetration need not bear the load of the vehicle; in normal instances--except during an extreme drought or if the soil is frozen--the cleats penetrate the topsoil and apply the load of the vehic:Le onto the comparatively insensitive and largely mineral subsoil, which has a high resistance to penetration (compactness of the soil). Damages to large-surface contiguous regions, within which damaging 7_oads are applied onto the topsoil that in particular is interspersed with capillary roots, are eliminated with a utility vehicle that is equipped with the chassis according to the invention. The point-sha~~ed pE~netration of the topsoil by the cleats is far less damaging to the roots situated in this layer than the contiguous surface load that occurs in the tracks of customary vehicles in which the entire load of the vehicle is carried by the wheel units. If a contiguous surface load is applied onto t:he topsoil, particularly intensive transverses strains which damage capillary root systems a.re caused in the soil over which the vehicle travels, leading to interferences with the diffusion of gays and water due to the compacting in this horizon.
When driving on regular paths and roads, both bearing components are situated in their respective raised po;>ition;s. In this particular instance, the load of the vehicle exclusively rests on the wheel units, so that the vehicle according to the invention operates similarly to a utility vehicle that is equipped with a customary chassis of this type when trave7_ing on regular roads.
Due t.o the fact that the bearing components may be raised and :Lowered independently of each other, just like the wheel units, the position of the bearing c:ompone~nts may be adapted so that the vehicle m<~y operate in uneven terrains; this means that the :lifting devices of the wheel units and the bearing components may be controlled in such a way that the vehicle is aligned horizontally. This measure i;s, foi: example, particularly advantageous if a crane is attached onto the vehicle, because the maximum operating range is only available if the live ring of tree crane is aligned horizontally. A
horizontal. alignment of the vehicle is also desirable for reasons of safety as well as with respect to the comfort of the operating personnel.
The horizonta7_ alignment also increases the stability on working paths situated on a slope with lateral inclinE~s which may cause a drifting of customary machines, namely depending on the adhesion between i:he wheels and the ground, and which consequently limit the use of such machines. The sensor-regulated elevation control of the bearing components; is able to sufficiently lower the center of gravity of the machine above the ground, since the latter. faci:Litates an unobstructed rolling over.
If the crane is operated while the machine is stationary, the central part may be lowered on the ground if necessary. In addition, it is possible to tilt the machinE~ laterally, namely against the force which act:. within the range of a right angle to the longitudinal axis as is, for example, the case with a crane, the boom of which may be extended to a length of 10 m. The movable bearing components additionally provide the possibility of retracting the conta~~t surfaces of the wheels/cleats equally with respect to the base plate of the central part, so that the loading of the machine onto a low bed truck in accordance with the traffic regulations generally permissible in order to protect the hydrostatic driving motors which are usually used for machines of this type and which are not designed for extended road travel, is eliminated. The motor and the fluid containers may be stored advantageously with respect to the center of gravity in the articulated portion and connected with the hydraulic devices via short protected connections, but it is also possible to arrange the aforementioned devices at different locations depending on the respective type of construction or the desired center of gravity.
In cne preferred embodiment of the chassis according to true invention, each bearing component comprises a cle~ated roller. This cleated roller is suspended on the respective partial vehicle such that its rotation axis extends perpendicularly to the direcaion of movement of the vehicle; its cleated outer aurface represents the endless belt which rolls on the ground. In particular with larger vehicles,, it may be practical to provide two or even more rollers or pulleys which are suspended _,_ parallel t:o eac:h other on the respective frame such that their rotation axes extend perpendicularly to the direction of movement of the vehicle on each bearing component. In this particular instance, the endless belt which rolls on the ground is formed by a cleate~i belt which revolves around the two rollers. This cleated belt may, for example, be designed as a crawler chain which is provided with cleats on one side. The cleated belt may be pressed evenly against the ground by means of a number of support rollers, as is considered customary with crawler chain vehicles.
It is advantageous if at least one of the bearing components is driven by a motor, since bearer element:. constructed in this fashion are particularly suitable for driving the vehicle on trackless terrains. Due to their cleated profile, the bearer elements are capable of transferring the high driv~_ng forces required; in addition, the main portion of the load of the vehicle rests on the bearing component in a trackless terrain, so that the danger of ;spinning (slippage) is substantially lower than in an arrangement in which the drive actuates the wheel units.
It is particularly practical if both bearing component; are driven by the driving motor of the vehicle. This measure facilitates that the hill climbing ability of the vehicle may be increased additionally. In this particular instance, the attachment. of chains onto the wheel units is not required, even when driving over soft soil. In instances in which both bearing components are driven, it is also possible to equip the vehicle with a ~~ontrol which coordinates both bearing component; in ;such a way that the cleats of the ~1~~~~2 _8_ respective: trai:Ling bearing component penetrate into the depressions which the cleats of the leading bearing components have impressed into the soil.
This type of coupling of both bearing components additionally reduces the soil damage, i.e., contributes to a superior protection of the soil, due to the fact that the surface portion of the soil which is exposed to high loads is minimized.
It is practical that the cleats on the bearing components be exchangeable. This measure simplifies the retrofitting of the bearing components with cleats of a different shape or an exchange of said cleats due to wear and tear. The vehicle may be adapted to the local soil conditions (dry, moist, frozen, thickness of the topsoil) in this fashion with a relatively low expenditure. Such an adaptation. is desirable with a view to providing a maximum protection of the soil. A typical cleat has a contact surface of 20 x 40 cm; however, different dimensions. may be practical depending on the respective: soil conditions. The distribution of the cleats on the roller and/or the revolving endless belt (in a row or offset) also depends on the respective: loca7_ conditions .
