CA2677080A1 - Vehicle for felling trees and/or transport of pieces of timber - Google Patents
Vehicle for felling trees and/or transport of pieces of timber Download PDFInfo
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- CA2677080A1 CA2677080A1 CA002677080A CA2677080A CA2677080A1 CA 2677080 A1 CA2677080 A1 CA 2677080A1 CA 002677080 A CA002677080 A CA 002677080A CA 2677080 A CA2677080 A CA 2677080A CA 2677080 A1 CA2677080 A1 CA 2677080A1
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- 238000011068 loading method Methods 0.000 claims abstract description 16
- 238000003306 harvesting Methods 0.000 claims description 38
- 239000012530 fluid Substances 0.000 claims description 5
- 230000004224 protection Effects 0.000 claims description 4
- 230000002441 reversible effect Effects 0.000 claims description 3
- 239000003981 vehicle Substances 0.000 description 232
- 238000005520 cutting process Methods 0.000 description 19
- 239000002023 wood Substances 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 230000014509 gene expression Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 241001652591 Feniseca tarquinius Species 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 230000002301 combined effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 238000007514 turning Methods 0.000 description 1
- YSGSDAIMSCVPHG-UHFFFAOYSA-N valyl-methionine Chemical compound CSCCC(C(O)=O)NC(=O)C(N)C(C)C YSGSDAIMSCVPHG-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D53/00—Tractor-trailer combinations; Road trains
- B62D53/005—Combinations with at least three axles and comprising two or more articulated parts
-
- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01G—HORTICULTURE; CULTIVATION OF VEGETABLES, FLOWERS, RICE, FRUIT, VINES, HOPS OR SEAWEED; FORESTRY; WATERING
- A01G23/00—Forestry
- A01G23/02—Transplanting, uprooting, felling or delimbing trees
- A01G23/08—Felling trees
- A01G23/081—Feller-bunchers, i.e. with bunching by felling head
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60D—VEHICLE CONNECTIONS
- B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
-
- 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
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D53/00—Tractor-trailer combinations; Road trains
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Biodiversity & Conservation Biology (AREA)
- Ecology (AREA)
- Forests & Forestry (AREA)
- Environmental Sciences (AREA)
- Body Structure For Vehicles (AREA)
- Pallets (AREA)
Abstract
The invention relates to a vehicle for felling trees and/or transporting pieces of timber, comprising a first vehicle part (10) provided with a unit (40) for felling trees and/or loading pieces of timber and a second vehicle part (20) provided with a cargo carrier (21 ) forming a cargo space (22) for receiving and transporting pieces of timber. The first vehicle part is through a link arrangement (50) mechanically connected to the second vehicle part. The link arrangement comprises several mutually articulated links, which are arranged to allow said vehicle parts to move in relation to each other in such a manner that they are mutually movable to and fro between at least a first mutual position, in which the first vehicle part is located directly in front of the second vehicle part, and a second mutual position, in which the first vehicle part is located alongside of the second vehicle part on an elective side thereof, while these vehicle parts remain mechanically connected to each other through the link arrangement.
Description
Vehicle for felling trees and/or transport of pieces of timber FIELD OF THE INVENTION AND PRIOR ART
The present invention relates to a vehicle according to the pre-amble of claim 1 for felling trees and/or transport of pieces of timber.
Forest harvesting according to the cut-to-length method is often carried out by means of a so-called harvester, which is a vehicle carrying a harvesting unit by means of a crane mounted on the vehicle. The harvesting unit may for instance be a so-called one grip harvesting unit. A one grip harvesting unit is designed to . grip a standing tree by means of gripping members, cut the tree by means of a cutting device, lay the tree down and then by means of feeding members drive the tree trunk through the harvesting unit while simultaneously branching the tree trunk by means of branching members, which are usually arranged on the gripping members.
In connection with conventional forest harvesting by means of a harvester, the pieces of timber cut off from a tree trunk by the harvesting unit are usually dropped down onto the ground, where they are left in order to be picked up by a so-called forwarder later on. A forwarder is a vehicle provided with a cargo space for receiving and transporting pieces of timer. The forwarder will then transport the pieces of timber to a place of discharge, a so-called depot, for instance at a forest motor road, where they are unloaded in order to be picked up later on by a logging truck for instance. The pieces of timber are lifted up from the ground and placed on the cargo space of the forwarder by means of a gripping member which is carried by a crane mounted on the forwarder. Thus, this type of forest harvesting requires contributions from two different vehicles, a harvester and a forwarder, in order to fell trees and transport the pieces of timber obtained from the felled trees to the intended place of discharge. In order to avoid this dependence on two different vehicles, vehicles in the form of so-called combi-machines have been developed and come into use. A combi-machine is a vehicle which can be considered to constitute a combination of a harvester and a forwarder. The combi-machine comprises a front vehicle part provided with a unit for felling trees and a rear vehicle part provided with a cargo carrier forming a cargo space for receiving and transporting pieces of timber obtained from the harvesting. The rear vehicle part is coupled to the front vehicle part so as to follow as a trailer behind the front vehicle part when the vehicle is propelled. The front vehicle part is further provided with a driver's cab which together with the harvesting unit can be rotated towards the rear vehicle part in order to make possible loading of pieces of timber into the cargo space of the rear vehicle part by means of the harvesting unit. Combi-machines of this type are for instance provided by the company Komatsu Forest under the name VALMET 801 COMBI and by the company Pinox under the name PINOX 728 and PINOX 828, but have still not had any larger breakthrough on the market.
It is also known to provide a conventional forwarder with a trailer so as to thereby increase the carrying capacity of the forwarder.
However, this type of forwarder has still not had any break-through on the market.
OBJECT OF THE INVENTION
The object of the present invention is to achieve a further de-velopment of a forestry vehicle so as to provide a vehicle in-tended for felling trees and/or transporting pieces of timber with a design and function which in at least some aspect offers an advantage as compared to previously known forestry vehicles of the corresponding type.
The present invention relates to a vehicle according to the pre-amble of claim 1 for felling trees and/or transport of pieces of timber.
Forest harvesting according to the cut-to-length method is often carried out by means of a so-called harvester, which is a vehicle carrying a harvesting unit by means of a crane mounted on the vehicle. The harvesting unit may for instance be a so-called one grip harvesting unit. A one grip harvesting unit is designed to . grip a standing tree by means of gripping members, cut the tree by means of a cutting device, lay the tree down and then by means of feeding members drive the tree trunk through the harvesting unit while simultaneously branching the tree trunk by means of branching members, which are usually arranged on the gripping members.
In connection with conventional forest harvesting by means of a harvester, the pieces of timber cut off from a tree trunk by the harvesting unit are usually dropped down onto the ground, where they are left in order to be picked up by a so-called forwarder later on. A forwarder is a vehicle provided with a cargo space for receiving and transporting pieces of timer. The forwarder will then transport the pieces of timber to a place of discharge, a so-called depot, for instance at a forest motor road, where they are unloaded in order to be picked up later on by a logging truck for instance. The pieces of timber are lifted up from the ground and placed on the cargo space of the forwarder by means of a gripping member which is carried by a crane mounted on the forwarder. Thus, this type of forest harvesting requires contributions from two different vehicles, a harvester and a forwarder, in order to fell trees and transport the pieces of timber obtained from the felled trees to the intended place of discharge. In order to avoid this dependence on two different vehicles, vehicles in the form of so-called combi-machines have been developed and come into use. A combi-machine is a vehicle which can be considered to constitute a combination of a harvester and a forwarder. The combi-machine comprises a front vehicle part provided with a unit for felling trees and a rear vehicle part provided with a cargo carrier forming a cargo space for receiving and transporting pieces of timber obtained from the harvesting. The rear vehicle part is coupled to the front vehicle part so as to follow as a trailer behind the front vehicle part when the vehicle is propelled. The front vehicle part is further provided with a driver's cab which together with the harvesting unit can be rotated towards the rear vehicle part in order to make possible loading of pieces of timber into the cargo space of the rear vehicle part by means of the harvesting unit. Combi-machines of this type are for instance provided by the company Komatsu Forest under the name VALMET 801 COMBI and by the company Pinox under the name PINOX 728 and PINOX 828, but have still not had any larger breakthrough on the market.
It is also known to provide a conventional forwarder with a trailer so as to thereby increase the carrying capacity of the forwarder.
However, this type of forwarder has still not had any break-through on the market.
OBJECT OF THE INVENTION
The object of the present invention is to achieve a further de-velopment of a forestry vehicle so as to provide a vehicle in-tended for felling trees and/or transporting pieces of timber with a design and function which in at least some aspect offers an advantage as compared to previously known forestry vehicles of the corresponding type.
SUMMARY OF THE INVENTION
According to the invention, said object is achieved by means of a vehicle having the features defined in claim 1.
The vehicle of the invention comprises a first vehicle part pro-vided with a unit for felling trees and/or loading pieces of timber and a second vehicle part provided with a cargo carrier forming a cargo space for receiving and transporting pieces of timber.
