CH652667A5 - Transport vehicle with an interchangeable body - Google Patents

Abstract

The transport vehicle with a chassis with a changing device and an interchangeable body which can be lowered onto the said device has lifting/lowering cylinder-piston assemblies which are operated in a hydraulic lifting circuit and lower the interchangeable body accompanied by a hydraulic seating pressure and, if appropriate, lift it, and locking elements on the changing device and on the interchangeable body which lock the interchangeable body to the changing device by means of locking travel when the interchangeable body is displaced, and at least one sliding cylinder-piston unit (60, 81) which is operated in a sliding hydraulic circuit and a driver device (119) and a control valve. The sliding-cylinder piston assembly (60, 81) which is attached to the chassis interacts with triggerable securing means (121, 122, 128) during the locking travel, which means (121, 122, 128) secure the seated and locked interchangeable body against unintentional release. The driver device (119) and the sliding rod (81) can have an idle stroke at the start of the locking movement, during which idle stroke the securing means can be released. The securing means have an over-dead-centre mechanism. <IMAGE>

Description

The invention relates to a transport vehicle with a chassis with an exchange device and an exchange structure placed thereon,

- with lifting-lowering-cylinder-piston units operated in a lifting hydraulic circuit, which lower and raise the swap body by means of a hydraulic contact pressure,

With locking elements on the changing device and on the changing body, which interlock with the changing device when the moving body is moved by a locking stroke,

With at least one sliding cylinder-piston unit operated in a sliding hydraulic circuit,

Which, with a push rod head by means of a driving device, shifts the interchangeable body relative to the changing device by means of a hydraulic pushing pressure,

- With a control valve to control the lift-lower-cylinder-the-piston units.

The cylinder-piston units in such transport vehicles are preferably hydraulic, but e.g. Pneumatic units are also possible.

Transport vehicles of the type specified preferably have a structure as proposed in the German patent application P 29 36 254.7. On a chassis there is a standardized changing device with a lifting portal behind the driver's cab, with locking hooks on the side members and with lowering cylinders at the rear on the side members. The interchangeable body has a correspondingly standardized engagement device with contact surfaces for the lifting portal and for the piston rods of the lifting / lowering piston units and with locking shoes which engage in the locking hooks. The changing device also has sliding-cylinder-piston units, which are equipped with a driving device on the respective push rod head, into which engaging means of the attached superstructure. To put it on, the interchangeable body is first moved as far as it will go on the lifting portal, then it is placed on a lowerable bar on the lifting portal and on the piston rod heads of the rear lifting-lowering-cylinder-piston units, and is then lowered onto the chassis. The interchangeable body is then pushed relative to the interchangeable device by the sliding cylinder-piston units until the locking shoes on the interchangeable body engage in the locking hooks on the interchangeable device. To secure the swap body on the chassis, e.g. to insert at least one plug pin through aligned holes in the swap body and in the chassis.

Transport vehicles of this type, in which an interchangeable body is locked on a chassis with an interchangeable device by lowering and moving, have hitherto had little operating convenience. In some cases, operation requires a high level of skill and can only be carried out by specially trained drivers. A problem arises e.g. in that the driving device on the push rod head is not in the correct position in previous embodiments if the interchangeable body is to be lowered with its engagement means engaging in the driving device. This stems from the fact that the lower body of the swap body is placed in front of the portal on the instruction means, that the swap body is then lowered and then moved forward to lock. To remove the interchangeable body, it must first be pushed backwards to unlock it so far that it certainly cannot get caught on the instructional means during the subsequent lifting movement. During the lifting movement after the unlocking movement, the interchangeable body is thus moved upwards at some distance from the instructional means on the portal, while it moves directly onto the instructional line before the lowering movement

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is created. After unlocking, the driving device on the push rod head is further to the rear than is necessary for the engagement of the engagement means on the interchangeable body when lowering. When lowering, the operator must therefore first move the engagement means on the swap body and the driving device on the push rod head so that the engagement can take place.

No forced mechanism is provided for operating the lifting and lowering movements as well as the locking and unlocking movements. Rather, a control valve for controlling the lifting-lowering cylinder-piston units and a separate control valve for controlling the sliding cylinder-piston units are to be operated. This can result in high mechanical loads, e.g. if the lifting movement is switched while the structure is still locked. Finally, the operator must also ensure that after locking the swap body with special securing devices, such as Secure the locking pin and unlock it again before unlocking.

A transport vehicle of the specified type is now to be designed in such a way that its ease of use increases and the operating sequences are largely force-controlled in order to also ensure safe operation by unqualified personnel. The improvements should be designed so that the operating parts take up as little additional space as was previously required.

The invention deals with a range of problems with several sub-problems in which difficulties have so far arisen with regard to operability. As explained in detail above, problems occurred when adapting the means of intervention to the interchangeable body and interchangeable device when lowering, forced securing and releasing were not guaranteed and the lack of a forced operation could lead to operating errors.

The invention has for its object to solve the problem of securing the interchangeable with the changing device interchangeable body at the operating problems.

According to the invention, it is provided that it has securing means which can be triggered by the locking stroke and which secure the mounted and locked interchangeable body against unintentional unlocking, that the driving device and the pushing rod are designed in such a way that the pushing rod has an idle stroke distance at the beginning of the unlocking movement, and that the idle stroke of the push rod with a fixed interchangeable body, the securing means are unlocked. The securing means can have an over-center mechanism with an elastic element which is moved into the over-center position by the elastic force during the securing stroke and into the unlocked position against the elastic force during the unlocking stroke.

With such securing means, the securing and unlocking is easily carried out with a cheap construction. Without further measures, the securing means inevitably lead to a play-free and thus rattle-free bracing of the parts of the transport vehicle connected by them.

The special design, further developments and advantages are specified in the description of the figures.

The invention is explained in more detail below on the basis of exemplary embodiments illustrated by figures.

Show it:

Figure 1 is a perspective schematic view of the front part of a truck with the front part of the support frame of a swap body in a free-floating illustration for better illustration.

Fig. 2 is a representation corresponding to Figure 1 of the rear part of the vehicle of Figure 1 with the raised position of the support frame for the swap body.