A different advantageous embodiment of the chassis according to the invention suggests that the height of the c:Leats may be changed, at least within the region of the respective bearing component with which the chasscis contacts the soil. One example for reali~;ing this measure consists in arranging the cleats on the: revolving endless belt of the respective bearing component in a moveable fashion, namely in the radial direction if using a roller as the bearing component; here, the ends of the cleats situated opposii~e the soil slide on a guide surface, _212922 _ g _ the posit:Lon of which may be altered, a . g . , via two hydraulic cylinders. Depending on the adjusted position of the: guide surface, the cleats protrude from the endless belt of the bearing component to the corre~;ponding extent.
It i;~ also possible to guide the cleats on the revolving endless belt of the bearing component in a longitudinally movable fashion by means of a correspondingly shaped guide surface on which the cleats glide wii~h their inner end surfaces such that they only are extended into the position in which they proje=ct fi:om the revolving endless belt once they entirely ~~ontact the soil vertically. This measure facilitates that a penetration of the cleats into the t.opsoi7_ may be prevented.
If using cleats that are arranged rigidly on the revolving endless belt, said cleats preferably have a front surface that is curved in the shape of a shell. This measure facilitates that the cleats are pushed into and/or removed from the topsoil in a particularly sai'e fashion while entraining a minimal quantity of soil. It is also possible to provide a device for moistening the cleats; if the cleats are moistened previously, they slide in the topsoil in a superior fashion, and the quantity of soil entrained when removing the cleats from the topsoil is reduced substantially.
It is possible to arrange the cleats on the revolving endless belt in a spring-loaded fashion.
If a bearing component constructed in this fashion rolls over a large rock or a similar obstacle, the corresponding cleat situated on the rock is retracted in a springable fashion. This measure facilitates thai: all cleats that are in contact with the soil bear an even share of the load; the _21?902 possibility of overloading individual cleats is effectively prevented by this measure.
Due t:o the fact that the invention facilitates that the load of the vehicle is applied onto the soil in a particularly protective fashion, utility vehicles E~quipp~ed with a chassis according to the invention may even be constructed to be heavier than conventional utility vehicles without dis-~advantageeus efiEects. Consequently, it is possible to providE: a utility vehicle of this type with a timber harvesting device, i.e., a harvester accessory, as well as a timber transport device, e.g., grippes or stanchion accessories. This measure in turn eliminates the necessity of traveling the same working path twice as it is currently required due to the separate functions of the vehicles (harvester vehicles and transport vehicles). The soil also is protected additionally due to thE~ fact that the same working path does not have to be. traveled twice; the repeated travel over the same soil regions was established as being particularly damaging to the soil.
One additional development of the chassis according to tike invention which is discussed in detail be7~ow in association with the description of the figures sugcfiests that the main loads are applied directly onto t:he bearing units. For this purpose, support a~_ches on which the loads brace themselves are provided on the swing arms. A utility vehicle which is designed as a timber harvester and equipped with a chassis according to the invention is divided along its longitudinal axis into a front load region with the driving unit and the crane, a front frame, a rear frame, and a rear load region with the transport space. The utility vehicle constructed in this fashion has a particularly high stiffness if additional support arches provided on the swing arms of the wheel units are connected with the support arches of the bE~aring units via curved guides, e.g., curved guides according to the tongue and groove principle. A dlirect guidance of the swing arms of the wheel units which are adj acent to each other as well as <~ direct mutual guidance of the bearing units cont:ributE~s to this stiffening of the chassis due to i:he fact that the lateral forces are distributed.
It i.s practical that a locking device be provided which 7Locks the raised bearing units on the front andlor rear frame while driving on regular paths. A locking device of this type, e.g., in the form of a. detent pawl arranged in the frame, may also serve' for locking additional components, e.g., the driving unit:.
Embod.iment:~ of the invention are described in detail below with the aid of the figures. The figures show:
Figure 1, an illustration which combines a side view (righ.t) and a longitudinal section ( left ) of a uti7_ity vehicle chassis according to the invention, Figure 2, a bottom view of the chassis according to Figure 1, Figure 3, a variation of the chassis according to Figure 1, Figure 4, a preferred embodiment of the cleats, and Figure 5, a preferred embodiment of a bearing component.
The chassis illustrated in Figures 1 and 2 comprises a front frame 1 on which a front vehicle _229022 may be arranged and a rear frame 2 on which a rear vehicle may be arranged. Both frames are connected with each other via two collective pivot pins 4 with a vertica:L pivoting axis 5 so as to form a known articulated joint 3.
Two front wheel swing arms 6 are coupled to the front frame 1 such that they may be pivoted around the horizcmtal <~xis 7: at each of their free ends 8 a front wheel 9 is arranged on an axle 10. Each front wheel swing arm 6 is braced on the front frame 1 via a double action hydraulic cylinder 11 which is connected to the swing arm at the coupling point 12 and to the frame at the coupling point 13. Each of the front wheel swing arms 6 may be raised and lowered independently in a pivoting fashion around the axis 7 by means of the hydraulic cylinder 11.
Two rear wheel swing arms 14 are coupled to the rear framE~ 2 such that they may be pivoted around the horizontal axis 15. One rear wheel tie bar 17 is arrangEad on each free end 16 of the rear wheel swing arms 14 ~~uch that they may be pivoted around the horizontal axis 18. One rear wheel 18a,18b is arranged on each end of each rear wheel tie bar 17 on an ax:Le 19.. Each rear wheel tie bar 17 is divided into two sections 17a,17b which are connected with Each other in an articulated fashion;
here, the: articulated joint 20 has a vertical pivoting axis which is formed by a bolt 21 that penetrate; through both sections of the rear wheel tie bar. When driving around a curve, the rear sections T~7b of the rear wheel tie bars are pivoted relative to the front sections 17a in such a way that the ~~xes of the front wheels 9, the front rear wheels 18a and 'the rear rear wheels intersect in one point so as to prevent a grinding of the wheels.