The first vehicle part is through a link arrangement mechanically connected to the second vehicle part. The link arrangement comprises several mutually articulated links, through which the first vehicle part is articulately connected to the second vehicle part and which are arranged to allow said vehicle parts to move in relation to each other in such a manner that they are mutually movable to and fro between at least a first mutual position, in which the first vehicle part is located directly in front of the sec-ond vehicle part, and a secon~d mutual position, in which the first vehicle part is located alongside of the second vehicle part on an elective side thereof, while said vehicle parts remain me-chanically connected to each other through the link arrange-ment. Consequently, the link arrangement has such a configura-tion that said vehicle parts in a mutually interconnected state can be moved in relation to each other in a very varied manner in order to assume different mutual positions which are as fa-vourable as possible with respect to the vehicle driver's ma-noeuvring of the crane tip mounted unit for performing working operations comprising for instance felling of trees, loading pieces of timber into the cargo space and unloading pieces of timber from the cargo space. From the conventional position di-rectly in front of the second vehicle part, the first vehicle part can, owing to the particular link arrangement, be made to as-sume a position alongside of the second vehicle part on an elective side thereof, which among other things implies that the vehicle parts always may be positioned in such a manner in re-lation to each other that the second vehicle part or a stack of timber arranged on the second vehicle part never needs to block the view for the vehicle driver during harvesting in a forest sec-tion around the vehicle or during loading of further pieces of timer into the cargo space. The forestry vehicle according to the present invention offers economic, ergonomic and environmental advantages as compared to previously known forestry vehicles of the corresponding type. The vehicle according to the inven-tion may be configured and adapted for several different types of working operations where conventional forest machines are presently used. The vehicle may for instance constitute a com-bined harvester-forwarder or a forwarder with high carrying ca-pacity. The vehicle may also be configured for picking up and transporting branches, root parts and tops from felled trees, or for cutting and transporting energy wood. Alternatively, the vehi-cle could also be configured for chipping and transporting wood chips.
In this description and the subsequent claims, the expression "pieces of timber" refers to different types of pieces obtained from trees, such as for instance logs, branches, root parts, tops and wood chips.
In a combi-machine of the previously known type described above, the movability of the "harvesting part" provided with the driver's cab and the harvesting unit in relation to the "forwarder part" provided with the cargo space is heavily restricted, and the "harvesting part" is only allowed to be angled somewhat in rela-tion to the "forwarder part". This results in that the "forwarder part" cannot be positioned in an optimum manner for direct loading and that a stack of timber arranged in the cargo space of the "forwarder part" will block the view for the vehicle driver when reaching a certain height and thereby make felling and processing of trees located behind the "forwarder part" more dif-ficult. This will restrict the efficiency of the combi-machine. This problem with blocked view and positioning obstructions can be avoided with the vehicle of the invention owing to the fact that the first vehicle part is connected to the second vehicle part by means of the particular link arrangement in such a manner that it can be placed in a position alongside of the second vehicle 5 part on an elective side thereof so that the driver thereby may obtain a free view over an elective part of the area around the second vehicle part.
As compared to conventional forest harvesting with the use of a harvester and a forwarder, it will with the vehicle of the inven-tion, when this is configured as a combined harvester-forwarder, be possible to save one vehicle, since the vehicle of the inven-tion then is configured to perform the working operations to-gether performed by a harvester and an independent forwarder during conventional forest harvesting. Hereby, the machine cost and the fuel consumption are reduced. Furthermore, the entire harvesting work may be performed by one single driver instead of two, which also contributes to lowered cost for labour. By us-ing a combined harvester-forwarder instead of a separate har-vester and a separate forwarder, the logistics in connection with a harvesting is also simplified. A further advantage is that the vehicle of the invention is allowed to be transported as a joint unit on one and the same transport vehicle according to existing regulations, whereas a separate harvester and a separate for-warder are not allowed to be transported together on one and the same transport vehicle. Owing to the fact that the pieces of timber during the harvesting can be loaded directly into a cargo space instead of being dropped down and left on the ground in order to be picked up later on by a forwarder, possibilities for a reduction of timber damages related to the harvesting are also created at the same time as the soiling of the timber is reduced.
It is also worth mentioning that the total ground damages in the terrain may be reduced by using a combined harvester-for-warder of the type according to the invention instead of a sepa-rate harvester and a separate forwarder.
According to the invention, said object is achieved by means of a vehicle having the features defined in claim 1.
The vehicle of the invention comprises a first vehicle part pro-vided with a unit for felling trees and/or loading pieces of timber and a second vehicle part provided with a cargo carrier forming a cargo space for receiving and transporting pieces of timber.
The first vehicle part is through a link arrangement mechanically connected to the second vehicle part. The link arrangement comprises several mutually articulated links, through which the first vehicle part is articulately connected to the second vehicle part and which are arranged to allow said vehicle parts to move in relation to each other in such a manner that they are mutually movable to and fro between at least a first mutual position, in which the first vehicle part is located directly in front of the sec-ond vehicle part, and a secon~d mutual position, in which the first vehicle part is located alongside of the second vehicle part on an elective side thereof, while said vehicle parts remain me-chanically connected to each other through the link arrange-ment. Consequently, the link arrangement has such a configura-tion that said vehicle parts in a mutually interconnected state can be moved in relation to each other in a very varied manner in order to assume different mutual positions which are as fa-vourable as possible with respect to the vehicle driver's ma-noeuvring of the crane tip mounted unit for performing working operations comprising for instance felling of trees, loading pieces of timber into the cargo space and unloading pieces of timber from the cargo space. From the conventional position di-rectly in front of the second vehicle part, the first vehicle part can, owing to the particular link arrangement, be made to as-sume a position alongside of the second vehicle part on an elective side thereof, which among other things implies that the vehicle parts always may be positioned in such a manner in re-lation to each other that the second vehicle part or a stack of timber arranged on the second vehicle part never needs to block the view for the vehicle driver during harvesting in a forest sec-tion around the vehicle or during loading of further pieces of timer into the cargo space. The forestry vehicle according to the present invention offers economic, ergonomic and environmental advantages as compared to previously known forestry vehicles of the corresponding type. The vehicle according to the inven-tion may be configured and adapted for several different types of working operations where conventional forest machines are presently used. The vehicle may for instance constitute a com-bined harvester-forwarder or a forwarder with high carrying ca-pacity. The vehicle may also be configured for picking up and transporting branches, root parts and tops from felled trees, or for cutting and transporting energy wood. Alternatively, the vehi-cle could also be configured for chipping and transporting wood chips.
In this description and the subsequent claims, the expression "pieces of timber" refers to different types of pieces obtained from trees, such as for instance logs, branches, root parts, tops and wood chips.
In a combi-machine of the previously known type described above, the movability of the "harvesting part" provided with the driver's cab and the harvesting unit in relation to the "forwarder part" provided with the cargo space is heavily restricted, and the "harvesting part" is only allowed to be angled somewhat in rela-tion to the "forwarder part". This results in that the "forwarder part" cannot be positioned in an optimum manner for direct loading and that a stack of timber arranged in the cargo space of the "forwarder part" will block the view for the vehicle driver when reaching a certain height and thereby make felling and processing of trees located behind the "forwarder part" more dif-ficult. This will restrict the efficiency of the combi-machine. This problem with blocked view and positioning obstructions can be avoided with the vehicle of the invention owing to the fact that the first vehicle part is connected to the second vehicle part by means of the particular link arrangement in such a manner that it can be placed in a position alongside of the second vehicle 5 part on an elective side thereof so that the driver thereby may obtain a free view over an elective part of the area around the second vehicle part.
As compared to conventional forest harvesting with the use of a harvester and a forwarder, it will with the vehicle of the inven-tion, when this is configured as a combined harvester-forwarder, be possible to save one vehicle, since the vehicle of the inven-tion then is configured to perform the working operations to-gether performed by a harvester and an independent forwarder during conventional forest harvesting. Hereby, the machine cost and the fuel consumption are reduced. Furthermore, the entire harvesting work may be performed by one single driver instead of two, which also contributes to lowered cost for labour. By us-ing a combined harvester-forwarder instead of a separate har-vester and a separate forwarder, the logistics in connection with a harvesting is also simplified. A further advantage is that the vehicle of the invention is allowed to be transported as a joint unit on one and the same transport vehicle according to existing regulations, whereas a separate harvester and a separate for-warder are not allowed to be transported together on one and the same transport vehicle. Owing to the fact that the pieces of timber during the harvesting can be loaded directly into a cargo space instead of being dropped down and left on the ground in order to be picked up later on by a forwarder, possibilities for a reduction of timber damages related to the harvesting are also created at the same time as the soiling of the timber is reduced.
It is also worth mentioning that the total ground damages in the terrain may be reduced by using a combined harvester-for-warder of the type according to the invention instead of a sepa-rate harvester and a separate forwarder.
According to an embodiment of the invention, the vehicle com-prises one or several first driving members in the first vehicle part for propelling this first vehicle part, and one or several sec-ond driving members in the second vehicle part for propelling this second vehicle part, said first and second driving members being reversible and drivable in mutually opposite directions in-dependently of each other so that the propelling direction of said one or several second driving members can be shifted inde-pendently of the propelling direction of said one or several first driving members. Hereby, it will be possible to propel the two vehicle parts in the same travelling direction also when they are located alongside of each other so that they can be moved par-alielely to each other side by side. Furthermore, the positioning of the vehicle parts in relation to each other is facilitated when the propelling direction of one of the vehicle parts can be con-trolled independently of the propelling direction of the other ve-hicle part.
According to another embodiment of the invention, the link ar-rangement comprises an elongated beam with an internal space, through which conduits for conveying electric current and/or hy-draulic fluid and/or signals between said vehicle parts extend.
The elongated beam will consequently form a mechanical pro-tection for the conduits extending between the two vehicle parts and prevent hits and impacts against these conduits at the same time as the conduits are prevented from getting caught by pro-truding parts of the vehicle or objects in the surroundings of the vehicle.