3 shows a hydraulic circuit with hydraulic circuits connected in parallel for a sliding cylinder-piston unit and for series-connected lifting-lowering cylinder-piston units;

4 shows a hydraulic circuit for hydraulic circuits connected in parallel for a sliding cylinder-piston unit and for stroke-lower-cylinder-piston units connected in parallel via flow dividers;

5 shows a partial top view of the instruction means for instructing an interchangeable body to be placed on a chassis;

6 shows a vertical section in the direction of travel of the vehicle according to FIG. 1 through a push-cylinder-piston unit with a push rod which engages in a driving device with its push rod head;

FIG. 7 shows a plan view of the parts of a transport vehicle according to FIG. 6;

8 shows a front view of the driving device according to FIGS. 6 and 7;

Fig. 9 is a side view of a locking mechanism with pawl locking in the secured position;

FIG. 10 shows a side view according to FIG. 9, but in the unlocked position of the securing device;

FIG. 11 shows a plan view of a securing device according to FIG. 9;

12 shows a vertical section through a safety device with an over-center mechanism;

FIG. 13 shows a top view of the mechanism according to FIG. 12 in the secured position; FIG.

FIG. 14 is a top view of the safety device according to FIG. 12 in the unlocked and unlocked position of the swap body.

The transport vehicle here is a truck 10, the chassis 11 of which has two U-shaped side members 11.1 and 11.2. The driver's cab 12 is arranged on these. The front wheels are indicated at 13 and the rear wheels at 14. Cardan shaft, drive axles and the like are omitted. Only a hydraulic pump 15 (FIG. 3) can be seen, which can be driven by the motor, not shown. The gear box is designated 16. Of the swap body, only the support frame 20, which forms the lower part of the swap body, is shown with the two longitudinal spars 21.1 and 21.2, the profile of which is U-shaped and which are arranged at a distance from one another which corresponds to the distance between the chassis side members that their lower support legs 21.3 and 21.4 can be placed on the upper support legs 11.3 and 11.4 of the chassis side members. The longitudinal bars 21 are connected by cross struts. Here they are equipped, for example, for the installation of a three-way tipper and carry a pivot bearing tube 23.1 at the rear and a cross beam 23.2 further ahead, which has the usual width and carries the tilting bearings 23.4 and 23.5 at its ends. Corresponding tilt bearings 23.6 and 23.7 are provided on the rotary element of the pivot bearing tube 23.1. In the middle in between, the support device 23.8 for the tilt cylinder is indicated.

The rear ends of the two interchangeable longitudinal spars 21 have support arms 23.9 projecting downwards, to which a cross tube 24 is fastened at the rear, which has a square cross section, the diagonals of which are horizontal or vertical. This cross tube 24 is at the same time collision protection and support means for the state removed from the vehicle, namely that floor supports can be plugged onto its ends 24.1 and 24.2 or into them. Other means of attack can also be used for the implementation or support during loading, unloading or production processes.

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The front ends of the interchangeable superstructure longitudinal spars 21 are raised in the manner of goosenecks, that is to say initially oblique struts 21.5 and 21.6 tapering upwards adjoin the front ends of the horizontal sections. These carry a cross-connecting and support handle 24.4, at the ends 24.5 and 24.6, floor supports or other supports or lifting means can act, which serve to support the condition removed from the vehicle. This support rod 24.4 has a fixed position in a far forward area for all swap bodies if possible at a point where it does not hinder the installation of other elements. The heads 21.7 and 21.8 of the swap body support frame 20 or its longitudinal spars 21 are welded to the cross-connecting and support handle 24.4, somewhat offset to the outside. They carry horizontal support arms as a means of attack for the front vertical lifting device

25.1 and 25.2, which are designed as upright U-profiles that are open to the outside. Their front ends 25.3, of which only the right one is shown for the sake of clarity, are provided with pointing surfaces 25.4 diverging towards the front.

The front lifting devices 30 are arranged immediately behind the driver's cab in the space between the driver's cab rear wall 12.1 and the swap body 20. As a supporting frame, these have a portal 30.1 with side columns 30.2 and 30.3, which are fastened at the front as far as possible in the area of the front axle 13 with lower fastening feet 30.4 and 30.5 on the chassis side members 11.1 and 11.2. A cross strut 30.6 connects the lower ends of the portal columns 30.2 and 30.3 in a free space above the gear space 16. A cross strut 30.7 connects the upper ends of the portal columns 30.2 and 30.3. Similar cross struts can also be adjacent to the driver's cab, since each portal column 30.2 or 30.3 consists of two corner supports, each of which leaves a slot 31 between them. Front lifting-lowering-cylinder-piston units 32.1 and 32.2 are attached to the top of the portal columns 30.2 and 30.3. The units are arranged here as traction units. This means that the piston rods 32.3 (and not visible 32.4) extend downwards and the load hangs on the piston rods. They are double-acting cylinder-piston units with single-sided piston rods, the diameter of which is smaller than that of the piston. Completely identical cylinder-piston units with the same piston diameters and the same piston rod diameters are provided here. They carry on their fork heads 32.51 and 32.61 a straight bar 35, the ends of which, as illustrated at 35.2, protrude outwards through the slots 31 and represent the means of attack for attacking the swap body 20. They have upper flat support surfaces 35.4 with vertical boundary surfaces 35.5, which are located somewhat outside the portal columns 30.2 and 30.3 in order to avoid friction of the support arms 25.1 and 25.2. On the portal pillars

30.2 and 30.3, reinforcements can preferably be fitted as guide sliding surfaces 36, against which the guide surfaces 25.4 can abut when the vehicle is driven in under the swap body. As can be seen, the front lifting devices 30 are arranged above the lower edge of the swap body. The interchangeable body lower edge in the sense of the German patent application P 29 36 254.7 is determined by the contact surfaces 21.3 and 21.4 of the longitudinal spars 21 or the corresponding counter surfaces of the legs 11.3 and 11.4 of the vehicle side members 11, although under certain circumstances some parts still hang down to the side and especially the rear can. This edge or surface is about the surface sliding over the vehicle. The portal arrangement and the attack means 25 and 35 are now not only arranged above this level, but in this example also next to the gear space 16, for which a space is created between the portal feet 30.4 and 30.5. If a larger free space is required in this area, a yoke can also be provided as a connection instead of the straight continuous bar 35, which yoke is approximately _TL-shaped. It is also possible, if necessary, to dispense with the connection of the piston rods of the cylinder-piston units 32 and to provide a direct attack on the piston rods. Due to the arrangement as a standing and acting as a lifting cylinder lifting devices, the cylinder-piston units 32 are accommodated in a space that is favorable for practically all vehicles, so that the spaces to the right and left of the chassis side members are shown schematically here only on the left Compressed air containers 38 and battery boxes 39, fuel tanks or other devices can be provided. A variety of other devices, not shown here, can also be installed at any point.