Each of the rear wheel swing arms 14 is braced on the rear frame 2 via a double action hydraulic cylinder 22 which is connected to the swing arm at the coupling point 23 and to the frame at the coupling point 24. Each rear wheel swing arm 14 may be raised and lowered independently in a pivoting fashion around the axis 15 by means of the hydraulic cylinder 22.
Two front bearing swing arms 26 which are assigned to the front bearing unit 25 are coupled to the front frame 1 between the 1 o front swing arms 6 such that they may be pivoted around the same horizontal axis 7 as the front swing arms. The front support axle 28 which is rigidly connected with the front bearing swing arms 26 extends between the free ends 27 of the aforementioned bearing swing arms. On the front support axle 28 are arranged two front support wheel tie bars 29, and between these support wheel tie bars is arranged a support wheel 30 in a pivoting fashion. One additional support wheel 30 is arranged at each end of each front support wheel tie bar 29, and both front support wheel tie bars are connected on one side by means of one support wheel axle 31 -each, on which the 2o corresponding support wheel 30 rotates. The front, bearing unit thus comprises a total of five support wheels 30.
An endless link, chain 32 revolves around the support wheels.
The links 33 of said endless link chain have an outer surface 34 that is curved in a convex fashion and a plane inner surface 35, on which the support wheels 30 roll. A portion of the links 33 of the endless link chain 32 carry one cleat 36 each which project from the outer surface 34. The links thus equipped with cleats are _2I29022 distributed over- the chain 32 in such a way that the chain is ;provided with cleats 36 that are situated at regular distances from each other.
Each front bearing swing arm 26 is braced on 5 the front frame 1 via a double action hydraulic cylinder 38 which is connected to the swing arm at the coupling point 39 and the frame at the coupling point 40. The two front bearing swing arms 26 may be raised and lowered collectively, but 10 independently oi= the front wheel swing arms 6, in a pivoting i=ashion around the axis 7 by means of the two hydraulic cylinders 38 that are connected together. The lifting device for the front bearing unit thus comprises the two front bearing swing arms 15 26 as well as the corresponding hydraulic cylinder 38.
A rear bearing unit 41 is arranged on the rear frame 2. The design of the aforementioned bearing unit corresponds with the one front bearing unit 25 20 which is arranged on the front frame 1 and was discussed previously; reference is made to the previous explanations so as to eliminate unnecessary repetitions. T:he type of coupling between the rear bearing unit 41 and the rear frame 2 also 25 corresponds with the coupling discussed previously in associ~~tion with the front bearing unit 25; in this context, rE:ference is also made to the previous explanations.
The chassis illustrated in Figure 3 in 30 particular difi=ers from the one illustrated in Figure 1 by the modified design of the components which serve for bearing the loads. For this purpose, both upper bearing crossbeams 42 of the rear framE~ 2 aca as one rear bearing arch 43 each, 35 the central points of curvature of which lie on the _. _2~290~2 axis 15 around which the rear wheel swing arms 14 and the rear bearing swing arms 26 may be pivoted.
The rear bearing arches 43 brace themselves on the lower bearing crossbeams 45 of the rear frame 2 via one stanchion arch 44 each. The upper bearing crossbeams 42 and the lower bearing crossbeams 45 of the rear frame :in addition are mutually stiffened by means of the two stanchions 46.
The rear bearing swing arms 26 in the embodiment. illustrated in Figure 3 form an integrateol component of a transport device 47. For this purpose, one support arch 48 which extends upward from each bearing swing arm is provided on the rear bearing swing arms within the region of their free ends, namely adjacent the rear bearer axle. These support arches brace themselves on the bearing arches 43 of the rear frame in any position of the rear bearing unit, whereby sliding surfaces 49 are provided on the bearing arches for this purpose. The axis of curvature of these sliding surfaces coincides with the pivoting axis 15 of the rear bear:Lng swing arms. Guides (not shown in the figures) which prevent a relative lateral offset between the bearing arches and the support arches which are assigned to each other are arranged within the region of the interacting surfaces of the bearing arches 'which slide on each other as well as the assigned support arches. In addition, the transport devices 47 comprises two support stanchions 50 which are directed upward in a slanted fashion and into which -the rear bearing swing arms merge. A
transport frame which comprises two longitudinal bearers 57. and 'two transverse bearers 52 is attached to both support arches 4$ and support stanchions 50;
for this purpose, both longitudinal bearers connect m~ _2129p~~
one support arch 48 and one support stanchion 50 with each other, while one transverse bearer connects the two support arches with each other, and the other transverse bearer connects the two support stanchions with each other.
This construction results in a rigid transport device which has a high torsional stiffness and is coupled directly with the rear bearing unit.
Consequently, the load of the material stored on the transport device is applied directly onto the soil via the bearing unit without causing internal forces in the chassis. This measure enables that the chassis to be constructed in a lighter fashion which, in turn, contributes to an additional protection. of the soil.
In t:he front frame 1, both upper bearing crossbeams 42 merge into one bearing arch 43 each, whereby the axes of curvature of these bearing arches coincide with the pivoting axis of the front wheel swing arms and the front bearing swing arms, and the bearing arches brace themselves on the corresponding lower bearing crossbeams 45 via one stanchion arch each. Here, as in the case of the rear frame, the width of the bearing arches is dimensioned in ouch a way that they cover the wheel swing arms as well as the bearing swing arms. The front frame also is stiffened via two stanchions 46 which connect the upper and the lower bearing crossbeam:.
One upwardly extending support arch 48 is arranged on each of the front bearing swing arms, as descrik>ed previously in association with the rear bearing swing arms. The support arches adjoin the upper bea~_ing arches of the front frame with their sliding surfaces 49. The two front support arches _212922 are connec:ted with each other and are rigidly fixed at their free ends by means of a connecting crossbeam 53. Guides, which are not shown in the figures, are also provided on the support arches and the bearing arches assigned to the front frame within the region of the respectively interacting surfaces, whereby said guides prevent a relative lateral offset between the arches that are assigned to each other.