According to another embodiment of the invention, the link ar-rangement comprises an elongated beam which is arranged to extend over a rear hood of the first vehicle part when the first vehicle part is located directly in front of the second vehicle part, the beam forming a mechanical protection for this hood. In this case, the beam will consequently protect the hood and the vehicle components located under the hood from hits and im-pacts, for instance from falling trees or branches or in case one or several pieces of timber during a transport would slide from the cargo space of the second vehicle part in the direction to-wards the first vehicle part.
Another embodiment of the invention is characterized in:
- that the first vehicle part is provided with a driver's cab, which is secured to a chassis of the first vehicle part through a joint forming a vertical axis of rotation, about which the driver's cab is rotatable in relation to this chassis; and - that one of said links of the link arrangement is rotatable in relation to the driver's cab and the chassis of the first vehicle part about the vertical axis or rotation formed by this joint.
Hereby, a very good orientability of the two vehicle parts in re-lation to each other is achieved at the same time as the link ar-rangement in a simple manner is articulately connected to the first vehicle part.
According to another embodiment of the invention, the link ar-rangement comprises:
- a first joint forming a first vertical axis of rotation, - a second joint forming a first horizontal axis of rotation ex-tending crosswise to the longitudinal direction of the link ar-rangement, - a third joint forming a second horizontal axis of rotation ex-tending crosswise to the longitudinal direction of the link ar-rangement, - a fourth joint forming a second vertical axis of rotation, and - a fifth joint forming a third horizontal axis of rotation extending in the longitudinal direction of the link arrangement, these joints being arranged in series with each other between the first vehicle part and the second vehicle part in such a man-ner that these vehicle parts are mutually turnable through these joints.
According to another embodiment of the invention, the link ar-rangement comprises an elongated beam with an internal space, through which conduits for conveying electric current and/or hy-draulic fluid and/or signals between said vehicle parts extend.
The elongated beam will consequently form a mechanical pro-tection for the conduits extending between the two vehicle parts and prevent hits and impacts against these conduits at the same time as the conduits are prevented from getting caught by pro-truding parts of the vehicle or objects in the surroundings of the vehicle.
According to another embodiment of the invention, the link ar-rangement comprises an elongated beam which is arranged to extend over a rear hood of the first vehicle part when the first vehicle part is located directly in front of the second vehicle part, the beam forming a mechanical protection for this hood. In this case, the beam will consequently protect the hood and the vehicle components located under the hood from hits and im-pacts, for instance from falling trees or branches or in case one or several pieces of timber during a transport would slide from the cargo space of the second vehicle part in the direction to-wards the first vehicle part.
Another embodiment of the invention is characterized in:
- that the first vehicle part is provided with a driver's cab, which is secured to a chassis of the first vehicle part through a joint forming a vertical axis of rotation, about which the driver's cab is rotatable in relation to this chassis; and - that one of said links of the link arrangement is rotatable in relation to the driver's cab and the chassis of the first vehicle part about the vertical axis or rotation formed by this joint.
Hereby, a very good orientability of the two vehicle parts in re-lation to each other is achieved at the same time as the link ar-rangement in a simple manner is articulately connected to the first vehicle part.
According to another embodiment of the invention, the link ar-rangement comprises:
- a first joint forming a first vertical axis of rotation, - a second joint forming a first horizontal axis of rotation ex-tending crosswise to the longitudinal direction of the link ar-rangement, - a third joint forming a second horizontal axis of rotation ex-tending crosswise to the longitudinal direction of the link ar-rangement, - a fourth joint forming a second vertical axis of rotation, and - a fifth joint forming a third horizontal axis of rotation extending in the longitudinal direction of the link arrangement, these joints being arranged in series with each other between the first vehicle part and the second vehicle part in such a man-ner that these vehicle parts are mutually turnable through these joints.
It has appeared that this combination of joints is particularly fa-vourable for achieving the desired orientability between the two vehicle parts. The two vertical axes of rotation formed by the first joint and the fourth joint allow the two vehicle parts to move in relation to each other in a flexible manner in a horizontal plane. The two horizontal axes of rotation formed by the second joint and the third joint allow the two vehicle parts to assume different elevation positions and to be inclined forwards and backwards in relation to each other. The axis of rotation formed by the fifth joint allows the two vehicle parts to assume mutually different rotary positions about their longitudinal axes.
In this description and the subsequent claims, the expressions "vertical" and "horizontal" refer to the direction the respective axis of rotation has when the vehicle is located on a planar, horizontal ground. When the vehicle for instance is in forest ter-rain, the direction of the here defined "vertical axes of rotation"
and "horizontal axes of rotation" will of course in many cases deviate somewhat from the vertical plane and the horizontal plane, respectively.
Other embodiments of the invention will appear from the de-pendent claims and the following description.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will in the following be more closely described by means of embodiment examples, with reference to the appended drawings, where:
Fig 1 schematically illustrates a vehicle according to a first embodiment of the invention, as seen from the side in a transport position without cargo, Fig 2 is a schematic perspective view of the vehicle of Fig 1, as seen in a position for harvesting and direct loading of pieces of timber, Fig 3 is a schematic perspective view of the vehicle of Fig 1, as seen in a transport position with a timber cargo, Fig 4 is a schematic lateral view of a harvesting unit included in the vehicle of Fig 1, shown with a feeding and cutting part folded down, Fig 5 is a schematic perspective view of the harvesting unit of Fig 4, shown with the feeding and cutting part folded up, Fig 6 in an outline diagram illustrates the vehicle of Fig 1 and its link arrangement, Fig 7 is a schematic lateral view of a vehicle according to a second embodiment of the invention, as seen in a transport position without cargo, Fig 8 is a schematic planar view of a vehicle of the type illus-trated in Fig 7, as seen with a first vehicle part and a second vehicle part in alignment with each other, Fig 9 shows the vehicle of Fig 8, as seen with the first ve-hicle part and the second vehicle part alongside of and in parallel with each other, Fig 10 in an outline diagram illustrates the vehicle of Fig 7 and its link arrangement, with one of the joints of the link arrangement shown in a detail enlargement, and Fig 11 in an outline diagram illustrates the driving members of a vehicle part included in a vehicle of the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Vehicles 1, 1' according to some different embodiments of the 5 present invention for felling trees and/or transporting pieces of timber obtained from felling of trees are illustrated in Figs 1-3 and Figs 6-10. The respective vehicle 1, 1' comprises a first ve-hicle part 10 provided with a unit 40, 40' for felling trees and/or loading pieces of timber and a second vehicle part 20 provided 10 with a cargo carrier 21 forming a cargo space 22 for receiving and transporting, pieces of timber obtained from felling of trees.
The first vehicle part 10 is through a link arrangement 50 me-chanically connected to the second vehicle part 20. The unit 40, 40' is in a conventional manner attached to a crane, which is rotatably mounted on the first vehicle part 10.
The vehicle 1 illustrated in Figs 1-3 and Fig 6 constitutes a combined harvester-forwarder, and the first vehicle part 10 may in this case be considered as a harvester part, whereas the sec-ond vehicle part 20 constitutes a cargo wagon. The unit 40 of the first vehicle part 10 is in this case a harvesting unit for fell-ing trees, but may also be used for loading pieces of timber into the cargo space 22 of the second vehicle part and for unloading pieces of timber from this cargo space.
The vehicle 1' illustrated in Figs 7-10 constitutes a forwarder, and in this case also the first vehicle part 10 is provided with a cargo space 17 for receiving and transporting pieces of timber.
The unit 40' of the first vehicle part 10 is in this case a pure gripping unit intended to be used for loading pieces of timber into the cargo spaces 17, 22 and for unloading pieces of timber from these cargo spaces. Alternatively, a vehicle of the type il-lustrated in Figs 7-10 could also be provided with a unit for felling trees.
In this description and the subsequent claims, the expressions "vertical" and "horizontal" refer to the direction the respective axis of rotation has when the vehicle is located on a planar, horizontal ground. When the vehicle for instance is in forest ter-rain, the direction of the here defined "vertical axes of rotation"
and "horizontal axes of rotation" will of course in many cases deviate somewhat from the vertical plane and the horizontal plane, respectively.
Other embodiments of the invention will appear from the de-pendent claims and the following description.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will in the following be more closely described by means of embodiment examples, with reference to the appended drawings, where:
Fig 1 schematically illustrates a vehicle according to a first embodiment of the invention, as seen from the side in a transport position without cargo, Fig 2 is a schematic perspective view of the vehicle of Fig 1, as seen in a position for harvesting and direct loading of pieces of timber, Fig 3 is a schematic perspective view of the vehicle of Fig 1, as seen in a transport position with a timber cargo, Fig 4 is a schematic lateral view of a harvesting unit included in the vehicle of Fig 1, shown with a feeding and cutting part folded down, Fig 5 is a schematic perspective view of the harvesting unit of Fig 4, shown with the feeding and cutting part folded up, Fig 6 in an outline diagram illustrates the vehicle of Fig 1 and its link arrangement, Fig 7 is a schematic lateral view of a vehicle according to a second embodiment of the invention, as seen in a transport position without cargo, Fig 8 is a schematic planar view of a vehicle of the type illus-trated in Fig 7, as seen with a first vehicle part and a second vehicle part in alignment with each other, Fig 9 shows the vehicle of Fig 8, as seen with the first ve-hicle part and the second vehicle part alongside of and in parallel with each other, Fig 10 in an outline diagram illustrates the vehicle of Fig 7 and its link arrangement, with one of the joints of the link arrangement shown in a detail enlargement, and Fig 11 in an outline diagram illustrates the driving members of a vehicle part included in a vehicle of the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Vehicles 1, 1' according to some different embodiments of the 5 present invention for felling trees and/or transporting pieces of timber obtained from felling of trees are illustrated in Figs 1-3 and Figs 6-10. The respective vehicle 1, 1' comprises a first ve-hicle part 10 provided with a unit 40, 40' for felling trees and/or loading pieces of timber and a second vehicle part 20 provided 10 with a cargo carrier 21 forming a cargo space 22 for receiving and transporting, pieces of timber obtained from felling of trees.