A hydraulic oil reservoir 40 is also provided on the portal 30.1 for feeding the lifting devices.

The connecting lines and the pump line 41 between the reservoir 40 and the pump 15 are also arranged on the portal. The control devices 43, such as valves, lines and the like, for the lifting devices and other supplies of the interchangeable body, which are not specified in detail, are fastened to a support 42 which is fixedly connected to the side of the portal. These also lie in the room immediately behind the driver's cab 12 and form a structural unit with the portal 30.1, which, for example, can be welded or otherwise fastened to the vehicle side members 11 with the aid of the support and fastening plates 30.8.

As can be seen from FIG. 2, the rear lifting devices in the form of two hydraulic cylinders 45 are arranged in the usual way in the region of the rear axle 14. Only the left hydraulic cylinder 45.2 can be seen. It is suspended from a support plate 46. The support plate 46 is welded on the outside of the chassis side member 11, respectively. The piston rod 45.4 can be extended upwards to raise the interchangeable body, so that the double-acting hydraulic cylinder 45 works as a pressure cylinder. Covering and engagement plates 47.1 and 47.2 are provided for engaging the two piston rods and as protection against contamination, lower ones of which, as can be seen, the piston rod 45.4 is simply supported when the interchangeable body is in its corresponding position.

To mutually lock the swap body support frame 20 and the chassis 11 are on the longitudinal spars 21.1 and 21.2 of the swap body support frame 20 outside locking shoes 53 and on the chassis side members 11.1 and

11.2 Locking hook 52 attached. The locking hooks 52 sit on top of rectangular hollow sections 51, which are attached to the outside of the chassis side members 11.1. Locking shoes 53 and locking hooks 52 are coordinated and attached to one another in their dimensions and in their geometrical position so that when the interchangeable superstructure support frame 20 is moved forward in the direction of the cab 12, the hooks 52 with their mouths

52.3 engage in the locking shoes 53.

The transport vehicle according to the figure thus consists of a swap body, of which only the swap body support frame 20 is shown, and a chassis 11 with a swap device. All parts that contribute to locking and securing the interchangeable body support frame 20 on the chassis 11 belong to the change device. The most important parts include the portal 30.1 with all associated operating parts, the rear lift-lower-cylinder-piston units 45.1 and 45.2, the pivot tube 23.1, the support device 23.8, the crossbar 23.2, the locking hooks 52, the locking shoes 53 and the driving device 80. For the locking and unlocking displacement of the swap body support frame 20 on the chassis 11 is a sliding cylinder-piston unit 60 attached to the portal 30.1 and one

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provided on the support rod 24.4 driving device 80 is provided. When the swap body support frame 20 is placed on the chassis 11, a push rod head 82 attached to the free end of the push rod 81 of the push-cylinder-piston unit 60 engages in the driving device 80. By actuating the push-cylinder-piston unit 60 in such a way that the push rod head 82 is moved forward towards the cab 12, the interchangeable body support frame 20 is displaced such that the locking shoes 53 and the locking hooks 52 interlock.

3 shows a hydraulic circuit as used for the cylinder-piston units on the truck 10 according to FIGS. 1 and 2. An inflow line 50. 1 is connected to a control valve 43 via a check valve 84 bypassed by a throttle 83. The inflow line 50.1 leads into the piston chamber 45.6 of the left rear lifting / lowering cylinder-piston unit 45.2 and on the other hand into the sliding piston chamber 85 of the sliding cylinder / piston unit 60. When switching, it should be noted that, as already described, the rear lifting-lowering-cylinder-piston units 45.1 and 45.2 are attached to the chassis 11 in such a way that the swap body support frame 20 is pushed up by their piston rods 45.3 and 45.4, while the front lifting-lowering-cylinder-piston units 32.1 and 32.2 pull up the support frame 20. All cylinder-piston units are double-acting and each have a piston chamber and a piston rod chamber as cylinder chambers. In the piston chamber, the hydraulic pressure acts on the entire piston surface 86 of a piston head 87, while in the piston rod chamber the pressure only acts on the piston ring surface 88, which reduces the piston head surface 86 by the smaller area of the piston rod with which it attaches to the piston head 87.

The lift-lower-cylinder-piston units are now connected in series as follows. A connecting line 50.2 leads from the piston rod space 45.8 of the rear left unit 45.2 to the piston rod space 32.8 of the left front unit 32.2. The piston chamber 32.6 of this unit is in turn connected to the piston chamber 45.7 of the right rear unit 45.1 by a connecting line 50.2. The piston rod chamber 45.5 of this unit is connected via a connecting line 50.2 to the piston rod chamber 32.5 of the right front unit 32.1. The piston chamber 32.5 of this unit is connected to the control valve 43 by a valve line 50.5.

All four lifting-lowering-cylinder-piston units are identical in construction. Since piston rod spaces are connected with piston rod spaces and piston spaces with piston spaces, this means that the displacement paths of the piston rods are almost completely identical. Differences can occur at most through leakage losses, which, however, can still be compensated for by leakage compensation valves (not shown) in the piston heads 87 at the end of each stroke. The advantages of such circuits are e.g. described in German patent application 29 36 264.9.

The push rod chamber 89 of the push-cylinder-piston unit 60 is connected to the valve line 50.5 via a pilot-operated check valve 90 which blocks in this direction.

The entire structure is based on the following consideration. A certain amount of lifting power is required to lift and lower a swap body. The back and forth movement for locking and unlocking also requires a certain pushing force. It is now the case that the pushing force is always smaller than the lifting force, since the pushing force is calculated from the product of the lifting force with a sliding friction coefficient. The sliding friction numbers are always less than one. They become particularly small when no real glide is used at all, but when the swap body support frame 20 is placed on rollers on the chassis 11, on which the swap body can be easily pushed back and forth.