On the two support arches rests a first load bridge 54 which comprises a transverse bearer 55 and two guide elements 56 which are arranged at the ends of said transverse crossbeam and are guided on the support arches. The load of the components of the utility vehicle which brace themselves on the first load bridge i~~ applied directly onto the front bearing unit via the support arches; as in the case of the rear frarne, an internal strain of the chassis does not occur.. If the chassis according to the invention is utilized on a timber harvester used for forestry ~~urposE~s, the crane K arranged on the front vehicle braces itself on the first load bridge, whereby a universal joint is preferably provided between the crane and the first load bridge for equalizing the longitudinal and transverse inclines which occur during the use of the crane.
Support arches, which are not shown, that are guided on the x>earing arches 43 of the front frame are also ~~rovidE~d on the front wheel swing arms 6 of the chassis illustrated in Figure 3. A second load bridge 57 comprising a transverse bearer 58 braces itself on these support arches and two guide elements 59 which are guided on the outer support arch are arrangEad on both ends of the aforementioned transverss~ bearer. If a timber harvester is equipped with a chassis according to the invention, the drive unit T is arranged on this second load bridge such than its elevation may be adjusted while it slides on t:he support arches assigned to the wheel swing arm: .
This adjuatabil.ity of the elevation of the driving unit simplifies the handling of the timber harvester and improves the visibility of the working paths in the forest..
One additional difference of the chassis illustrated in Figure 3 as compared to the one illustrated in lFigures 1 and 2 pertains to the rear wheel tie bar. One guide plate 60 each is provided on the front of each rear wheel tie bar in order to stabilize it, in particular while driving in reverse when the articu=Lated joints 20 of the rear wheel tie bars 17 (Figure 2) are locked. Each guide plate engages with onE~ guide groove 62 each with a web 61, whereby said guide grooves are provided on the lower bearing crossbeams 45 and the stanchion arches 44 of the rear frame. This measure enables the rear wheel tie bars t.o be guided precisely on both sides.
Otherwise, the chassis according to Figure 3 corresponds with the embodiment illustrated in Figures 1 and 2. In order to avoid unnecessary repetitions, we refer to the corresponding explanations of the respective figures.
The hearing component illustrated from a side view in Figure 4 comprises a cleated roller 63 which is arranged in a rotatable fashion on the bearing swing arms 26. The peripheral surface of the cleated roller is equipped with cleats which have a planar contact surface 64 and a front surface 65 that is curved in the shape of a shell; the "front surface" ~_n this context is that particular surface of the cleat which first comes into contact with the soil when driving forward. The cleats are designed as an I-beam 66 onto which the shell-shaped front surface 65, the plane contact surface 64, as well as two lateral surfaces are welded. The rear surface of the cleats is open.
Only two of the cleats are illustrated in Figure 4.
The bearing component illustrated in a longitudinal section in Figure 5 is equipped with cleats, whereby the depth of penetration into the soil is adjustable. For this purpose, the cleats 36 are guided to on the endless link chain 32 such that they may be displaced in the longitudinal direction of the cleats. The cleats are designed to be so narrow that they may be accommodated between the two support wheel tie bars 29. The cleats 36 slide with their inner face surfaces 67 on a closed guide rail 68. Each cleat is guided inevitably on the guide rail by means of clamps 69 which encompass the guide rail on both sides. Two support wheels 30 are arranged on both ends of each support wheel tie bar; a central. support wheel is not provided (in contrast with the hearing component according to Figure 1). The guide rail may be displaced vertically by means of the two hydraulic 2o cylinders 70 which brace themselves on the support wheel tie bars.
The depth of penetration of the cleats 36 into the soil may be reduced by upwardly displacing the guide rails 68 and vice versa.
In cne preferred embodiment of the chassis according to true invention, each bearing component comprises a cle~ated roller. This cleated roller is suspended on the respective partial vehicle such that its rotation axis extends perpendicularly to the direcaion of movement of the vehicle; its cleated outer aurface represents the endless belt which rolls on the ground. In particular with larger vehicles,, it may be practical to provide two or even more rollers or pulleys which are suspended _,_ parallel t:o eac:h other on the respective frame such that their rotation axes extend perpendicularly to the direction of movement of the vehicle on each bearing component. In this particular instance, the endless belt which rolls on the ground is formed by a cleate~i belt which revolves around the two rollers. This cleated belt may, for example, be designed as a crawler chain which is provided with cleats on one side. The cleated belt may be pressed evenly against the ground by means of a number of support rollers, as is considered customary with crawler chain vehicles.
It is advantageous if at least one of the bearing components is driven by a motor, since bearer element:. constructed in this fashion are particularly suitable for driving the vehicle on trackless terrains. Due to their cleated profile, the bearer elements are capable of transferring the high driv~_ng forces required; in addition, the main portion of the load of the vehicle rests on the bearing component in a trackless terrain, so that the danger of ;spinning (slippage) is substantially lower than in an arrangement in which the drive actuates the wheel units.
It is particularly practical if both bearing component; are driven by the driving motor of the vehicle. This measure facilitates that the hill climbing ability of the vehicle may be increased additionally. In this particular instance, the attachment. of chains onto the wheel units is not required, even when driving over soft soil. In instances in which both bearing components are driven, it is also possible to equip the vehicle with a ~~ontrol which coordinates both bearing component; in ;such a way that the cleats of the ~1~~~~2 _8_ respective: trai:Ling bearing component penetrate into the depressions which the cleats of the leading bearing components have impressed into the soil.
This type of coupling of both bearing components additionally reduces the soil damage, i.e., contributes to a superior protection of the soil, due to the fact that the surface portion of the soil which is exposed to high loads is minimized.