The first vehicle part 10 is through a link arrangement 50 me-chanically connected to the second vehicle part 20. The unit 40, 40' is in a conventional manner attached to a crane, which is rotatably mounted on the first vehicle part 10.
The vehicle 1 illustrated in Figs 1-3 and Fig 6 constitutes a combined harvester-forwarder, and the first vehicle part 10 may in this case be considered as a harvester part, whereas the sec-ond vehicle part 20 constitutes a cargo wagon. The unit 40 of the first vehicle part 10 is in this case a harvesting unit for fell-ing trees, but may also be used for loading pieces of timber into the cargo space 22 of the second vehicle part and for unloading pieces of timber from this cargo space.
The vehicle 1' illustrated in Figs 7-10 constitutes a forwarder, and in this case also the first vehicle part 10 is provided with a cargo space 17 for receiving and transporting pieces of timber.
The unit 40' of the first vehicle part 10 is in this case a pure gripping unit intended to be used for loading pieces of timber into the cargo spaces 17, 22 and for unloading pieces of timber from these cargo spaces. Alternatively, a vehicle of the type il-lustrated in Figs 7-10 could also be provided with a unit for felling trees.
As stated above, a vehicle of the present invention may be pro-vided with a pure gripping unit 40', i.e. a unit lacking a cutting device, or a unit 40 comprising a cutting device. This cutting de-vice may be independent from the gripping members of the unit, in the same manner as in a one grip harvesting unit of the above-described type, or integrated with one or several gripping members of the unit. The cutting device may for instance com-prise a saw for felling and cutting trees of varying sizes. Alter-natively, the cutting device could be provided with one or sev-eral cutting members for cutting small trees or bush-like plants, such as for instance energy wood. The unit may be configured for single-tree handling or multi-tree handling.
In the embodiment illustrated in Figs 1-3 and Fig 6, the vehicle 1 comprises an all-round swivelling driver's cab 12, which is se-cured to a chassis 13 of the first vehicle part 10 through a roller swing bearing 14 forming an axis of rotation V1 (see Fig 6), about which the driver's cab 12 is rotatable in relation to the chassis 13. The crane 11 is secured to this roller swing bearing 14 or to the driver's cab 12 in order to follow the driver's cab in its rotation about the axis of rotation V1. The chassis 13 may with advantage comprise a front chassis part 13a provided with wheels and a rear chassis part 13b provided with wheels, as il-lustrated in Figs 1-3 and Fig 6, where the front chassis part 13a is articulately connected to the rear chassis part 13b and turn-able in relation to this about a vertical axis of rotation V4 (see Fig 6).
In the embodiments illustrated in Figs 7-10, the driver's cab 12 is immovably secured to the chassis 13 of the first vehicle part.
The crane 11 is rotatably secured to the chassis 13 in such a manner that it can be rotated in relation to the chassis about a vertical axis of rotation. In this case, the crane 11 is with ad-vantage secured to a rear chassis part 13 provided with wheels, which is articulately connected to a front chassis part 13a pro-vided with wheels, to which the driver's cab 12 is secured.
In the embodiment illustrated in Figs 1-3 and Fig 6, the vehicle 1 comprises an all-round swivelling driver's cab 12, which is se-cured to a chassis 13 of the first vehicle part 10 through a roller swing bearing 14 forming an axis of rotation V1 (see Fig 6), about which the driver's cab 12 is rotatable in relation to the chassis 13. The crane 11 is secured to this roller swing bearing 14 or to the driver's cab 12 in order to follow the driver's cab in its rotation about the axis of rotation V1. The chassis 13 may with advantage comprise a front chassis part 13a provided with wheels and a rear chassis part 13b provided with wheels, as il-lustrated in Figs 1-3 and Fig 6, where the front chassis part 13a is articulately connected to the rear chassis part 13b and turn-able in relation to this about a vertical axis of rotation V4 (see Fig 6).
In the embodiments illustrated in Figs 7-10, the driver's cab 12 is immovably secured to the chassis 13 of the first vehicle part.
The crane 11 is rotatably secured to the chassis 13 in such a manner that it can be rotated in relation to the chassis about a vertical axis of rotation. In this case, the crane 11 is with ad-vantage secured to a rear chassis part 13 provided with wheels, which is articulately connected to a front chassis part 13a pro-vided with wheels, to which the driver's cab 12 is secured.
With respect to the chassis, wheel suspensions etc of the vehi-cle parts, a vehicle according to the present invention may of course also have other designs than shown in the appended drawings.
The link arrangement 50 comprises several mutually articulated links 51-54, which are rotatable in relation to each other and in relation to said vehicle parts 10, 20 through a number of joints L1-L5. The first vehicle part 10 is articulately connected to the second vehicle part 20 through these links 51-54 and the links are arranged to allow the two vehicle parts 10, 20 to move in relation to each other in such a manner that they are mutually movable to and fro between at least a first mutual position (see Figs 1, 3, 7 and 8), in which the first vehicle part 10 is located directly in front of the second vehicle part 20, and a second mutual position (see Figs 2 and 9), in which the first vehicle part 10 is located alongside of the second vehicle part 20 on an elective side thereof, while the two vehicle parts 10, 20 remain mechanically connected to each other through the link arrangement 50 during the movements between these mutual positions. Said vehicle parts 10, 20 may consequently assume a position in alignment with each other and from this position be brought into a position where they are located out of alignment with each other and in parallel or at least essentially in parallel with each other. When the vehicle travels to a harvesting location (see Figs 1 and 7) or from a harvesting location (see Fig 3), the two vehicle parts 10, 20 are in said first mutual position with the second vehicle part following the first vehicle part. This mutual position may consequently be considered to constitute the transport position of the vehicle. During work on a harvesting location, the first vehicle part 10 can be made to assume a working position in relation to the second vehicle part 20 which is suitable for the working operation in question, for instance a position essentially in parallel with the second vehicle part as illustrated in Figs 2 and 9.
The link arrangement 50 comprises several mutually articulated links 51-54, which are rotatable in relation to each other and in relation to said vehicle parts 10, 20 through a number of joints L1-L5. The first vehicle part 10 is articulately connected to the second vehicle part 20 through these links 51-54 and the links are arranged to allow the two vehicle parts 10, 20 to move in relation to each other in such a manner that they are mutually movable to and fro between at least a first mutual position (see Figs 1, 3, 7 and 8), in which the first vehicle part 10 is located directly in front of the second vehicle part 20, and a second mutual position (see Figs 2 and 9), in which the first vehicle part 10 is located alongside of the second vehicle part 20 on an elective side thereof, while the two vehicle parts 10, 20 remain mechanically connected to each other through the link arrangement 50 during the movements between these mutual positions. Said vehicle parts 10, 20 may consequently assume a position in alignment with each other and from this position be brought into a position where they are located out of alignment with each other and in parallel or at least essentially in parallel with each other. When the vehicle travels to a harvesting location (see Figs 1 and 7) or from a harvesting location (see Fig 3), the two vehicle parts 10, 20 are in said first mutual position with the second vehicle part following the first vehicle part. This mutual position may consequently be considered to constitute the transport position of the vehicle. During work on a harvesting location, the first vehicle part 10 can be made to assume a working position in relation to the second vehicle part 20 which is suitable for the working operation in question, for instance a position essentially in parallel with the second vehicle part as illustrated in Figs 2 and 9.
The link arrangement 50 which connects the two vehicle parts 10, 20 may of course be designed in many different ways. The essential thing is that it allows the above-mentioned movability between the vehicle parts 10, 20 in such a manner that the first vehicle part 10 may assume a suitable working position in rela-tion to the second vehicle part 20, in which working position the second vehicle part 20 is suitably positioned with respect to the reach of the crane 11 of the first vehicle part and in which the intended working area is not blocked for the vehicle driver by the second vehicle part 20 or any possible pieces of timber loaded in the cargo space 22.
In the illustrated embodiments, the link arrangement 50 com-prises (see Figs 6 and 10):
- a first joint L1 forming a first vertical axis of rotation V1, - a second joint L2 forming a first horizontal axis of rotation H1 extending crosswise to the longitudinal direction of the link ar-rangement, - a third joint L3 forming a second horizontal axis of rotation H2 extending crosswise to the longitudinal direction of the link ar-rangement, - a fourth joint L4 forming a second vertical axis of rotation V2, and - a fifth joint L5 forming a third horizontal axis of rotation H3 extending in the longitudinal direction of the link arrangement.
These joints L1-L5 are arranged in series with each other along the link arrangement between the first vehicle part 10 and the second vehicle part 20 in such a manner that these vehicle parts are mutually turnable through these joints.