It is now a known switching principle of hydraulics that sequential switching can be achieved by connecting the same cylinder-piston units in parallel if the forces occurring on the units are different. This principle is used to advantage in the subject matter of the invention. The circuits for the sliding cylinder-piston unit and for the lifting-lowering cylinder-piston units are namely connected in parallel. Because, as just explained, the required pushing force is less than the lifting force, a locked interchangeable body is first shifted in an unlocking manner and only then raised.

For the aforementioned process, the control valve 43 is in the unlocking stroke position 91 of the control valve 43, which is shown in the symbolism in FIG. 3 on the left. Hydraulic oil is conveyed into the inflow line 50.1 by the hydraulic pump 15. When a certain pressure is reached, the push rod 81 of the push-cylinder-piston unit 60 is shifted, namely to the right in FIG. 3. This shift to the right corresponds to the unlocking movement according to FIGS. 1 and 2. When the pusher piston head 92 reaches its stop, the pressure continues to increase until it reaches a size that corresponds to the lifting pressure required to lift the swap body. Then the piston rods of the lifting-lowering-cylinder-piston units are moved.

3, the pilot-operated check valve 90 is controlled via a control line 94 which is connected to the inflow line 50.1. This precontrol ensures that hydraulic oil can be led from the push rod chamber 89 into the valve line 50.5 at all. The pilot operated check valve 90 is used for safety purposes. If the interchangeable body is locked and a leak would then appear in the hydraulic system, the push rod head 81 could yield in an unlocking manner to occurring forces. However, such a movement is prevented by the pilot-operated check valve 90 connected to the push rod space 89 and blocking its flow. The movement is only possible if the hydraulic system is intact and the pilot control is functioning.

In order to lower and lock an interchangeable body, the lowering locking position 93 is switched on the control valve 43, which is shown on the right in FIG. 3 in the symbol of the control valve 43. Hydraulic fluid is now pumped into the valve line 50.5. On the other hand, hydraulic oil is pressed into the inflow line 50.1 by the pressure of the interchangeable body on the piston rods of the lift-lower-cylinder-piston units. Forces then act on the sliding piston head 92 from both sides. The pressure of the pump 15 acts from the side of the push rod chamber 89. On the side of the larger area of the sliding piston chamber 85, the pressure acts, which the load of the swap body generates in the inflow line 50.1. Since the interchangeable body essentially sinks due to its own weight and thereby presses oil out of the hydraulic cylinders, and since the pump 15 serves essentially only for refilling the double-acting cylinder spaces, the pressure in the inflow line 50.1 is also approximately the same as in the valve line 50.5. However, since the piston head surface 86 of the sliding piston head 92 is larger than its piston ring surface 88, the sliding piston head 92 is held in its rearmost position at the same pressure on both sides, into which it had been guided by the unlocking movement.

If the swap body is completely lowered, the pressure in the inflow line 50.1, which was generated by the weight of the swap body, drops. In contrast, the pressure in the valve line 50.5 now rises because of the pump 15 which continues to deliver. As a result, the force on the piston ring surface 88 of the

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Sliding piston head greater than the force on its piston head surface 86. As a result, the sliding piston head 92 is pulled forward toward the cab 12. However, the interchangeable device, which is now connected to the push rod 81 by the setting process, is moved in a locking manner.

For the function of the sequential circuit, it is significant that the sliding piston head 92 remains in its rearmost position when switching from the lifting movement to the lowering-locking movement until a replacement body that has been put on is lowered. To ensure this with certainty, the throttle 83 is still connected between the inflow line 50.1 and the control valve 43 in the circuit shown.

This throttle 83 can be used to specify the pressure which is generated in the inflow line 50.1 by the load of the interchangeable body. The pump pressure of the pump 15, which determines the pressure in the valve line 50.5, the hydraulic flow resistances and the resistance of the throttle 83 are coordinated with one another in such a way that the sliding piston head 92 always remains in its rearmost position until the lowering movement of the attached load has been carried out completely.

In order to ensure the sequential switching also during the unlocking stroke movement, it can be provided that the piston head surface of the sliding piston head 92 is larger than the piston head surfaces in the lifting-lowering-cylinder-piston units. As a result, the force on the push rod 81 at a certain hydraulic pressure is greater than the force on the piston rod of the lifting-lowering-cylinder-piston units. As a result, even when the swap body support frame 20 is stiff on the chassis 11, it is ensured that the push rod 81 exerts such a force that the unlocking displacement movement to the rear takes place before the lifting movement.

3, the lifting-lowering-cylinder-piston units are connected in series. 4 there is a parallel connection of these units. An inflow line 50.1 is in turn connected to a control valve 43 via a check valve 84 bypassed by a throttle 83. The inflow line 50.1 leads, as in FIG. 3, to the sliding cylinder-piston unit 60, which is preloaded with a pilot-operated check valve 90, and on the other hand to the circuit of the lifting-lowering cylinder-piston units. The latter circuit consists of a main flow divider 95, to which two sub-flow dividers 96 are connected, which in turn lead to the cylinder piston chambers of two stroke-lower-cylinder-piston units. The circuit is closed by a valve line 50.5, which is connected to the piston rod chambers of the four lifting-lowering-cylinder-piston units and the sliding-cylinder-piston unit. All four units act as pressure units.

With this parallel connection of the lift-lower-cylinder-piston units, it should be noted that with the same piston head surfaces 86, only a quarter of the contact pressure that is required when using the series connection according to FIG. 3 is required. The swap body now has a certain weight K, which loads the four lifting and lowering cylinders equally with the force 0.25 K. The coefficient of sliding friction of the interchangeable superstructure support frame 20 on the chassis 11 is 0.5. Then the required displacement force is 0.5 K. It is obvious that if the same piston head surfaces 86 were used in the sliding-cylinder-piston unit as well as in the lifting-lowering-cylinder-piston units, the lifting movement would first occur before the sliding movement, which is not allowed. By appropriately enlarging the piston head surface 86 of the sliding piston head 92 relative to the surface of the piston heads 87 in the lifting-lowering-cylinder-piston units or by means of corresponding lever mechanisms, it must be ensured that the hydraulic lifting pressure required to lift the body is greater than that sliding pressure required to move.