It is practical that the cleats on the bearing components be exchangeable. This measure simplifies the retrofitting of the bearing components with cleats of a different shape or an exchange of said cleats due to wear and tear. The vehicle may be adapted to the local soil conditions (dry, moist, frozen, thickness of the topsoil) in this fashion with a relatively low expenditure. Such an adaptation. is desirable with a view to providing a maximum protection of the soil. A typical cleat has a contact surface of 20 x 40 cm; however, different dimensions. may be practical depending on the respective: soil conditions. The distribution of the cleats on the roller and/or the revolving endless belt (in a row or offset) also depends on the respective: loca7_ conditions .
A different advantageous embodiment of the chassis according to the invention suggests that the height of the c:Leats may be changed, at least within the region of the respective bearing component with which the chasscis contacts the soil. One example for reali~;ing this measure consists in arranging the cleats on the: revolving endless belt of the respective bearing component in a moveable fashion, namely in the radial direction if using a roller as the bearing component; here, the ends of the cleats situated opposii~e the soil slide on a guide surface, _212922 _ g _ the posit:Lon of which may be altered, a . g . , via two hydraulic cylinders. Depending on the adjusted position of the: guide surface, the cleats protrude from the endless belt of the bearing component to the corre~;ponding extent.
It i;~ also possible to guide the cleats on the revolving endless belt of the bearing component in a longitudinally movable fashion by means of a correspondingly shaped guide surface on which the cleats glide wii~h their inner end surfaces such that they only are extended into the position in which they proje=ct fi:om the revolving endless belt once they entirely ~~ontact the soil vertically. This measure facilitates that a penetration of the cleats into the t.opsoi7_ may be prevented.
If using cleats that are arranged rigidly on the revolving endless belt, said cleats preferably have a front surface that is curved in the shape of a shell. This measure facilitates that the cleats are pushed into and/or removed from the topsoil in a particularly sai'e fashion while entraining a minimal quantity of soil. It is also possible to provide a device for moistening the cleats; if the cleats are moistened previously, they slide in the topsoil in a superior fashion, and the quantity of soil entrained when removing the cleats from the topsoil is reduced substantially.
It is possible to arrange the cleats on the revolving endless belt in a spring-loaded fashion.
If a bearing component constructed in this fashion rolls over a large rock or a similar obstacle, the corresponding cleat situated on the rock is retracted in a springable fashion. This measure facilitates thai: all cleats that are in contact with the soil bear an even share of the load; the _21?902 possibility of overloading individual cleats is effectively prevented by this measure.
Due t:o the fact that the invention facilitates that the load of the vehicle is applied onto the soil in a particularly protective fashion, utility vehicles E~quipp~ed with a chassis according to the invention may even be constructed to be heavier than conventional utility vehicles without dis-~advantageeus efiEects. Consequently, it is possible to providE: a utility vehicle of this type with a timber harvesting device, i.e., a harvester accessory, as well as a timber transport device, e.g., grippes or stanchion accessories. This measure in turn eliminates the necessity of traveling the same working path twice as it is currently required due to the separate functions of the vehicles (harvester vehicles and transport vehicles). The soil also is protected additionally due to thE~ fact that the same working path does not have to be. traveled twice; the repeated travel over the same soil regions was established as being particularly damaging to the soil.
One additional development of the chassis according to tike invention which is discussed in detail be7~ow in association with the description of the figures sugcfiests that the main loads are applied directly onto t:he bearing units. For this purpose, support a~_ches on which the loads brace themselves are provided on the swing arms. A utility vehicle which is designed as a timber harvester and equipped with a chassis according to the invention is divided along its longitudinal axis into a front load region with the driving unit and the crane, a front frame, a rear frame, and a rear load region with the transport space. The utility vehicle constructed in this fashion has a particularly high stiffness if additional support arches provided on the swing arms of the wheel units are connected with the support arches of the bE~aring units via curved guides, e.g., curved guides according to the tongue and groove principle. A dlirect guidance of the swing arms of the wheel units which are adj acent to each other as well as <~ direct mutual guidance of the bearing units cont:ributE~s to this stiffening of the chassis due to i:he fact that the lateral forces are distributed.
It i.s practical that a locking device be provided which 7Locks the raised bearing units on the front andlor rear frame while driving on regular paths. A locking device of this type, e.g., in the form of a. detent pawl arranged in the frame, may also serve' for locking additional components, e.g., the driving unit:.
Embod.iment:~ of the invention are described in detail below with the aid of the figures. The figures show:
Figure 1, an illustration which combines a side view (righ.t) and a longitudinal section ( left ) of a uti7_ity vehicle chassis according to the invention, Figure 2, a bottom view of the chassis according to Figure 1, Figure 3, a variation of the chassis according to Figure 1, Figure 4, a preferred embodiment of the cleats, and Figure 5, a preferred embodiment of a bearing component.
The chassis illustrated in Figures 1 and 2 comprises a front frame 1 on which a front vehicle _229022 may be arranged and a rear frame 2 on which a rear vehicle may be arranged. Both frames are connected with each other via two collective pivot pins 4 with a vertica:L pivoting axis 5 so as to form a known articulated joint 3.
Two front wheel swing arms 6 are coupled to the front frame 1 such that they may be pivoted around the horizcmtal <~xis 7: at each of their free ends 8 a front wheel 9 is arranged on an axle 10. Each front wheel swing arm 6 is braced on the front frame 1 via a double action hydraulic cylinder 11 which is connected to the swing arm at the coupling point 12 and to the frame at the coupling point 13. Each of the front wheel swing arms 6 may be raised and lowered independently in a pivoting fashion around the axis 7 by means of the hydraulic cylinder 11.