In the illustrated embodiments, the link arrangement 50 com-prises a first link 51 which is attached to the first vehicle part 10 through the first joint L1, the first vehicle part 10 and this link 51 being rotatable in relation to each other about the vertical axis of rotation V1 formed by the first joint L1. This link 51 is in the illustrated examples arranged to run freely in relation to the first vehicle part 10 about the vertical axis of rotation V1 formed by the first joint L1. In the embodiment illustrated in Figs 1-3 and Fig 6, the first link 51 consists of an annular element which is rotatably mounted to the above-mentioned roller swing bearing 14 in such a manner that the link 51 is rotatable in relation to the driver's cab 12 and the chassis 13 of the first vehicle part about the roller swing bearing. In the embodiments illustrated in Figs 7-10, the first link 51 consists of an elongated element which is rotatably mounted to the rear end of the chassis 13 of the first vehicle part.
The first link 51 is articulately connected to a second link 52 of the link arrangement through the second joint L2 in such a manner that these two links 51, 52 are freely rotatable in relation to each other between two predetermined end positions about the horizontal axis of rotation H I formed by the second joint L2. In the illustrated embodiments, the second link 52 consists of an elongated beam which in its longitudinal direction is shaped like an inverted U with an upper essentially horizontally extending central section and from a respective end of the central section downwardly and obliquely outwardly extending end sections. The second link 52 is in its turn articulately connected to a third link 53 of the link arrangement through the third joint L3 in such a manner that these two links 52, 53 under the control of a force member 55 extending between them, preferably in the form of a hydraulic cylinder, are rotatable in relation to each other about the horizontal axis of rotation H2 formed by the third joint L3. In the illustrated embodiments, the third link 53 consists of a pole-shaped and upright element, which at its lower end is articulately connected to an end of the second link 52 and which at its upper end is attached to said force member 55. This force member 55 has among other things a stabilizing function in certain mutual positions between the two vehicle parts 10, 20 and will also make possible a regulation of the mutual inclination of these vehicle parts and a regulation of the ground clearance of the link arrangement.
The elongated beam forming the second link 52 suitably has an 5 internal space, through which conduits for conveying electric current and/or hydraulic fluid and/or signals between the two ve-hicle parts 10, 20 extend. In the embodiment illustrated in Figs 1-3 and Fig 6, the elongated beam 52 is arranged to extend over a rear hood 16 of the first vehicle part 10 when the first vehicle 10 part is located directly in front of the second vehicle part 20, this beam forming a mechanical protection for the hood 16. On the part of the beam 52 extending above the hood 16, i.e. on the central section of the beam, an upwardly protruding stop mem-ber 57 is suitably arranged in order to prevent possible pieces of 15 timber, which during a transport slide off from the cargo space 22 of the second vehicle part in the direction towards the first vehicle part 10, from hitting the driver's cab 12. The vertical distance between the second link 52 and the hood 16 of the first vehicle part may be adjusted by regulating the force member 55.
The third link 53 is in its turn articulately connected to a fourth link 54 of the link arrangement through the fourth joint L4 in such a manner that these two links 53, 54 under the control of a force member 56 (see Fig 10) extending between them, prefera-bly in the form of a hydraulic cylinder, are rotatable in relation to each other about the vertical axis of rotation V2 formed by the fourth joint L4. In the illustrated embodiments, the pole-shaped and upright element forming the third link 53 is at its lower end articulately connected to the fourth link 54. In certain situations, the force member 56 may be arranged to allow the third link 53 and the fourth link 54 to be rotated freely in relation to each other about the vertical axis of rotation V2 between two prede-termined end positions. In other situations, it may however be favourable to actively control the rotary position between these links 53, 54 by means of the force member 56, for instance in order to secure a good tracking when the vehicle 1, 1' travels with the vehicle parts 10, 20 in transport position, i.e. with the second vehicle part 20 following the first vehicle part 10, whereby the wheels 25 of the second vehicle part 20 with good accuracy can be made to follow in the wheel tracks from the wheels 15 of the first vehicle part 10 so as to thereby reduce the rolling resistance during movement and prevent the second ve-hicle part 20 from hitting remaining trees and other possible ob-stacles in the terrain. By actively controlling the rotary position between these links 53, 54 by means of the force member 56, it will also be possible to achieve a controlled steering of the sec-ond vehicle part, 20, for instance during reversing or when the two vehicle parts 10, 20 are propelled alongside of each other.
By means of the force member 56, the positioning of the two ve-hicle parts 10, 20 in relation to each other is also facilitated, for instance when the first vehicle part 10 is to be brought into a position for direct loading of harvested pieces of timber or load-ing of previously harvested pieces of timber into the cargo space 22 of the second vehicle part 20.
The fourth link 54 is attached to the chassis 23 of the second vehicle part through the fifth joint L5, the horizontal axis of rota-tion H3 formed by this fifth joint L5 extending in the longitudinal direction of the chassis 23 of the second vehicle part. The sec-ond vehicle part 20 and the fourth link 54 are rotatable in rela-tion to each other about this horizontal axis of rotation H3 in such a manner that the second vehicle part 20 is rotatable about its longitudinal axis in relation to the link arrangement 50. The second vehicle part 20 is with advantage provided with means (not shown), preferably in the form of a hydraulic cylinder, by means of which the rotary position of the second vehicle part 20 in relation to the fourth link 54 about the horizontal axis of rota-tion H3 is fixable. When the vehicle 1, 1' travels with the vehicle parts 10, 20 in transport position, said means is suitably ar-ranged to allow the fourth link 54 to be rotated freely in relation to the second vehicle part 20 about the horizontal axis of rota-tion H3 between two predetermined end positions. During turn-ing of the vehicle 1, 1' or when the two vehicle parts 10, 20 are propelled alongside of each other, it may in certain situations be favourable to fix the rotary position of the fourth link 54 in rela-tion to the second vehicle part 20.
The vehicle 1, 1' of the invention comprises one or several driv-ing members (not shown) in the first vehicle part 10, by means of which the wheels 15 of the first vehicle part may be rotated in a desired direction for propelling this vehicle part. Furthermore, the vehicle comprises one or several driving members 24 in the second vehicle part 20, by means of which the wheels 25 of the second vehicle part may be rotated in a desired direction for propelling this vehicle part. The driving members of the first vehicle part and the driving members 24 of the second vehicle part are reversible and drivable in mutually different directions independently of each other in such a manner that the propelling direction of the driving members 24 of the second vehicle part can be shifted independently of the propelling direction of the driving members of the first vehicle part. The respective driving member of the vehicle parts suitably consists of a hydraulic motor, in which case the driving members 24 of the second vehicle part is suitably supplied with hydraulic fluid from a hydraulic pump arranged in the first vehicle part 10. From this hydraulic pump pressurized hydraulic fluid is conveyed to the driving members 24 through a hydraulic block 26 comprising valves for controlling the hydraulic flow to the driving members 24. An electronic control unit 27 is connected to the hydraulic block 26 in order to control this in such a manner that the driv-ing members 24 and thereby the wheel 25 are made to rotate in the desired direction. The driving members 24 of the second ve-hicle part and 20 possibly also the driving members of the first vehicle part 10 could alternatively consist of electric motors.
Breaks are with advantage integrated in the driving members of the first vehicle part and the driving members 24 of the second vehicle part. One vehicle part 10, 20 may be provided with a common driving member 24 for two adjacent wheels of the vehi-cle part, as illustrated in Fig 11, or one single common driving member for all the wheels of the vehicle part. Alternatively, each wheel of a vehicle part may be provided with its own driving member. The driving members are suitably designed to allow skid steering of the respective vehicle part 10, 20.
In the embodiment illustrated in Figs 1-3 and Fig 6, the load car-rier 21 is rotatable in relation to the chassis 23 of the second vehicle part about a vertical axis of rotation V3 in order to fa-cilitate a positioning of the load carrier 21 in such a position in relation to the first vehicle part 10 (see Fig 2) that direct loading can be performed, which implies that pieces of timber 60 which are cut off from a tree held by the harvesting unit 40 are made to drop down directly into the cargo space 22. The cargo carrier 21 is suitably mounted to the chassis 23 through a turnplate 28 and the rotary position of the cargo carrier 21 in relation to the chassis 23 is regulated by means of a force member (not shown). The cargo carrier 21 is suitably all-round swivelling so that it can be directly loaded from two different directions, which creates good possibilities to arrange the cargo in such a manner that the centre of gravity of the cargo gets as close to the axis of rotation V3 of the cargo carrier as possible. The cargo carrier 21 is provided with vertical cargo supporting poles 29 in order to laterally support pieces of timber loaded into the cargo space 22. These cargo supporting poles 29 may with advantage be telescopically extendable in order to allow an adjustment of their length. Furthermore, the cargo supporting poles 29 are suitably displaceable laterally, i.e. in the cross-direction of the cargo space, so that the width of the cargo space may be optimized in dependence of the density of the timber. Furthermore, one or several of the cargo supporting poles 29 could be foldable in or-der to facilitate the unloading of cargo from the cargo space 22.
In the embodiment illustrated in Figs 1-3, the cargo carrier 21 has a foldable cargo gate 30 at one end of the cargo space. This cargo gate 30 can by means of a force member (not shown), preferably in the form of a hydraulic cylinder, be folded down in order to facilitate loading of pieces of timber into the cargo space, as illustrated in Fig 2. In Fig 2, the cargo gate 30 is il-lustrated folded down in about 90 degrees from the upright posi-tion to an essentially horizontal position, but the cargo gate is however with advantage foldable in about 180 degrees from the upright position, i.e. to an essentially vertically downwards di-rected position. During transport, the cargo gate 30 may be folded up in order to support in the longitudinal direction pieces of timber that have been loaded into the cargo space 22. The cargo carrier 21 is with advantage also provided with a foldable cargo gate 31 at the opposite end of the cargo space. During direct loading of pieces of timber in the form of logs, the cargo gates 30, 31 may from an initial folded-down position be folded up by means of its force members, for instance after the place-ment of two initial layers of logs in the cargo space 22, so as to thereby level the ends of the logs.