The securing of the sliding piston head 92 by the pilot operated check valve 90 and the holding of the sliding piston head 92 during the lowering movement by appropriate adjustment of the pressure in the inflow line 50.1 by adjusting the throttle 93 are in the circuit according to FIG. 4, as already described in FIG. 3, solved.

The proposed solutions are therefore based on the knowledge that the unlocking and lifting movements are subsequent movements and that hydraulic circuits are available for executing such movements one after the other. The problem arises, however, that the lowering and locking movements are also subsequent movements, but with an exactly reversed sequence of movements for the lifting-lowering-cylinder-piston units and for the sliding-cylinder-piston unit. Regardless of the design of the special hydraulic circuits for the sliding-cylinder-piston units and for the lifting-lowering-cylinder-piston units, the proposed solutions have in common that the circuits mentioned are connected in parallel directly, i.e. without switching on additional valves such that cylinder spaces for the lowering and locking movement and, on the other hand, cylinder spaces for the unlocking and lifting movement are hydraulically coupled and that the respective piston surface in the units is selected so that the contact pressure is greater than the sliding pressure. The desired sequence is achieved by the clever circuit, and this saves on hydraulic components.

1 to 4, it has been explained so far that the swap body support frame 20 is lowered onto the chassis 11 and is locked to the chassis by shifting in the direction of the cab 12. In practice, however, when lowering the swap body onto the chassis 11, the problem arises that the entrainment device 80 on the support rod 24.4 of the swap body support frame 20 must engage with the sliding cylinder / piston unit 60. The resulting problems are explained below with reference to FIG. 5.

5 shows a partial top view of the contact mechanism between the lifting portal 30.1 and the right horizontal support arm 25.1. On the outer edge of the right-hand side pillar 30.2, as well as on the left-hand side pillar 30.3 of the lifting portal 30.1, which is not shown, a guide gliding surface profile 36 is fastened, with a guiding gliding surface whose outward-pointing normal points to the rear and is at 45 ° to the direction of travel. The two side pillars 30.2 and 30.3 and the two horizontal support arms 25.1 and 25.2 are each at such a mutual distance that when the swap body support frame 20 is applied, the horizontal support arms rest against the side pillars from the outside. So that the support arms can get into this position when the interchangeable body support frame 20 is put on without getting caught, they have inward-tapered guide surfaces at their front ends. Such a guide surface 25.4 can be seen at the front on the right horizontal support arm 25.1 shown in FIG. 5.

The creation of a swap body on a truck chassis with a swap device is carried out as follows. The swap body stands on supports on an area that can be driven by the transport vehicle. The chassis with change device is then moved under the change body. The retraction takes place until the horizontal support arms 25.1 and 25.2 are to the left and right of the side columns 30.2 and 30.3 and until the guide sliding surface profiles 36 are in contact with contact profiles 97. In the embodiment of FIGS. 1 and 5, the contact profile 97 is a triangular profile which is fastened in the vertical direction to the inner surfaces of the horizontal support arms 25.1 and 25.2.

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After the interchangeable body has been placed on the lifting portal 30.1, the interchangeable body is lowered and then moved forward in the direction of the driver's cab 12 for locking. This latter movement requires that the guide sliding surface profile 36 and the contact profile 97 may no longer be in contact with one another after the lowering movement, since otherwise the advancement would be prevented. It can be seen from FIG. 1 that, in order to enable the advancement, the guide sliding surface profile 36 on the side columns 30.2, 30.3 is not pulled all the way down. On the other hand, after the unlocking movement to the rear, it must be ensured that when the interchangeable body is subsequently lifted, the guide sliding surface profile 36 and the contact profile 37 cannot get stuck to one another. For safety reasons, the interchangeable body is therefore moved a little further back than it corresponds to the direct abutment of these two profiles 36 and 97.

Thus, the engagement means of the sliding-cylinder-piston unit 60, with which it engages in the driving device 80 on the swap body support frame 20, lies further back after the unlocking pushing back than is required when the next swap body is replaced, in which case yes the two profiles 36 and 97 are placed directly next to each other. For this reason, in previous transport vehicles with swap bodies when lowering, it was always necessary to ensure that the push rod 81 of the push-cylinder-piston unit 60 was brought into the correct position with respect to the driving device 80. An incorrect setting could lead to inoperability due to damage to the driving device 80 or to the engagement means of the sliding-cylinder-piston unit. 6 to 8, it will now be explained how these adaptation difficulties can advantageously be avoided.

6 to 7 show different views of a driving device 80 and a sliding cylinder-piston unit 60, which are connected to one another.

The sliding cylinder 98 of the unit 60 is fastened to the lower cross strut 30.6 of the portal 30.1 and extends rearward away from the cab 12. A push rod 81 with a push piston head 92 runs in the push cylinder 98. The unit 60 acts on two sides. The sliding piston chamber 85 is connected to the inflow line 50.1 and the push rod chamber 89 to the valve line 50.5. The push rod 81 carries at its free end a circular disc-shaped push rod head 82 and a safety pin 99 which is placed forward on this, the function of which will be explained below. The push rod head 82 is preferably plate-shaped in order to enable simple manufacture and construction of the entraining device 80, but it can also be of a different form which enables the transmission of tensile and compressive forces, e.g. be conical in order to bring about centering at the same time.

The driving device 80 is attached to the support engagement rod 24.4. It has two pressure plates 100, namely a front pressure plate 100.1, which faces the unit 60 and thus the driver's cab, and a rear pressure plate 100.2. A folding plate 101 is fastened to the rear pressure plate so that it can be folded up. The front pressure plate 100.1 has a pressure plate slot 102 which is countersunk from its underside, through which the push rod 81 engages with the push rod head 82 into the space between the two pressure plates 100 when the interchangeable structure is replaced by the pressure plate 101. The two pressure plates 100 are at such a mutual distance and position that, regardless of the position of the push rod head 82, they cannot press on the push rod head 82 when the interchangeable body is lowered. However, if the push rod head 82 is very far behind when lowering, it is possible that the

Folds the folding plate 101 onto the push rod head 82 when lowering and then folds upwards. If the push rod head 82 is then pulled forward by the push rod 81 to push the interchangeable body forward, the folding plate 101 falls down as soon as it no longer rests on the push rod head 82. In the illustrated embodiment, the folding plate falls down due to its own weight, but this movement process can be reinforced by a spring. In the further course of the movement, the push rod head 82 is pulled forward until it finally lies against the front pressure plate 100.1 and thus pulls the entire attached interchangeable structure forward. To unlock the interchangeable body, it must then be pushed back again, for which purpose the push rod 81 is moved backwards with the push rod head 82. The push rod head 82 then presses on the folded-down folding plate 101 and thus on the rear pressure plate 100.2, which in turn pushes the entire interchangeable body backwards. In order to ensure these movements, the distance between the two pressure plates 100 must at least correspond to the thickness of the disc-shaped push rod head 82 and additionally the thickness of the folding plate 101. In the exemplary embodiment shown, the mutual distance between the pressure plates 100 is selected to be even greater, which enables an idle stroke of the push rod 81 which does not directly lead to a movement of the interchangeable body. This idle stroke is used to unlock safety devices, as will be explained below.