Two rear wheel swing arms 14 are coupled to the rear framE~ 2 such that they may be pivoted around the horizontal axis 15. One rear wheel tie bar 17 is arrangEad on each free end 16 of the rear wheel swing arms 14 ~~uch that they may be pivoted around the horizontal axis 18. One rear wheel 18a,18b is arranged on each end of each rear wheel tie bar 17 on an ax:Le 19.. Each rear wheel tie bar 17 is divided into two sections 17a,17b which are connected with Each other in an articulated fashion;
here, the: articulated joint 20 has a vertical pivoting axis which is formed by a bolt 21 that penetrate; through both sections of the rear wheel tie bar. When driving around a curve, the rear sections T~7b of the rear wheel tie bars are pivoted relative to the front sections 17a in such a way that the ~~xes of the front wheels 9, the front rear wheels 18a and 'the rear rear wheels intersect in one point so as to prevent a grinding of the wheels.
Each of the rear wheel swing arms 14 is braced on the rear frame 2 via a double action hydraulic cylinder 22 which is connected to the swing arm at the coupling point 23 and to the frame at the coupling point 24. Each rear wheel swing arm 14 may be raised and lowered independently in a pivoting fashion around the axis 15 by means of the hydraulic cylinder 22.
Two front bearing swing arms 26 which are assigned to the front bearing unit 25 are coupled to the front frame 1 between the 1 o front swing arms 6 such that they may be pivoted around the same horizontal axis 7 as the front swing arms. The front support axle 28 which is rigidly connected with the front bearing swing arms 26 extends between the free ends 27 of the aforementioned bearing swing arms. On the front support axle 28 are arranged two front support wheel tie bars 29, and between these support wheel tie bars is arranged a support wheel 30 in a pivoting fashion. One additional support wheel 30 is arranged at each end of each front support wheel tie bar 29, and both front support wheel tie bars are connected on one side by means of one support wheel axle 31 -each, on which the 2o corresponding support wheel 30 rotates. The front, bearing unit thus comprises a total of five support wheels 30.
An endless link, chain 32 revolves around the support wheels.
The links 33 of said endless link chain have an outer surface 34 that is curved in a convex fashion and a plane inner surface 35, on which the support wheels 30 roll. A portion of the links 33 of the endless link chain 32 carry one cleat 36 each which project from the outer surface 34. The links thus equipped with cleats are _2I29022 distributed over- the chain 32 in such a way that the chain is ;provided with cleats 36 that are situated at regular distances from each other.
Each front bearing swing arm 26 is braced on 5 the front frame 1 via a double action hydraulic cylinder 38 which is connected to the swing arm at the coupling point 39 and the frame at the coupling point 40. The two front bearing swing arms 26 may be raised and lowered collectively, but 10 independently oi= the front wheel swing arms 6, in a pivoting i=ashion around the axis 7 by means of the two hydraulic cylinders 38 that are connected together. The lifting device for the front bearing unit thus comprises the two front bearing swing arms 15 26 as well as the corresponding hydraulic cylinder 38.
A rear bearing unit 41 is arranged on the rear frame 2. The design of the aforementioned bearing unit corresponds with the one front bearing unit 25 20 which is arranged on the front frame 1 and was discussed previously; reference is made to the previous explanations so as to eliminate unnecessary repetitions. T:he type of coupling between the rear bearing unit 41 and the rear frame 2 also 25 corresponds with the coupling discussed previously in associ~~tion with the front bearing unit 25; in this context, rE:ference is also made to the previous explanations.
The chassis illustrated in Figure 3 in 30 particular difi=ers from the one illustrated in Figure 1 by the modified design of the components which serve for bearing the loads. For this purpose, both upper bearing crossbeams 42 of the rear framE~ 2 aca as one rear bearing arch 43 each, 35 the central points of curvature of which lie on the _. _2~290~2 axis 15 around which the rear wheel swing arms 14 and the rear bearing swing arms 26 may be pivoted.
The rear bearing arches 43 brace themselves on the lower bearing crossbeams 45 of the rear frame 2 via one stanchion arch 44 each. The upper bearing crossbeams 42 and the lower bearing crossbeams 45 of the rear frame :in addition are mutually stiffened by means of the two stanchions 46.
The rear bearing swing arms 26 in the embodiment. illustrated in Figure 3 form an integrateol component of a transport device 47. For this purpose, one support arch 48 which extends upward from each bearing swing arm is provided on the rear bearing swing arms within the region of their free ends, namely adjacent the rear bearer axle. These support arches brace themselves on the bearing arches 43 of the rear frame in any position of the rear bearing unit, whereby sliding surfaces 49 are provided on the bearing arches for this purpose. The axis of curvature of these sliding surfaces coincides with the pivoting axis 15 of the rear bear:Lng swing arms. Guides (not shown in the figures) which prevent a relative lateral offset between the bearing arches and the support arches which are assigned to each other are arranged within the region of the interacting surfaces of the bearing arches 'which slide on each other as well as the assigned support arches. In addition, the transport devices 47 comprises two support stanchions 50 which are directed upward in a slanted fashion and into which -the rear bearing swing arms merge. A
transport frame which comprises two longitudinal bearers 57. and 'two transverse bearers 52 is attached to both support arches 4$ and support stanchions 50;
for this purpose, both longitudinal bearers connect m~ _2129p~~
one support arch 48 and one support stanchion 50 with each other, while one transverse bearer connects the two support arches with each other, and the other transverse bearer connects the two support stanchions with each other.
This construction results in a rigid transport device which has a high torsional stiffness and is coupled directly with the rear bearing unit.
Consequently, the load of the material stored on the transport device is applied directly onto the soil via the bearing unit without causing internal forces in the chassis. This measure enables that the chassis to be constructed in a lighter fashion which, in turn, contributes to an additional protection. of the soil.
In t:he front frame 1, both upper bearing crossbeams 42 merge into one bearing arch 43 each, whereby the axes of curvature of these bearing arches coincide with the pivoting axis of the front wheel swing arms and the front bearing swing arms, and the bearing arches brace themselves on the corresponding lower bearing crossbeams 45 via one stanchion arch each. Here, as in the case of the rear frame, the width of the bearing arches is dimensioned in ouch a way that they cover the wheel swing arms as well as the bearing swing arms. The front frame also is stiffened via two stanchions 46 which connect the upper and the lower bearing crossbeam:.