In the embodiments illustrated in Figs 7-10, also the first vehicle part 10 is provided with a cargo space 17 for receiving and transporting pieces of timber obtained from felling of trees. This cargo space 17 is provided with vertical cargo supporting poles 18 in order to laterally support pieces of timber loaded into the cargo space 17.
It is also possible to provide a cargo space of a vehicle accord-ing to the invention with a wood chipper and/or a chip bin.
When the vehicle of the invention comprises a unit for felling trees, the vehicle is suitably provided with a harvesting unit 40 of the type illustrated in Figs 4 and 5. This harvesting unit 40 comprises a first part 41a provided with gripping members 42 for holding trees or pieces of timber, and a second part 41b pro-vided with feeding members 43 for advancing a tree held by the gripping members and a cutting device 44, for instance with a saw blade or saw chain 45, for felling a tree and cutting a felled tree into separate pieces of timber. The second part 41b is ar-ticulately connected to the first part 41a through a joint 48 in such a manner that the second part can be rotated in relation to the first part to and fro between a fold-down active position (see Fig 4), in which said feeding members and cutting device 44 are 5 in position for advancing and cutting a tree held by the gripping members 42 of the first part, and a fold-up inactive position (see Fig 5), in which said feeding members 43 and cutting device 44 are not in position for advancing and cutting a tree held by the gripping members 42 of the first part. The manoeuvring from the 10 fold-down position to the fold-up position and vice versa is car-ried out by mean,s of a force member 46 in the form of a hydrau-lic cylinder, which is arranged between the two parts 41 a, 41b.
With the second part 41b in the fold-up position, this harvesting unit 40 is well suited to be used for gripping and lifting pieces of 15 timber in connection with unloading of pieces of timber from the cargo space 22 or cargo spaces 17, 22 of the vehicle.
The harvesting unit 40 illustrated in Figs 4 and 5 constitutes a so-called one grip harvesting unit, i.e. a unit configured to grip a 20 standing tree by means of gripping members 42, cut it by means of a cutting device 44, lay the tree down and then by means of feeding members 43 drive the tree trunk through the unit 40 while simultaneously branching the tree trunk by means of branching members 47, which are here arranged on the gripping members 42. In the shown example, the unit 40 comprises feeding members 43 consisting of two rotatably driven feed rollers which are arranged to come into engagement with the tree on opposite sides thereof.
A harvesting unit of the type illustrated in Figs 4 and 5 is pro-vided by the company Konrad Forsttechnik GmbH under the name WOODY and is for instance described in the German patent document DE 41 22 735 Al.
The above-mentioned force members of the vehicle parts 10, 20 and the link arrangement 50 are suitably controlled by means of an electronic control unit under the control of a suitably config-ured control program, for instance in such a manner that all the functions of the vehicle parts and the link arrangement can be controlled by the vehicle driver from the driver's cab 12.
The link arrangement 50 is with advantage releasably attached to the first vehicle part 10 so that the second vehicle part 20, when need arises, can be uncoupled from the first vehicle part.
It is possible to produce a vehicle according to the present in-vention by supplementing an existing harvester or forwarder with a link arrangement 50 and a cargo wagon 20 of the above-de-scribed type. Alternatively, the entire vehicle may of course be produced by new production.
The invention is of course not in any way limited to the preferred embodiments described above. On the contrary, several possi-bilities to modifications thereof should be apparent to a person skilled in the art without thereby deviating from the basic idea of the invention as defined in the appended claims.
In the illustrated embodiments, the link arrangement 50 com-prises (see Figs 6 and 10):
- a first joint L1 forming a first vertical axis of rotation V1, - a second joint L2 forming a first horizontal axis of rotation H1 extending crosswise to the longitudinal direction of the link ar-rangement, - a third joint L3 forming a second horizontal axis of rotation H2 extending crosswise to the longitudinal direction of the link ar-rangement, - a fourth joint L4 forming a second vertical axis of rotation V2, and - a fifth joint L5 forming a third horizontal axis of rotation H3 extending in the longitudinal direction of the link arrangement.
These joints L1-L5 are arranged in series with each other along the link arrangement between the first vehicle part 10 and the second vehicle part 20 in such a manner that these vehicle parts are mutually turnable through these joints.
In the illustrated embodiments, the link arrangement 50 com-prises a first link 51 which is attached to the first vehicle part 10 through the first joint L1, the first vehicle part 10 and this link 51 being rotatable in relation to each other about the vertical axis of rotation V1 formed by the first joint L1. This link 51 is in the illustrated examples arranged to run freely in relation to the first vehicle part 10 about the vertical axis of rotation V1 formed by the first joint L1. In the embodiment illustrated in Figs 1-3 and Fig 6, the first link 51 consists of an annular element which is rotatably mounted to the above-mentioned roller swing bearing 14 in such a manner that the link 51 is rotatable in relation to the driver's cab 12 and the chassis 13 of the first vehicle part about the roller swing bearing. In the embodiments illustrated in Figs 7-10, the first link 51 consists of an elongated element which is rotatably mounted to the rear end of the chassis 13 of the first vehicle part.
The first link 51 is articulately connected to a second link 52 of the link arrangement through the second joint L2 in such a manner that these two links 51, 52 are freely rotatable in relation to each other between two predetermined end positions about the horizontal axis of rotation H I formed by the second joint L2. In the illustrated embodiments, the second link 52 consists of an elongated beam which in its longitudinal direction is shaped like an inverted U with an upper essentially horizontally extending central section and from a respective end of the central section downwardly and obliquely outwardly extending end sections. The second link 52 is in its turn articulately connected to a third link 53 of the link arrangement through the third joint L3 in such a manner that these two links 52, 53 under the control of a force member 55 extending between them, preferably in the form of a hydraulic cylinder, are rotatable in relation to each other about the horizontal axis of rotation H2 formed by the third joint L3. In the illustrated embodiments, the third link 53 consists of a pole-shaped and upright element, which at its lower end is articulately connected to an end of the second link 52 and which at its upper end is attached to said force member 55. This force member 55 has among other things a stabilizing function in certain mutual positions between the two vehicle parts 10, 20 and will also make possible a regulation of the mutual inclination of these vehicle parts and a regulation of the ground clearance of the link arrangement.
The elongated beam forming the second link 52 suitably has an 5 internal space, through which conduits for conveying electric current and/or hydraulic fluid and/or signals between the two ve-hicle parts 10, 20 extend. In the embodiment illustrated in Figs 1-3 and Fig 6, the elongated beam 52 is arranged to extend over a rear hood 16 of the first vehicle part 10 when the first vehicle 10 part is located directly in front of the second vehicle part 20, this beam forming a mechanical protection for the hood 16. On the part of the beam 52 extending above the hood 16, i.e. on the central section of the beam, an upwardly protruding stop mem-ber 57 is suitably arranged in order to prevent possible pieces of 15 timber, which during a transport slide off from the cargo space 22 of the second vehicle part in the direction towards the first vehicle part 10, from hitting the driver's cab 12. The vertical distance between the second link 52 and the hood 16 of the first vehicle part may be adjusted by regulating the force member 55.
The third link 53 is in its turn articulately connected to a fourth link 54 of the link arrangement through the fourth joint L4 in such a manner that these two links 53, 54 under the control of a force member 56 (see Fig 10) extending between them, prefera-bly in the form of a hydraulic cylinder, are rotatable in relation to each other about the vertical axis of rotation V2 formed by the fourth joint L4. In the illustrated embodiments, the pole-shaped and upright element forming the third link 53 is at its lower end articulately connected to the fourth link 54. In certain situations, the force member 56 may be arranged to allow the third link 53 and the fourth link 54 to be rotated freely in relation to each other about the vertical axis of rotation V2 between two prede-termined end positions. In other situations, it may however be favourable to actively control the rotary position between these links 53, 54 by means of the force member 56, for instance in order to secure a good tracking when the vehicle 1, 1' travels with the vehicle parts 10, 20 in transport position, i.e. with the second vehicle part 20 following the first vehicle part 10, whereby the wheels 25 of the second vehicle part 20 with good accuracy can be made to follow in the wheel tracks from the wheels 15 of the first vehicle part 10 so as to thereby reduce the rolling resistance during movement and prevent the second ve-hicle part 20 from hitting remaining trees and other possible ob-stacles in the terrain. By actively controlling the rotary position between these links 53, 54 by means of the force member 56, it will also be possible to achieve a controlled steering of the sec-ond vehicle part, 20, for instance during reversing or when the two vehicle parts 10, 20 are propelled alongside of each other.
By means of the force member 56, the positioning of the two ve-hicle parts 10, 20 in relation to each other is also facilitated, for instance when the first vehicle part 10 is to be brought into a position for direct loading of harvested pieces of timber or load-ing of previously harvested pieces of timber into the cargo space 22 of the second vehicle part 20.