6, the driving device 80 is shown in a lowered form of the swap body. The push rod head 82 stands far back from a previously unlocking process, which is why the folding plate 101 of the attached driving device 80 rests upward on the push rod head 82. In contrast, a plan view is drawn in FIG. 7, in which the push rod head 82 has moved so far forward that it lies against the front pressure plate 100.1. The folding plate 101 then fell down, which is not clearly visible from the top view in FIG. 7. Fig. 8 shows a view in the direction of travel on the driving device 80. The folding plate 101 is shown in two positions, namely extended in the folded-down position and dash-dotted lines in the folded-up position in which it rests on the push rod head 82.

The sliding cylinder / piston unit 60 and the driving device 80 are located close above the chassis side members 11.1 and 11.2. This results in a favorable force application point, since the force then acts fairly precisely in the plane in which the displacement between the swap body support frame 20, which rests on the chassis side members 11.1 and 11.2, takes place. This leads to a slight sliding movement without additional pressure and tensile forces perpendicular to the sliding plane. However, the low position of the unit 60 and the driving device 80 means that space problems can occur with respect to other chassis parts.

It therefore appears advantageous to choose an easily exchangeable type of attachment for the unit 60 and the driving device 80. In the exemplary embodiment shown, this is achieved in that the lower cross strut 30.6 of the lifting portal 30.1 is provided with a series of grid holes 103. Correspondingly spaced grid holes 103 are also recessed in the support rod 24.4 on the swap body support frame 20. The unit 60 is connected to the lower cross strut by means of easily exchangeable locking screws 104. This possible solution allows the kits for transport vehicles with swap bodies to be standardized. It has been shown that the construction of the lifting portal 30.1 can be used essentially for all types of chassis. For the sliding cylinder-piston unit 60, however, it can

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Depending on the chassis type, it may be necessary to choose different mounting locations, either directly on one of the mounting feet 30.4 or 30.5 of the lifting portal 30.1 or on its lower cross strut 30.6. This adjustment is easily possible due to the grid design.

The unit 60 does not necessarily have to be attached to a lifting portal 30.1, but rather can also be attached at another location on the chassis with a changing device if more space is available for this at another location. The driver device must be attached to the swap body on a driver strut so that the push rod head of a sliding cylinder-piston unit can engage in the driver device. It is crucial

that, according to the explained proposal, the driving device and the push rod head 82 are designed with respect to one another in such a way that the interchangeable structure can be placed in any position of the push rod head 82 without fear of damage to the push rod head 82 or the driving device 80. It is also expedient to attach the sliding-cylinder-piston unit 60 as well as all lifting-lowering-cylinder-piston units to the chassis 11 with a changing device, since then no hydraulic parts have to be provided on the changing body.

In the past, measures have been described as to how an interchangeable body can easily be placed on a vehicle with an interchangeable device and how the subsequent movements of lowering and locking and unlocking and lifting can be carried out in the correct order in a simple manner. For operational safety, it is not only a problem-free fitting and locking that is required, but also a problem-free securing of the locked swap body. So far, the securing has been done by means of plug pins or the like, which requires additional manipulations. It is therefore proposed that the transport vehicle with interchangeable bodies has securing means which can be triggered by the locking stroke and which secure the attached and locked interchangeable body against unintentional unlocking, that the driving device and the push rod are designed in such a way that there is an idle stroke distance for the push rod at the beginning of the unlocking movement , and that the safety means are available due to the idle stroke of the push rod, when the interchangeable body is fixed. Such a safeguard consists e.g. in a pawl attached to the chassis, which falls into a tab on the swap body during locking and thereby secures against unlocking. To unlock, the sunken latch is lifted out of the tab during the idle stroke of the push rod, so that the interchangeable body is unlocked. To solve the principle disclosed here for securing a swap body for the first time, to allow a securing device to come in during the locking movement of the swap body and to unlock the locking device before the unlocked shift by an idle stroke of the push rod, the average specialist is familiar with conventional securing methods after the principle has been communicated easy to use. Two particularly advantageous embodiments that go beyond the generally known types of securing means are described below. 9 to 11 show the first and FIGS. 12 to 14 the second embodiment.

9 and 10 show side views of a locking mechanism with latch lock, once in the locked position in FIG. 9 and in the case of FIG. 10 in the unlocked position. The plan view of FIG. 11 is also used for the following description of the structure. A safety shaft 106 is mounted on the shaft support rod 24.4 in shaft bearings 105. With this Sichèrungswelle 106 two parts are firmly connected, namely a touch finger 107, which sits on the unlocking pin 99 on the push rod head 82 and a pawl

108, which can engage in the locking recess 109 of a claw 110 to be described in more detail in its function. This claw 110 can be pivoted about a claw axis 111 fastened to the left chassis longitudinal member 11.2, the axis of rotation of which lies parallel to that of the securing shaft 106. The dimensions of the claw are such that, in its locked position of the interchangeable body, it can fall into a tab 112 fastened to the left fastening foot 30.5 of the lifting portal 30.1. All parts of the securing device described so far can also be seen in FIG. 1.

The claw 110 has an approximately U-shaped shape, with a short front claw leg 113 and a long rear claw leg 114. The claw axis 111 engages at the lower end of the long claw leg 114. If you now rotate the claw 110 so that the long claw leg 114 is approximately vertically upward, the claw 110 will attempt to twist when released due to its own weight and the attachment of its claw axis 111. However, this rotation is only permitted over a small angular range, which is limited by a claw contact pin 115, which is in contact with the axle holder 116 after a certain rotation. The claw 110 is attached such that in this twisted state the claw web 117 connecting the two claw legs points obliquely downwards starting from the claw axis 111.