One upwardly extending support arch 48 is arranged on each of the front bearing swing arms, as descrik>ed previously in association with the rear bearing swing arms. The support arches adjoin the upper bea~_ing arches of the front frame with their sliding surfaces 49. The two front support arches _212922 are connec:ted with each other and are rigidly fixed at their free ends by means of a connecting crossbeam 53. Guides, which are not shown in the figures, are also provided on the support arches and the bearing arches assigned to the front frame within the region of the respectively interacting surfaces, whereby said guides prevent a relative lateral offset between the arches that are assigned to each other.
On the two support arches rests a first load bridge 54 which comprises a transverse bearer 55 and two guide elements 56 which are arranged at the ends of said transverse crossbeam and are guided on the support arches. The load of the components of the utility vehicle which brace themselves on the first load bridge i~~ applied directly onto the front bearing unit via the support arches; as in the case of the rear frarne, an internal strain of the chassis does not occur.. If the chassis according to the invention is utilized on a timber harvester used for forestry ~~urposE~s, the crane K arranged on the front vehicle braces itself on the first load bridge, whereby a universal joint is preferably provided between the crane and the first load bridge for equalizing the longitudinal and transverse inclines which occur during the use of the crane.
Support arches, which are not shown, that are guided on the x>earing arches 43 of the front frame are also ~~rovidE~d on the front wheel swing arms 6 of the chassis illustrated in Figure 3. A second load bridge 57 comprising a transverse bearer 58 braces itself on these support arches and two guide elements 59 which are guided on the outer support arch are arrangEad on both ends of the aforementioned transverss~ bearer. If a timber harvester is equipped with a chassis according to the invention, the drive unit T is arranged on this second load bridge such than its elevation may be adjusted while it slides on t:he support arches assigned to the wheel swing arm: .
This adjuatabil.ity of the elevation of the driving unit simplifies the handling of the timber harvester and improves the visibility of the working paths in the forest..
One additional difference of the chassis illustrated in Figure 3 as compared to the one illustrated in lFigures 1 and 2 pertains to the rear wheel tie bar. One guide plate 60 each is provided on the front of each rear wheel tie bar in order to stabilize it, in particular while driving in reverse when the articu=Lated joints 20 of the rear wheel tie bars 17 (Figure 2) are locked. Each guide plate engages with onE~ guide groove 62 each with a web 61, whereby said guide grooves are provided on the lower bearing crossbeams 45 and the stanchion arches 44 of the rear frame. This measure enables the rear wheel tie bars t.o be guided precisely on both sides.
Otherwise, the chassis according to Figure 3 corresponds with the embodiment illustrated in Figures 1 and 2. In order to avoid unnecessary repetitions, we refer to the corresponding explanations of the respective figures.
The hearing component illustrated from a side view in Figure 4 comprises a cleated roller 63 which is arranged in a rotatable fashion on the bearing swing arms 26. The peripheral surface of the cleated roller is equipped with cleats which have a planar contact surface 64 and a front surface 65 that is curved in the shape of a shell; the "front surface" ~_n this context is that particular surface of the cleat which first comes into contact with the soil when driving forward. The cleats are designed as an I-beam 66 onto which the shell-shaped front surface 65, the plane contact surface 64, as well as two lateral surfaces are welded. The rear surface of the cleats is open.
Only two of the cleats are illustrated in Figure 4.
The bearing component illustrated in a longitudinal section in Figure 5 is equipped with cleats, whereby the depth of penetration into the soil is adjustable. For this purpose, the cleats 36 are guided to on the endless link chain 32 such that they may be displaced in the longitudinal direction of the cleats. The cleats are designed to be so narrow that they may be accommodated between the two support wheel tie bars 29. The cleats 36 slide with their inner face surfaces 67 on a closed guide rail 68. Each cleat is guided inevitably on the guide rail by means of clamps 69 which encompass the guide rail on both sides. Two support wheels 30 are arranged on both ends of each support wheel tie bar; a central. support wheel is not provided (in contrast with the hearing component according to Figure 1). The guide rail may be displaced vertically by means of the two hydraulic 2o cylinders 70 which brace themselves on the support wheel tie bars.
The depth of penetration of the cleats 36 into the soil may be reduced by upwardly displacing the guide rails 68 and vice versa.
Claims (16)
1. Chassis for a utility vehicle, especially for agricultural and forestry uses, encompassing a front frame and a rear frame joined to the former by articulation with vertical swiveling axle, whereby two unconnected raising and lowering wheel units are provided at sides of the front and rear frames and wherein an essentially centered support unit is provided in each frame, the support units encompassing support elements, each support element having a continuous surface equipped with cleats, characterized by the fact that each support unit encompasses a lift device, by means of which the associated support element can be both lowered and raised into a position, in which the continuous surface rolls on the ground, while the two lift devices are so dimensioned that they can together bear at least half of the total weight of the vehicle.
2. Chassis according to Claim 1, wherein each support element encompasses a cleated roller.
3. Chassis according to Claim 1, wherein each support element encompasses at least two rollers or wheels with an encircling cleated track.
4. Chassis according to Claim 1, wherein two position sensors are provided for detecting the transverse and the longitudinal cant of the chassis, which are connected with a position regulator, which controls the lift devices of the wheel units in such a way that the chassis is maintained in a horizontal position.
5. Chassis according to Claim 1, wherein at least one support element is driven via a motor.
6. Chassis according to Claim 5, wherein both support elements are driven via a motor and coupled with each other in such a way that the cleats of both support elements consecutively penetrate into identical depressions in the soil while the vehicle is in motion.
7. Chassis according to Claim 1, wherein the cleats are arranged on the support elements in an exchangeable fashion.
8. Chassis according to Claim 1, wherein the height of the cleats may be adjusted, namely at least within the regions of the support elements with which the cleats contact the ground.