The fourth link 54 is attached to the chassis 23 of the second vehicle part through the fifth joint L5, the horizontal axis of rota-tion H3 formed by this fifth joint L5 extending in the longitudinal direction of the chassis 23 of the second vehicle part. The sec-ond vehicle part 20 and the fourth link 54 are rotatable in rela-tion to each other about this horizontal axis of rotation H3 in such a manner that the second vehicle part 20 is rotatable about its longitudinal axis in relation to the link arrangement 50. The second vehicle part 20 is with advantage provided with means (not shown), preferably in the form of a hydraulic cylinder, by means of which the rotary position of the second vehicle part 20 in relation to the fourth link 54 about the horizontal axis of rota-tion H3 is fixable. When the vehicle 1, 1' travels with the vehicle parts 10, 20 in transport position, said means is suitably ar-ranged to allow the fourth link 54 to be rotated freely in relation to the second vehicle part 20 about the horizontal axis of rota-tion H3 between two predetermined end positions. During turn-ing of the vehicle 1, 1' or when the two vehicle parts 10, 20 are propelled alongside of each other, it may in certain situations be favourable to fix the rotary position of the fourth link 54 in rela-tion to the second vehicle part 20.
The vehicle 1, 1' of the invention comprises one or several driv-ing members (not shown) in the first vehicle part 10, by means of which the wheels 15 of the first vehicle part may be rotated in a desired direction for propelling this vehicle part. Furthermore, the vehicle comprises one or several driving members 24 in the second vehicle part 20, by means of which the wheels 25 of the second vehicle part may be rotated in a desired direction for propelling this vehicle part. The driving members of the first vehicle part and the driving members 24 of the second vehicle part are reversible and drivable in mutually different directions independently of each other in such a manner that the propelling direction of the driving members 24 of the second vehicle part can be shifted independently of the propelling direction of the driving members of the first vehicle part. The respective driving member of the vehicle parts suitably consists of a hydraulic motor, in which case the driving members 24 of the second vehicle part is suitably supplied with hydraulic fluid from a hydraulic pump arranged in the first vehicle part 10. From this hydraulic pump pressurized hydraulic fluid is conveyed to the driving members 24 through a hydraulic block 26 comprising valves for controlling the hydraulic flow to the driving members 24. An electronic control unit 27 is connected to the hydraulic block 26 in order to control this in such a manner that the driv-ing members 24 and thereby the wheel 25 are made to rotate in the desired direction. The driving members 24 of the second ve-hicle part and 20 possibly also the driving members of the first vehicle part 10 could alternatively consist of electric motors.
Breaks are with advantage integrated in the driving members of the first vehicle part and the driving members 24 of the second vehicle part. One vehicle part 10, 20 may be provided with a common driving member 24 for two adjacent wheels of the vehi-cle part, as illustrated in Fig 11, or one single common driving member for all the wheels of the vehicle part. Alternatively, each wheel of a vehicle part may be provided with its own driving member. The driving members are suitably designed to allow skid steering of the respective vehicle part 10, 20.
In the embodiment illustrated in Figs 1-3 and Fig 6, the load car-rier 21 is rotatable in relation to the chassis 23 of the second vehicle part about a vertical axis of rotation V3 in order to fa-cilitate a positioning of the load carrier 21 in such a position in relation to the first vehicle part 10 (see Fig 2) that direct loading can be performed, which implies that pieces of timber 60 which are cut off from a tree held by the harvesting unit 40 are made to drop down directly into the cargo space 22. The cargo carrier 21 is suitably mounted to the chassis 23 through a turnplate 28 and the rotary position of the cargo carrier 21 in relation to the chassis 23 is regulated by means of a force member (not shown). The cargo carrier 21 is suitably all-round swivelling so that it can be directly loaded from two different directions, which creates good possibilities to arrange the cargo in such a manner that the centre of gravity of the cargo gets as close to the axis of rotation V3 of the cargo carrier as possible. The cargo carrier 21 is provided with vertical cargo supporting poles 29 in order to laterally support pieces of timber loaded into the cargo space 22. These cargo supporting poles 29 may with advantage be telescopically extendable in order to allow an adjustment of their length. Furthermore, the cargo supporting poles 29 are suitably displaceable laterally, i.e. in the cross-direction of the cargo space, so that the width of the cargo space may be optimized in dependence of the density of the timber. Furthermore, one or several of the cargo supporting poles 29 could be foldable in or-der to facilitate the unloading of cargo from the cargo space 22.
In the embodiment illustrated in Figs 1-3, the cargo carrier 21 has a foldable cargo gate 30 at one end of the cargo space. This cargo gate 30 can by means of a force member (not shown), preferably in the form of a hydraulic cylinder, be folded down in order to facilitate loading of pieces of timber into the cargo space, as illustrated in Fig 2. In Fig 2, the cargo gate 30 is il-lustrated folded down in about 90 degrees from the upright posi-tion to an essentially horizontal position, but the cargo gate is however with advantage foldable in about 180 degrees from the upright position, i.e. to an essentially vertically downwards di-rected position. During transport, the cargo gate 30 may be folded up in order to support in the longitudinal direction pieces of timber that have been loaded into the cargo space 22. The cargo carrier 21 is with advantage also provided with a foldable cargo gate 31 at the opposite end of the cargo space. During direct loading of pieces of timber in the form of logs, the cargo gates 30, 31 may from an initial folded-down position be folded up by means of its force members, for instance after the place-ment of two initial layers of logs in the cargo space 22, so as to thereby level the ends of the logs.
In the embodiments illustrated in Figs 7-10, also the first vehicle part 10 is provided with a cargo space 17 for receiving and transporting pieces of timber obtained from felling of trees. This cargo space 17 is provided with vertical cargo supporting poles 18 in order to laterally support pieces of timber loaded into the cargo space 17.
It is also possible to provide a cargo space of a vehicle accord-ing to the invention with a wood chipper and/or a chip bin.
When the vehicle of the invention comprises a unit for felling trees, the vehicle is suitably provided with a harvesting unit 40 of the type illustrated in Figs 4 and 5. This harvesting unit 40 comprises a first part 41a provided with gripping members 42 for holding trees or pieces of timber, and a second part 41b pro-vided with feeding members 43 for advancing a tree held by the gripping members and a cutting device 44, for instance with a saw blade or saw chain 45, for felling a tree and cutting a felled tree into separate pieces of timber. The second part 41b is ar-ticulately connected to the first part 41a through a joint 48 in such a manner that the second part can be rotated in relation to the first part to and fro between a fold-down active position (see Fig 4), in which said feeding members and cutting device 44 are 5 in position for advancing and cutting a tree held by the gripping members 42 of the first part, and a fold-up inactive position (see Fig 5), in which said feeding members 43 and cutting device 44 are not in position for advancing and cutting a tree held by the gripping members 42 of the first part. The manoeuvring from the 10 fold-down position to the fold-up position and vice versa is car-ried out by mean,s of a force member 46 in the form of a hydrau-lic cylinder, which is arranged between the two parts 41 a, 41b.
With the second part 41b in the fold-up position, this harvesting unit 40 is well suited to be used for gripping and lifting pieces of 15 timber in connection with unloading of pieces of timber from the cargo space 22 or cargo spaces 17, 22 of the vehicle.
The harvesting unit 40 illustrated in Figs 4 and 5 constitutes a so-called one grip harvesting unit, i.e. a unit configured to grip a 20 standing tree by means of gripping members 42, cut it by means of a cutting device 44, lay the tree down and then by means of feeding members 43 drive the tree trunk through the unit 40 while simultaneously branching the tree trunk by means of branching members 47, which are here arranged on the gripping members 42. In the shown example, the unit 40 comprises feeding members 43 consisting of two rotatably driven feed rollers which are arranged to come into engagement with the tree on opposite sides thereof.
A harvesting unit of the type illustrated in Figs 4 and 5 is pro-vided by the company Konrad Forsttechnik GmbH under the name WOODY and is for instance described in the German patent document DE 41 22 735 Al.
The above-mentioned force members of the vehicle parts 10, 20 and the link arrangement 50 are suitably controlled by means of an electronic control unit under the control of a suitably config-ured control program, for instance in such a manner that all the functions of the vehicle parts and the link arrangement can be controlled by the vehicle driver from the driver's cab 12.
The link arrangement 50 is with advantage releasably attached to the first vehicle part 10 so that the second vehicle part 20, when need arises, can be uncoupled from the first vehicle part.
It is possible to produce a vehicle according to the present in-vention by supplementing an existing harvester or forwarder with a link arrangement 50 and a cargo wagon 20 of the above-de-scribed type. Alternatively, the entire vehicle may of course be produced by new production.
The invention is of course not in any way limited to the preferred embodiments described above. On the contrary, several possi-bilities to modifications thereof should be apparent to a person skilled in the art without thereby deviating from the basic idea of the invention as defined in the appended claims.
Claims (15)
1. A vehicle for felling trees and/or transporting pieces of timber, comprising a first vehicle part (10) provided with a unit (40; 40') for felling trees and/or loading pieces of timber and a second vehicle part (20) provided with a cargo carrier (21) forming a cargo space (22) for receiving and transporting pieces of timber, the first vehicle part (10) being mechanically connected to the second vehicle part (20) through a link arrangement (50), characterized in that the link arrangement (50) comprises several mutually articulated links (51-54), through which the first vehicle part (10) is articulately connected to the second vehicle part (20) and which are arranged to allow said vehicle parts (10, 20) to move in relation to each other in such a manner that they are mutually movable to and fro between at least a first mutual position, in which the first vehicle part (10) is located directly in front of the second vehicle part (20), and a second mutual position, in which the first vehicle part (10) is located alongside of the second vehicle part (20) on an elective side thereof, while these vehicle parts (10, 20) remain mechanically connected to each other through the link arrangement (50).
2. A vehicle according to claim 1, characterized in:
- that the vehicle (1; 1') comprises one or more first driving members in the first vehicle part (10) for propelling this first ve-hicle part, and one or more second driving members in the sec-ond vehicle part (20) for propelling this second vehicle part; and - that said first and second driving members are reversible and drivable in mutually opposite directions independently of each other so that the propelling direction of said one or more second driving members (24) can be shifted independently of the pro-pelling direction of said one or more first driving members.
- that the vehicle (1; 1') comprises one or more first driving members in the first vehicle part (10) for propelling this first ve-hicle part, and one or more second driving members in the sec-ond vehicle part (20) for propelling this second vehicle part; and - that said first and second driving members are reversible and drivable in mutually opposite directions independently of each other so that the propelling direction of said one or more second driving members (24) can be shifted independently of the pro-pelling direction of said one or more first driving members.
3. A vehicle according to claim 1 or 2, characterized in:
- that the first vehicle part (10) is provided with a driver's cab (12), which is secured to a chassis (13) of the first vehicle part (10) through a roller swing bearing (14) forming an axis of rotation (V1), about which the driver's cab (12) is rotatable in relation to this chassis (13); and - that one (51) of said links of the link arrangement (50) is ro-tatable in relation to the driver's cab (12) and the chassis (13) of the first vehicle part about the axis or rotation formed by this roller swing bearing (14).
- that the first vehicle part (10) is provided with a driver's cab (12), which is secured to a chassis (13) of the first vehicle part (10) through a roller swing bearing (14) forming an axis of rotation (V1), about which the driver's cab (12) is rotatable in relation to this chassis (13); and - that one (51) of said links of the link arrangement (50) is ro-tatable in relation to the driver's cab (12) and the chassis (13) of the first vehicle part about the axis or rotation formed by this roller swing bearing (14).
4. A vehicle according to any of claims 1-3, characterized in that the link arrangement (50) comprises:
- a first joint (L1) forming a first vertical axis of rotation (Vi), - a second joint (L2) forming a first horizontal axis of rotation (H1) extending crosswise to the longitudinal direction of the link arrangement, - a third joint (L3) forming a second horizontal axis of rotation (H2) extending crosswise to the longitudinal direction of the link arrangement, - a fourth joint (L4) forming a second vertical axis of rotation (V2), and - a fifth joint (L5) forming a third horizontal axis of rotation (H3) extending in the longitudinal direction of the link arrangement, these joints (L1-L5) being arranged in series with each other between the first vehicle part (10) and the second vehicle part (20) in such a manner that these vehicle parts are mutually turnable through these joints.
- a first joint (L1) forming a first vertical axis of rotation (Vi), - a second joint (L2) forming a first horizontal axis of rotation (H1) extending crosswise to the longitudinal direction of the link arrangement, - a third joint (L3) forming a second horizontal axis of rotation (H2) extending crosswise to the longitudinal direction of the link arrangement, - a fourth joint (L4) forming a second vertical axis of rotation (V2), and - a fifth joint (L5) forming a third horizontal axis of rotation (H3) extending in the longitudinal direction of the link arrangement, these joints (L1-L5) being arranged in series with each other between the first vehicle part (10) and the second vehicle part (20) in such a manner that these vehicle parts are mutually turnable through these joints.
5. A vehicle according to claim 4, characterized in that the link arrangement (50) comprises a link (54) which is attached to the second vehicle part (20) through said fifth joint (L5), the hori-zontal axis of rotation (H3) formed by this fifth joint (L5) ex-tending in the longitudinal direction of the second vehicle part (20), and the second vehicle part (20) and this link (54) of the link arrangement being rotatable in relation to each other about this horizontal axis of rotation (H3).
6. A vehicle according to claim 5, characterized in that the sec-ond vehicle part (20) is provided with means, preferably in the form of a hydraulic cylinder, by means of which the rotary posi-tion of the second vehicle part (20) in relation to the last-men-tioned link (54) of the link arrangement about the horizontal axis of rotation (H3) formed by the fifth joint (L5) is fixable.
7. A vehicle according to any of claims 4-6, characterized in that the link arrangement (50) comprises a link (51), which is attached to the first vehicle part (10) through said first joint (L1), the first vehicle part (10) and this link (51) of the link arrangement being rotatable in relation to each other about the vertical axis of rotation (V1) formed by the first joint (L1).
8. A vehicle according to claim 7, characterized in that the last-mentioned link (51) of the link arrangement is arranged to run freely in relation to the first vehicle part (10) about the vertical axis of rotation (V1) formed by the first joint (L1).
9. A vehicle according to any of claims 4-8, characterized in that the link arrangement (50) comprises two links (51, 52) which are connected to each other through the second joint (L2) in such a manner that these two links (51, 52) are rotatable in relation to each other about the horizontal axis of rotation (H1) formed by the second joint (L2).
10. A vehicle according to any of claims 4-9, characterized in that the link arrangement (50) comprises two links (52, 53) which are connected to each other through the third joint (L3) in such a manner that these two links (52, 53), under the control of a force member (55) extending between them, preferably in the form of a hydraulic cylinder, are rotatable in relation to each other about the horizontal axis of rotation (H2) formed by the third joint (L3).
11. A vehicle according to any of claims 4-10, characterized in that the link arrangement (50) comprises two links (53, 54) which are connected to each other through the fourth joint (L4) in such a manner that these two links (53, 54), under the control of a force member (56) extending between them, preferably in the form of a hydraulic cylinder, are rotatable in relation to each other about the vertical axis of rotation (V2) formed by the fourth joint (L4).
12. A vehicle according to any of claims 1-11, characterized in that the link arrangement (50) comprises an elongated beam (52) which is arranged to extend over a rear hood (16) of the first vehicle part (10) when the first vehicle part (10) is located directly in front of the second vehicle part (20), this beam (52) forming a mechanical protection for this hood (16).
13. A vehicle according to any of claims 1-12, characterized in that the link arrangement (50) comprises an elongated beam (52) with an internal space, through which conduits for convey-ing electric current and/or hydraulic fluid and/or signals between said vehicle parts (10, 20) extend.
14. A vehicle according to any of claims 1-13, characterized in that the vehicle (1) constitutes a combined harvester-forwarder, the unit (40) of the first vehicle part (10) constituting a harvest-ing unit for felling trees.
15. A vehicle according to any of claims 1-13, characterized in that the vehicle (1') constitutes a forwarder, the first vehicle part (10) being provided with a cargo space (17) for receiving and transporting pieces of timber.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/SE2007/050068 WO2008097146A1 (en) | 2007-02-05 | 2007-02-05 | Vehicle for felling trees and/or transport of pieces of timber |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2677080A1 true CA2677080A1 (en) | 2008-08-14 |
| CA2677080C CA2677080C (en) | 2016-04-05 |
Family
ID=39681938
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2677080A Expired - Fee Related CA2677080C (en) | 2007-02-05 | 2007-02-05 | Vehicle for felling trees and/or transport of pieces of timber |
Country Status (3)
| Country | Link |
|---|---|
| CA (1) | CA2677080C (en) |
| SE (1) | SE533130C2 (en) |
| WO (1) | WO2008097146A1 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FI124208B (en) * | 2010-02-24 | 2014-05-15 | Sandvik Mining & Constr Oy | Transport device suitable for transporting broken rock material and trailer thereto |
| FI123820B (en) * | 2011-02-25 | 2013-11-15 | Ponsse Oyj | Chassis and device in vehicle or in appliance |
| EP2704941B1 (en) * | 2011-05-06 | 2016-02-24 | Volvo Construction Equipment AB | A method for controlling a working machine, and a working machine |
| WO2014133435A1 (en) * | 2013-02-26 | 2014-09-04 | Jlo Development Ab | A system for the processing and transport of forestry material and a terrain-going vehicle combination with a crane |
| FI12142U1 (en) * | 2017-05-12 | 2018-09-14 | Idea Keksi Oy | Multi-function work machine |
| EP3401447B1 (en) * | 2017-05-12 | 2021-01-20 | Idea - Keksi Oy | Machine moving with chain tracks |
| CN107554381B (en) * | 2017-09-30 | 2024-03-08 | 湖南三一快而居住宅工业有限公司 | Transport vehicle and transport vehicle |
| SE543821C2 (en) * | 2019-06-12 | 2021-08-03 | Logscom Ab | System and procedure for marking pieces of wood |
| SE545069C2 (en) * | 2021-10-21 | 2023-03-21 | Komatsu Forest Ab | Self-driving log forwarder shuttle |
| SE545027C2 (en) * | 2021-10-21 | 2023-02-28 | Komatsu Forest Ab | A harvester configured to charge an electrical energy storage of a coupled shuttle using electrical energy from an electrical energy generator |
| SE2151280A1 (en) * | 2021-10-21 | 2023-03-21 | Komatsu Forest Ab | A forestry system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5261497A (en) * | 1992-04-30 | 1993-11-16 | Deere & Company | Multiple implement hitch and steerable wheel assembly therefor |
| FI98141C (en) * | 1995-12-19 | 1997-04-25 | Timo Markkanen | Mobile crane rack |
-
2007
- 2007-02-05 WO PCT/SE2007/050068 patent/WO2008097146A1/en active Application Filing
- 2007-02-05 CA CA2677080A patent/CA2677080C/en not_active Expired - Fee Related
- 2007-02-05 SE SE0901044A patent/SE533130C2/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| CA2677080C (en) | 2016-04-05 |
| SE0901044L (en) | 2009-07-29 |
| SE533130C2 (en) | 2010-07-06 |
| WO2008097146A1 (en) | 2008-08-14 |
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Legal Events
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| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20190205 |