A state is now assumed in which the swap body is placed on the chassis but has not yet been moved. During the locking displacement, the locking shoes 53 will then first engage in the locking hooks 52- and if the locking jaw is moved further, the long claw leg 114 will abut the rear edge 118 of the tab 112. If the interchangeable body is pushed further forward, the claw is rotated by the abutting tab, as a result of which the short claw leg 113 engages in the tab. If the interchangeable body is pushed all the way forward, the pawl 108 finally engages in the locking recess 109 of the claw 110, which prevents

that the claw 110 can rotate in the opposite direction in such a way that the short claw leg 113 releases the tab 112 again.

Rather, this release is only possible by triggering via the push rod 81. The entrainment device 80 on the swap body support frame 20 is not shown in FIG. 11. However, it should now be assumed that there is a driving device according to FIG. 7. In the position according to FIG. 7, the push rod head 82 rests on the front pressure plate 100.1. The driving device 80 is designed in such a way that when a push rod movement is inserted backwards, an idle stroke is first bridged until the push rod head 82 presses on the flap 101 that has fallen down. The geometric dimensions are now such that, during this idle stroke, the unlocking pin 99 presses on the mounting finger 107 and thereby rotates the locking shaft 106 together with the pawl 108. As soon as the pawl 108 extends out of the locking recess 109, the claw 110 in turn has the tendency to twist due to its own weight in such a way that the short claw leg 113 extends out onto the tab 112. This will also take place if, during the subsequent displacement of the push rod 81, the interchangeable body is pushed back and the long claw limb 114 is then no longer in contact with the rear edge 118 of the tab. The releasing rotation of the claw can also be supported by spring force.

The embodiment described above has a simple mechanical structure, especially in cooperation with a driving device 80 according to FIGS. 6 to 8, and ensures a high level of security. In order to function, however, it is necessary that the short claw leg 113 reach into the tab 112 with some play, and that play between the

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Pawl 108 and the locking recess 109 there. Otherwise, the latching and unlatching processes could only be ensured by strong springs, which would considerably increase the space required for the construction, which is very simple without these springs. However, this existing game leads to the fact that the swap body can make smaller movements in the direction of travel and in the opposite direction, which means that over time there is a risk of the securing means swinging out. This embodiment therefore appears to be particularly suitable for light structures and for transport cases in which there are no major accelerations in the locking direction and in the opposite direction.

An elastic tensioning of the interchangeable body and chassis 11 with the interchangeable device to one another by the securing means ensures an embodiment according to FIGS. 12 to 14. In the case of this embodiment, the sliding-cylinder-piston unit 60 is on a plane parallel to the support plane of the interchangeable body the chassis 11 is pivotally mounted on the lower cross strut 30.6 of the lifting portal 30.1. The support handle 24.4 of the swap body support frame 20 is inserted into a U-shaped rail 119 which is slidably mounted on a chassis side member 11.1 in the direction of travel. To guide the U-profile rail 119 on the vehicle side member 11.1, a downward-pointing U-bracket 120 is attached to the U-profile rail 119. A corresponding second U-bracket 120 is attached to the location of the U-profile rail 119 at which it is mounted on the second chassis longitudinal member 11.2 so as to be displaceable in the direction of travel.

The sliding cylinder-piston unit 60 and the U-profile rail 119, which can be moved on the chassis longitudinal members 11.1 and 11.2, are connected to one another via a sliding and securing mechanism. This has an angle lever 121 and a shift lever 122. The angle lever is pivotally connected at one end in a head bearing 123 to the push rod head 82 and at its other end pivotably in a pivot bearing 124 to a chassis part 125. At the knee point of the angle lever, the shift lever 122 is pivotally mounted in a knee point bearing 126. The shift lever engages with its other end

122 pivotally into a sliding lever bearing 127, which is attached to the U-profile rail 119. This structure is shown in the secured state in Fig. 12 in a vertical section and in Fig. 13 in a plan view.

14 shows the structure described in the state in which the interchangeable structure is placed on the chassis 11. The U-profile rail 119 is pushed back as far as possible and the interchangeable body is already inserted into the U-profile rail 119 with its support handle 24.4. The push rod 81 of the sliding-cylinder-piston unit 60 shown interrupted is fully extended, so that the angle lever 121 is pivoted completely to the rear about the pivot bearing 124. To lock the structure, the push rod 81 is now retracted, causing the head bearing

123 and thus the knee point bearing 126 with the attached shift lever 122 is pulled forward. As a result, the interchangeable body is also pulled forward until the locking hooks 52 have fully engaged in the locking shoes 53. It is then provided that the U-profile rail 119 can still perform a slight forward movement against elastic forces. To apply these elastic forces, an elastic element 128 is attached to the rear wall within the U-shaped rail in the exemplary embodiment shown, which element is compressed when the support engagement rod 24.4 is fixed into one another by the locking of the locking shoes 53 and locking hook 52, and the U-shaped rail 119 is nevertheless slight is moved forward.

Forces act on the angle lever 121 at three bearing points. The forces on the head bearing 123 and on the knee point bearing 126 lead to rotations of the angle lever 122. During the locking and securing movement, forces act on the shift lever 122 and thus on the knee point bearing 126 to the rear. These forces are either the displacement forces for the swap body or the elastic forces that also act to the rear. This force on the shift lever to the rear now leads to a rotation of the angle lever either clockwise or in the opposite direction, depending on the mutual position of the knee point bearings 126, swivel bearings 124 and shift lever bearings 127 to one another. 13 and 14 below the connecting line between the knee point bearing 126 and the shift lever bearing 127. As a result, forces act to rotate the bell crank in the representation according to FIGS. 13 and 14 in a clockwise direction search. If all three bearing points lie in a line, a dead center position is reached in which no more rotary forces generated by shift lever forces act on the toggle lever 121. However, if the toggle lever 121 is turned counterclockwise by pulling the push rod 81 even further, the pivot bearing 124 comes to rest on the connecting line between the toggle lever bearing 126 and the shift lever bearing 127. As a result, forces act which attempt to turn the toggle lever 121 further counterclockwise. In this direction, however, the movement is limited by an angle lever system 129 attached to the chassis part 125.

The locked interchangeable body is secured by this angular lever system 129 and the forces which occur, since forces to the rear which attempt to unlock the interchangeable body only result in the angular lever 121 moving in the over dead center position only pressing more firmly against the angular lever system 129. For unlocking, by extending the push rod 81 against the elastic force of the elastic element 128 or other elastic parts of the securing and displacement device, the angle lever 121 is first turned clockwise until the dead center position is reached again. In order to allow this movement, it is necessary that the sliding cylinder-piston unit is mounted so that its push rod 81 exerts a torque on the angle lever 121 with respect to the pivot bearing 124, which counteracts the torque caused by the elastic Force is exerted on the knee point bearing 126 in the securing position. In general, the position of the bearings 123, 124, 126, 127 in relation to one another must be selected such that, in the unlocked position, a force on the head bearing 123 leads to an opposite torque with respect to the pivot bearing 124, like an essentially opposite force on the knee point bearing 126, and that in a secured position the torques are in the same direction with essentially opposite forces. By further extending the push rod 81, the interchangeable body is then unlocked by pulling back the U-shaped rail 119 and the state shown in FIG. 14 is reached again. The securing means are unlocked by an idle stroke before the unlocked shifting movement, in which the interchangeable body is firmly on the chassis, and in which only the U-profile rail 119 is shifted, whereupon the shifting movement then takes place.

In the illustrated and described embodiment, the safety device, safety device and displacement device are realized by the same structural members. However, it is also possible to adjust the displacement, e.g. 6 to 8 or as described in the older German application P 299 36 254.7, and as a safety device to carry out a specially designed over-center safety device in an available place. It is essential for the specified safety device that it takes place at the end of the locking stroke and that it is

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stroke of the sliding cylinder is unlocked again before the unlocking movement. The locking movement also does not necessarily have to take place in the direction of travel, but a construction for locking in the opposite or oblique or perpendicular to the direction of travel can also be provided. Locking in the direction of travel is the safest, however, since the greatest forces occur when braking.

The described exemplary embodiments show the progress made in the operability of swap bodies which are locked to a chassis by moving it. Until now, when lowering the swap body onto the chassis, care had to be taken that the interlocking means belonging to one another were brought into the correct mutual position. After lowering, the locking movement had to be actuated. Afterwards, the interchangeable body had to be secured by hand with special securing devices on the chassis. To remove the interchangeable body, it had to be unlocked again by hand and then the hydraulic units had to be operated in the correct order in order to first unlock the body sufficiently and then lift it off. Due to actuation errors, damage could easily be caused by incorrect setting down without matching the means of intervention or by incorrect switching of the subsequent sequence, e.g. of the lifting process before the unlocking process.

In contrast, with the proposed improvements, operation is completely problem-free. The swap body is lowered, locked and secured in a certain position by operating a single control valve, without having to pay attention to the fact that the shifting engagement means match once the chassis has been correctly positioned under the swap body. Accordingly, unlocking, unlocking and lifting takes place by a second position of the single control valve.

It is particularly advantageous to provide all measures of the sequential switching, the automatic intervention of the intervention means and the securing of the specified type on a transport vehicle of the type described. Compared to previously known transport vehicles with slide-lock interchangeable bodies, however, it is already a step forward and an advantage if only one of the specified measures is taken. The specified functions of the automatic engagement of the engagement means and the securing of the specified type are also independent of a hydraulically or pneumatically operated change mechanism and can rather be used just as advantageously if the change structure is set up by a purely mechanical, either vehicle-fixed or loading-location-fixed mechanism is moved.

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Claims (4)

652 667 1. Transport vehicle with a chassis (11) with an exchange device (30, 45, 60, 80) and an exchange structure (20) placed thereon, - with lifting-lowering-cylinder-piston units (32, 45) operated in a lifting hydraulic circuit, which lower and raise the swap body by means of a hydraulic contact pressure, With locking elements (52, 53) on the changing device and on the changing structure, which interlock with the changing device with the changing device when the change structure is moved by a locking stroke, - With at least one sliding cylinder-piston unit (60) operated in a sliding hydraulic circuit, - which with a push rod head (82) by means of a driving device (80, 119) shifts the interchangeable body relative to the changing device by means of a hydraulic pushing pressure, With a control valve (43) for actuating the lifting-lowering-cylinder-piston units (32, 45), characterized, - that it has locking means (121, 122, 128) which can be triggered by the locking stroke and which secure the attached and locked swap body (20) against unintentional unlocking, - That the driving device (119) and the push rod (81) are designed in relation to one another in such a way that there is an idle stroke distance for the push rod (81) at the start of the unlocking movement, - And that the safety means (121, 122, 128) are unlocked by the idle stroke of the push rod (81) with a fixed swap body (20). 2. Transport vehicle according to claim 1, characterized in that the sliding cylinder-piston unit (60) is pivotally mounted on the chassis (11), that its push rod head (82) is pivotable in a head bearing (123) with one on the chassis (11 ) is connected to the changing device in a pivot bearing (124) pivotably mounted angle lever (121) that on the angle lever (121) a pivoting lever (122) is pivotally attached in a knee point bearing (126), the other end of which in a pivot lever bearing (127) Pivots on the driving device (119), which is displaceable relative to the chassis (11) in the locking and unlocking direction, so that the position of the bearings (123, 124, 126, 127) is selected relative to one another in such a way that a force on the head bearing (123 ) leads to an opposite torque with respect to the pivot bearing (124) like an essentially opposite force on the knee point bearing (126), and that the torques in a secured position with essentially opposite forces, and that an angle lever system (129) is attached to the chassis (11) with a changing device, on which the angle lever (121) rests in the secured state. 2nd PATENT CLAIMS 3. Transport vehicle according to claim 2, characterized in that the displaceable driving device is a U-shaped rail (119) into which the interchangeable body is lowered with an engagement means (24.4). 4. Transport vehicle according to claim 1, characterized in that the securing means (121, 122) have an over dead center mechanism with an elastic element (128) which is in the over dead center position during the securing stroke by the elastic force and during the unlocking stroke against the elastic force in the unlocked position can be moved.