9. Chassis according to Claim 1, wherein the rear of the rear frame is provided with a soil loosening device, the operating width of which essentially corresponds with the width of the support elements.
10. Chassis according to claim 1, wherein the wheel units are provided with bogie axles with wheels of different radii.
11. Chassis according to Claim 1, wherein a front vehicle which is designed as a driving unit is arranged on the front frame.
12. Chassis according to Claim 11, wherein the driving unit is guided such that it may be moved independently on support arches which are connected with wheel swing arms or swing arms of the lift device of the front frame.
13. Chassis according to Claim 11, wherein front vehicle is provided with a crane having a harvester accessory, and that a rear vehicle which is provided with a timber transport device is arranged on the rear frame, whereby the load of both utility devices is transferred directly onto the support units.
14. Chassis according to Claim 13, wherein the crane braces itself on a load bridge which is guided on support arches that are arranged on the swing arms of the lift device of the front frame.
15. Chassis according to Claim 1, wherein at least upper bearing crossbeams of the front or the rear frame merge into bearing arches, the axes of curvature of which coincide with the pivoting axis of swing arms of the lift device of the corresponding support unit, and that support arches which rest on the bearing arches connected with the swing arms of the lift device of the corresponding support units.
16. Chassis according to Claim 10, wherein the front ends of the rear wheel tie bars are provided with guide plates having webs, and that guide grooves which accommodate and guide the webs are provided on the rear frame.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4202298A DE4202298C2 (en) | 1992-01-28 | 1992-01-28 | Chassis for commercial vehicles |
| DEP4202298.3 | 1992-01-28 | ||
| PCT/EP1993/000188 WO1993014967A1 (en) | 1992-01-28 | 1993-01-28 | Chassis for a utility vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2129022A1 CA2129022A1 (en) | 1993-08-05 |
| CA2129022C true CA2129022C (en) | 2005-07-05 |
Family
ID=6450409
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002129022A Expired - Fee Related CA2129022C (en) | 1992-01-28 | 1993-01-28 | Chassis for a utility vehicle |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0623083B1 (en) |
| AT (1) | ATE136269T1 (en) |
| CA (1) | CA2129022C (en) |
| DE (2) | DE4202298C2 (en) |
| WO (1) | WO1993014967A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| USRE38701E1 (en) * | 1996-02-08 | 2005-02-15 | Lansberry Tractor Company, Inc. | Earth-based vehicle |
| US5615748A (en) * | 1996-02-08 | 1997-04-01 | Lansberry; John B. | Earth-based vehicle |
| GB2357417A (en) * | 1999-11-17 | 2001-06-27 | Richard Smalley | Combined harvester/baler for timber |
| EP2698305B1 (en) | 2012-08-13 | 2015-11-04 | BOMAG GmbH | Road roller |
| DE102013008873A1 (en) | 2013-05-27 | 2014-11-27 | Anselm Lischka | Suspension with extreme soil protection |
| US20150084309A1 (en) * | 2013-09-20 | 2015-03-26 | Deere & Company | Work vehicle chassis articulation joint |
| CN106961862A (en) * | 2017-05-15 | 2017-07-21 | 焦韵霖 | A kind of swivel base of cooperation hydraulic pressure elevating function |
| FR3084873B1 (en) * | 2018-08-08 | 2020-07-10 | Sabi Agri | TRACTOR WITH PIVOTING WHEEL HOLDER |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE413630C (en) * | 1922-02-16 | 1925-05-13 | Cie Des Forges Et Acieries De | Trailer wagon with alternately usable chain and wheels |
| DE1275478B (en) * | 1955-01-28 | 1968-08-14 | Wilhelm Ludowici Dr Ing | Multipurpose device for earthworks and transport work |
| DE1744690U (en) * | 1956-02-08 | 1957-05-09 | Hermann Jun Thomas | SINGLE-MOTOR TRANZPORT DEVICE. |
| DE2101989A1 (en) * | 1971-01-16 | 1972-08-17 | Frisch Gmbh, 8900 Augsburg | All-terrain vehicle |
| SE378390C (en) * | 1972-10-24 | 1978-06-08 | Ostbergs Fabriks Ab | STABILIZING DEVICE FOR ATVS |
| DE2434556A1 (en) * | 1974-07-18 | 1976-03-04 | Krone Bernhard Gmbh Maschf | Articulated earth mover - with removable tracks on pneumatic tyres and with forward control cab |
| SE422911B (en) * | 1978-06-07 | 1982-04-05 | Bofors Ab | DEVICE FOR STABILIZING A VEHICLE |
| US4941539A (en) * | 1989-03-03 | 1990-07-17 | Kopczynski John F | All-terrain vehicle |
-
1992
- 1992-01-28 DE DE4202298A patent/DE4202298C2/en not_active Expired - Fee Related
-
1993
- 1993-01-28 WO PCT/EP1993/000188 patent/WO1993014967A1/en active IP Right Grant
- 1993-01-28 DE DE59302115T patent/DE59302115D1/en not_active Expired - Fee Related
- 1993-01-28 AT AT93903885T patent/ATE136269T1/en not_active IP Right Cessation
- 1993-01-28 CA CA002129022A patent/CA2129022C/en not_active Expired - Fee Related
- 1993-01-28 EP EP93903885A patent/EP0623083B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| EP0623083A1 (en) | 1994-11-09 |
| CA2129022A1 (en) | 1993-08-05 |
| WO1993014967A1 (en) | 1993-08-05 |
| DE4202298A1 (en) | 1993-07-29 |
| EP0623083B1 (en) | 1996-04-03 |
| DE59302115D1 (en) | 1996-05-09 |
| ATE136269T1 (en) | 1996-04-15 |
| DE4202298C2 (en) | 1994-06-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |