EP0179256B1 - Transversely articulated vehicle - Google Patents

Transversely articulated vehicle Download PDF

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Publication number
EP0179256B1
EP0179256B1 EP85111605A EP85111605A EP0179256B1 EP 0179256 B1 EP0179256 B1 EP 0179256B1 EP 85111605 A EP85111605 A EP 85111605A EP 85111605 A EP85111605 A EP 85111605A EP 0179256 B1 EP0179256 B1 EP 0179256B1
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EP
European Patent Office
Prior art keywords
vehicle
deflection
parallel
pivot axis
vehicle according
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
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EP85111605A
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German (de)
French (fr)
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EP0179256A1 (en
Inventor
Max Brändli
Hansueli Feldmann
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Digitron AG
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JD Technologie AG
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Priority to AT85111605T priority Critical patent/ATE39677T1/en
Publication of EP0179256A1 publication Critical patent/EP0179256A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07586—Suspension or mounting of wheels on chassis

Definitions

  • the present invention relates to a vehicle with rigidly guided wheels in the vertical direction, which is cross-divided within its wheel base into at least two vehicle parts which are articulated so that they can be pivoted against one another about an axis of rotation against stops.
  • the vertical forces are statically indefinite in vehicles with more than three wheels rigidly guided in the vertical direction.
  • Such vehicles are known to have the problem that in the event of an uneven road surface, the traction of at least one, e.g. B. steerable drive wheel can be reduced, which affects the tilting stability and difficult driving on bumps.
  • Static uncertainties of this kind can be eliminated by installing articulated connections, which is generally required for n axis lines (n-2).
  • DE-OS No. 3 009 195 describes a lifting loader in which a pendulum joint is arranged between the drive part and the load carrier part, which enables the two vehicle parts to oscillate about a pendulum pin parallel to the longitudinal axis of the loader loader against two prestressed support elements arranged between the vehicle parts enables.
  • the pendulum pin thus forms an axis of rotation extending in the longitudinal direction of the loader about which the drive part and load carrier part pivot relative to one another.
  • the two support elements each consist of an elastic ring clamped between limiting sleeves and are arranged at the greatest possible distance from the pendulum pin. They each have an axial pressure-transmitting slide washer and limit the amplitude of the mutual pivoting of the drive part and load carrier part.
  • a first disadvantage of this articulated connection is that a pivoting of the two carriage parts about an axis of rotation running transversely to the longitudinal axis of the carriage is not possible or is not possible to the desired extent. If vehicles equipped in this way have more than 2 axles, they are not able to compensate for uneven wear of the wheel bandages in the longitudinal direction of the wagon or to adapt to lanes that have transverse ripples or are formed from horizontal, rising and falling sections. This has proven to be particularly disadvantageous, since industrial trucks often have more than 2 running axles and increasingly have to drive on ramps with a significant slope or steep incline. In all these cases, the grip of one or more wheels can be reduced in spite of the present pendulum joint, which has a negative effect on the driving behavior and the stability against tipping, particularly in the case of steered and braked drive wheels.
  • the present pendulum joint cannot be displaced in the longitudinal direction of the car due to its constructive design and is therefore not suitable for influencing the load on the axles.
  • different arrangements of the pendulum pin are provided, but not in the longitudinal direction of the carriage but only transversely to it. It is therefore not possible to adjust the distribution of the axle loads to the operating conditions or the course of the road by longitudinally displacing the pendulum joint.
  • FR-A-7 427 636 shows a cross-divided vehicle, the vehicle parts of which can be mutually pivoted by means of control cylinders both about a first axis of rotation running parallel to the longitudinal axis of the vehicle and about a second axis of rotation running transverse to the longitudinal axis of the vehicle.
  • the whole construction is therefore very complex.
  • the invention seeks to remedy this.
  • the invention as characterized in the claims, has the task of ensuring a vertical support in vehicles with more than three wheels rigidly guided in the vertical direction, which is largely tolerant of unevenness in the ground and, in particular in the case of cross-wave and convex road surfaces, sufficient traction of all wheels as well as good tipping stability.
  • the first advantages achieved with the invention result from the fact that the articulated connection formed by the support elements corresponds in its function to a swivel joint with an axis of rotation extending transversely to the longitudinal axis of the vehicle. And since this is not a real, but a virtual swivel, its design and arrangement on the vehicle can be determined regardless of design restrictions. Because of this freedom of movement, it is then possible to match the position of the virtual swivel joint in the sense of an optimal driving behavior to existing operating conditions by appropriate selection of the support elements.
  • the virtual axis of rotation can now be set in such a way that the loading and unloading of the drive wheel resulting from its parallel displacement are optimally coordinated with the course of the route to be traveled by the vehicle. This can be important when it comes to driving or braking a load during the transition from horizontal distances to rising or falling ramps.
  • the articulated connection of two vehicle parts can also be designed in a preferred embodiment in such a way that the vehicle parts can be separated or coupled in a simple manner.
  • the vehicles can be disassembled into their parts for maintenance and upkeep or the vehicle parts can be coupled together in a modular manner to form different vehicle combinations in accordance with the operational requirements.
  • the industrial truck 1 shows a cross-divided industrial truck 1 with a load-carrying ride-on part 3, which is supported on one end on rollers 9, 9 'and on the other side can be coupled to a drive part 2 in order to be carried and guided by it.
  • the industrial truck 1 provided for the application of the invention can also be cross-divided twice and consist of a ride-on part 3, which is supported on both ends by an identically constructed, mirror-symmetrically arranged drive part 2.
  • the drive part 2 has at least one steered and braked drive wheel 4 and is further supported by at least two symmetrically arranged self-steering support wheels 5, 5 '.
  • the wheels 4, 5, 5 ', 9, 9' starting in the vertical direction determine 3 axis lines 4.1, 5.1,5.1 'and 9.1, 9.1', so that for the unambiguous definition of the vertical support of the industrial truck 1 (3 - 2) an inventive one articulated connection is required.
  • Figures 2 and 3 represent the basic structure of the drive-side vehicle end part and show schematically in elevation or in perspective how drive part 2 and ride-on part 3 are movably connected to one another according to the invention.
  • the connection according to the invention consists of two support elements arranged on both sides of the vehicle 1 symmetrically to its vertical longitudinal center plane, namely 6, 6 'for forces running in the transverse and vertical directions of the drive part 2 and 7, 7' for tensile and braking forces.
  • the supporting elements 6, 6 'each contain a supporting roller 11 or 11' as core pieces, which are rotatably supported on the moving part 3 in bearings 14 or 14 'and on the drive part 2 parallel to its longitudinal central axis 24 in U-shaped coulisses 8 or 8' is slidably guided.
  • the support elements 7, 7 'each contain a pendulum support 15 or 15' as core pieces, which on both ends on drive part 2 and moving part 3 in brackets 16, 17 or 16 ', 17' around a transverse axis 12, 13 or 12 ', 13 'is rotatably mounted.
  • the transverse plane 29 parallel to the height axis 19 through the support rollers 11, 11 'and the plane 30 of the two parallel pendulum supports 15, 15' intersect in the intersection line 28 running parallel to the transverse axes 18, 20 of the vehicle parts 2 and 3.
  • FIG. 4 shows the basic relationship between the articulated connection according to the invention, as it is formed by the support elements 6, 6 'and 7, 7', and the virtual swivel joint which has the same effect.
  • Their virtual axis of rotation A results as a straight line 28 between the transverse plane 29 parallel to the height axis 19 of the vehicle part 2 through the support rollers 11, 11 'and the plane 30 through the two parallel pendulum supports 15, 15'.
  • the deflection angle a between the longitudinal central axis 24 of the drive part 2 and the longitudinal central axis 25 of the ride-on part 3 serves for the quantitative detection of the deflection of the two vehicle parts 2, 3 made possible by the support elements 6, 6 'and 7, 7'.
  • each deflection angle a corresponds to a position of the support rollers 11, 11 'in the coulisse 8 or 8', an inclination of the parallel pendulum supports 15, 15 'and a virtual axis of rotation A.
  • FIGS. 5a-d show two vehicle parts 2, 3 connected according to the invention on uneven road surfaces, four, particularly frequently occurring, being shown: namely a cross-wave (41), a concave-convex (42), a convex-convex (43) and a lane (44) rotated about the longitudinal direction.
  • a cross-wave 41
  • a concave-convex 42
  • a convex-convex 4
  • a lane (44) rotated about the longitudinal direction.
  • the grip of all vehicle wheels 4, 5, 5 ', 9, 9' is guaranteed.
  • connection according to the invention makes it possible to run on roadways which, up to now, could not be driven on with more than 3 wheels rigidly guided in the vertical direction, or only with restrictions.
  • four particularly typical courses are shown in FIGS. 6b-6e in comparison with a horizontal roadway 33 according to FIG. 6a; namely, the transitions between horizontal paths 27 and rising or falling ramps 31 and 32.
  • the deflection angle a there are different positions for the associated virtual axes of rotation A, A 1 , A 2 ... with respect to the drive part 2.
  • the drive wheel 4 in the drive part 2 can be steered manually in a known manner, by means of a drawbar, or — as provided in FIG. 1 — automatically by scanning a guideline embedded in the floor or depicted in a vehicle-supported memory.
  • the trailing support wheels 5, 5 ' are self-steering because they have steering axes 5.2, 5.2' arranged at a distance from their running axles 5.1,5.1 '.
  • the industrial truck 1 can be moved both forwards and backwards, the drive part 2 leading in the main direction of travel "forwards" in order to pull the travel part 3.
  • the articulated connection according to the invention is therefore used equally for the transmission of tensile and braking forces.
  • FIGS. 2 and 3 show in detail how the support elements 6, 6 '; 7, 7 'interact and how their function is determined exclusively by the mutual deflection of the two vehicle parts 2, 3, regardless of their position to the horizontal.
  • both vehicle parts 2, 3 are shown on the horizontal roadway in FIGS. 2 and 3, while in FIG. 4 the traveling part 3 is additionally deflected by the angles + a and -a relative to the horizontal drive part 2.
  • the support rollers 11, 11 ' are guided in coulisse 8, 8' parallel to the longitudinal central axis 24 of the drive part 2, namely on the tread 8.2 (or the corresponding tread of the coulisse 8 ') and along the end face 8.1 (or the corresponding end face of the coulisse 8 '), so that at ⁇ ⁇ 0 corresponding to the length of the pendulum supports 15, 15' a middle position between the stops 22, 23 or the corresponding stops of the coulisse 8 ', take in.
  • the parallel pendulum supports 15, 15 'with which tensile and braking forces are transmitted between the vehicle parts 2, 3 are arranged in such a way that they are inclined at a - 0 by approximately 15 ° relative to the longitudinal central axes 24, 25. This ensures low-wear spacing of the vehicle parts 2, 3 moving relative to one another.
  • the support elements 6, 6 '; 7, 7 'when the deflection angle a changes reference is also made to FIG. 4, assuming that the vehicle part 3 deflects relative to the vehicle part 2 by the angle ⁇ in a positive and negative direction.
  • the virtual axis of rotation A shifts parallel to itself and merges into the new virtual axis of rotation A.
  • the same process is repeated for negative deflection -a.
  • the pendulum supports 15, 15 'pivot into the inclinations 40, 40', the support rollers 11, 11 'move into the positions 37, 37' and the virtual axis of rotation A merges into the virtual axis of rotation A 2 .
  • the position of the virtual axis of rotation A with respect to the drive part 2 depends on the deflection angle a
  • its parallel displacement is an exclusive function of the deflection direction, regardless of the deflection angle a from which the deflection takes place. Accordingly, the virtual axis of rotation A shifts in the positive direction when deflected, downward in the forward direction and upward in the negative direction when deflected.
  • the articulated connection according to the invention functions as compensation for the unevenness, so that a statically unambiguously determined vertical support is achieved with the five vehicle wheels 4, 5, 5 ', 6, 6' provided. 5d are compensated by the torsional elasticity of the vehicle 1. Oblique-wave roadways, not shown here, can be controlled by the interaction of the connection according to the invention and torsional elasticity.
  • FIGS. 6a-6e show the function of the connection according to the invention on different road surfaces; namely when driving on the flat, horizontal road 33 according to FIG. 6a, the positive gradient transitions according to FIGS. 6b, 6e and the negative gradient transitions according to FIGS. 6c, 6d.
  • the drive wheel 4 When entering the ascending ramp 31 according to FIG. 6b, the drive wheel 4 produces an increased drive torque, which necessitates an increase in its axle load. This is brought about by the torque of the tensile force acting on the drive part 2, since its point of action shifts downwards with the virtual axis of rotation A in the forward direction of travel when the deflection is positive.
  • the subsequent exit on the horizontal path 27 (FIG.
  • the drive torque on the drive wheel 4 is reduced by the max. Do not exceed driving speed.
  • the axle load on the drive wheel 4 is reduced in this area because, as a result of the negative deflection, the virtual axis of rotation A and thus the point of application of the tractive force are shifted upward in the reverse direction.
  • a further reduction in the drive torque is required at the transition from the horizontal roadway 27 to the descending ramp 32 according to FIG. 6d if the max. Driving speed must not be exceeded.
  • the reduction in the axle load that this enables is in turn set automatically by the negative deflection of the two vehicle parts 2, 3 displacing the virtual axis of rotation and thus the point of application of the tensile force backwards upwards.
  • the braking torque when exiting the falling ramp 32 in FIG. 6e, the braking torque must be reduced in order to gradually switch over to a drive torque.
  • This allows a corresponding reduction in the axle load on the drive wheel 4, for which purpose the virtual axis of rotation and thus the point of application of the braking force are shifted downwards by the deflection of the two vehicle parts.
  • the virtual axis of rotation A is displaced from its central position by the positive and negative deflections + a or -a such that the torques acting on the drive part 2 as a result of the tensile and braking forces automatically cause the axle load on the drive wheel 4 adapt to the drive and braking torques to be provided by it.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)
  • Vessels, Lead-In Wires, Accessory Apparatuses For Cathode-Ray Tubes (AREA)
  • Heterocyclic Carbon Compounds Containing A Hetero Ring Having Oxygen Or Sulfur (AREA)
  • Vehicle Body Suspensions (AREA)
  • Soil Working Implements (AREA)
  • Agricultural Machines (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

This joint allows a drive member and a driven member of a transversely divided or separated vehicle to be deflected relative to each other about a virtual pivot axis which extends in a direction transversely to the vehicle. The drive member and the driven member are connected on each side by a first support element which supports against forces acting parallel to the transverse and vertical axes of the drive member and by a second support element which supports against traction and braking forces. Each first support element contains a support roll rotatably supported in a support at the driven member and guided in the longitudinal direction of the vehicle in a slide bracket arranged at the drive member. Each second support element comprises a hinged link rotatably mounted about a respective transverse axis at the drive member and the driven member. When travelling over changing slopes or gradients there results automatic matching of axle loads and torques at the drive wheel due to the deflection of the vehicle members.

Description

Die vorliegende Erfindung betrifft ein Fahrzeug mit in vertikaler Richtung starr geführten Rädern, welches innerhalb seiner Radbasis quergeteilt ist in mindestens zwei Fahrzeugteile, welche gelenkig verbunden sind, so dass sie gegenseitig um eine Drehachse gegen Anschläge verschwenkbar sind.The present invention relates to a vehicle with rigidly guided wheels in the vertical direction, which is cross-divided within its wheel base into at least two vehicle parts which are articulated so that they can be pivoted against one another about an axis of rotation against stops.

Wie bekannt, sind bei Fahrzeugen mit mehr als drei in vertikaler Richtung starr geführten Rädern die Vertikalkräfte statisch unbestimmt. Von derartigen Fahrzeugen kennt man das Problem, dass bei unebener Fahrbahn die Bodenhaftung mindestens eines, z. B. lenkbaren Antriebsrades vermindert sein kann, was die Kippstabilität beeinträchtigt und das Befahren von Bodenunebenheiten erschwert. Solche statische Unbestimmtheiten lassen sich durch den Einbau von gelenkigen Verbindungen beheben, wozu allgemein bei n Achslinien (n-2) Verbindungen erforderlich sind.As is known, the vertical forces are statically indefinite in vehicles with more than three wheels rigidly guided in the vertical direction. Such vehicles are known to have the problem that in the event of an uneven road surface, the traction of at least one, e.g. B. steerable drive wheel can be reduced, which affects the tilting stability and difficult driving on bumps. Static uncertainties of this kind can be eliminated by installing articulated connections, which is generally required for n axis lines (n-2).

So ist in der DE-OS Nr. 3 009 195 ein Hublader beschrieben, bei dem zwischen dem Antriebsteil und dem Lastträgerteil ein Pendelgelenk angeordnet ist, das eine Pendelung der beiden Fahrzeugteile um einen zur Hubladerlängsachse parallelen Pendelbolzen gegen zwei vorgespannte, zwischen den Fahrzeugteilen angeordnete Abstützelemente ermöglicht. Der Pendelbolzen bildet also eine in Hubladerlängsrichtung verlaufende Drehachse um welche sich Antriebsteil und Lasttägerteil gegenseitig verschwenken. Die beiden Abstützelemente bestehen aus je einem zwischen begrenzenden Hülsen eingespannten elastischen Ring und sind im grösstmöglichen Abstand zum Pendelbolzen angeordnet. Sie weisen je eine axialdruckübertragende Gleitscheibe auf und begrenzen die Amplitude der gegenseitigen Verschwenkung von Antriebsteil und Lastträgerteil.DE-OS No. 3 009 195 describes a lifting loader in which a pendulum joint is arranged between the drive part and the load carrier part, which enables the two vehicle parts to oscillate about a pendulum pin parallel to the longitudinal axis of the loader loader against two prestressed support elements arranged between the vehicle parts enables. The pendulum pin thus forms an axis of rotation extending in the longitudinal direction of the loader about which the drive part and load carrier part pivot relative to one another. The two support elements each consist of an elastic ring clamped between limiting sleeves and are arranged at the greatest possible distance from the pendulum pin. They each have an axial pressure-transmitting slide washer and limit the amplitude of the mutual pivoting of the drive part and load carrier part.

Ein erster Nachteil dieser gelenkigen Verbindung besteht darin, dass eine Verschwenkung der beiden Wagenteile um eine quer zur Wagenlängsachse verlaufende Drehachse nicht oder nicht in wünschbarem Masse möglich ist. Weisen derart ausgerüstete Fahrzeuge nämlich mehr als 2 Achsen auf, sind sie nicht in der Lage, ungleiche Abnützung der Radbandagen in Wagenlängsrichtung auszugleichen oder sich Fahrbahnen anzupassen, die Querwelligkeiten aufweisen oder aus horizontalen, ansteigenden und abfallenden Teilstücken gebildet sind. Dies hat sich als besonders nachteilig erwiesen, da Flurförderzeuge oft mehr als 2 Laufachsen besitzen und in vermehrtem Masse Rampen mit erheblichem Gefälle bzw. grosser Steigung befahren müssen. In allen diesen Fällen kann trotz der vorliegenden Pendelgelenkes die Bodenhaftung eines oder mehrerer Räder vermindert sein, was sich insbesondere bei gelenkten und gebremsten Antriebsrädern negativ auf das Fahrverhalten und die Kippstabilität auswirkt.A first disadvantage of this articulated connection is that a pivoting of the two carriage parts about an axis of rotation running transversely to the longitudinal axis of the carriage is not possible or is not possible to the desired extent. If vehicles equipped in this way have more than 2 axles, they are not able to compensate for uneven wear of the wheel bandages in the longitudinal direction of the wagon or to adapt to lanes that have transverse ripples or are formed from horizontal, rising and falling sections. This has proven to be particularly disadvantageous, since industrial trucks often have more than 2 running axles and increasingly have to drive on ramps with a significant slope or steep incline. In all these cases, the grip of one or more wheels can be reduced in spite of the present pendulum joint, which has a negative effect on the driving behavior and the stability against tipping, particularly in the case of steered and braked drive wheels.

Als Mangel hat sich ferner auch erwiesen, dass das vorliegende Pendelgelenk aufgrund seiner konstuktiven Ausbildung nicht in Wagenlängsrichtung verschiebbar ist und sich deshalb nicht dazu eignet, die Belastung der Achsen zu beeinflussen. In einer bevorzugten Ausführungsform sind zwar unterschiedliche Anordnungen des Pendelbolzens vorgesehen, die jedoch nicht in Wagenlängsrichtung sondern lediglich quer dazu. Es besteht deshalb keine Möglichkeit, durch Längsverschieben des Pendelgelenkes die Aufteilung der Achslasten auf die Betriebsbedingungen oder den Verlauf der Fahrbahn abzustimmen.It has also proven to be a defect that the present pendulum joint cannot be displaced in the longitudinal direction of the car due to its constructive design and is therefore not suitable for influencing the load on the axles. In a preferred embodiment, different arrangements of the pendulum pin are provided, but not in the longitudinal direction of the carriage but only transversely to it. It is therefore not possible to adjust the distribution of the axle loads to the operating conditions or the course of the road by longitudinally displacing the pendulum joint.

Die FR-A-7 427 636 zeigt ein quergeteiltes Fahrzeug, dessen Fahrzeugteile sowohl um eine erste, parallel zur Fahrzeuglängsachse verlaufende, als auch um eine zweite, quer zur Fahrzeuglängsachse verlaufende Drehachse mittels Steuerzylindern gegenseitig verschwenkbar sind.FR-A-7 427 636 shows a cross-divided vehicle, the vehicle parts of which can be mutually pivoted by means of control cylinders both about a first axis of rotation running parallel to the longitudinal axis of the vehicle and about a second axis of rotation running transverse to the longitudinal axis of the vehicle.

In beiden Fällen handelt es sich um vorgegebene, reelle Drehachsen. Es sind zusätzliche hydraulische oder pneumatische Zylinder erforderlich, um die Achslasten an die verschiedenen Betriebsbedingungen anzupassen.In both cases, these are predefined, real axes of rotation. Additional hydraulic or pneumatic cylinders are required to adapt the axle loads to the different operating conditions.

Die ganze Konstruktion ist demzufolge sehr aufwendig. Hier will die Erfindung Abhilfe schaffen.The whole construction is therefore very complex. The invention seeks to remedy this.

Die Erfindung, wie sie in den Ansprüchen gekennzeichnet ist, stellt sich die Aufgabe, bei Fahrzeugen mit mehr als drei, in vertikaler Richtung starr geführten Rädern, eine Vertikalabstützung zu gewährleisten, die gegen Bodenunebenheiten weitgehend tolerant ist und insbesondere bei querwelligen und bombierten Fahrbahnen ausreichende Bodenhaftung aller Räder sowie eine gute Kippstabilität aufweist.The invention, as characterized in the claims, has the task of ensuring a vertical support in vehicles with more than three wheels rigidly guided in the vertical direction, which is largely tolerant of unevenness in the ground and, in particular in the case of cross-wave and convex road surfaces, sufficient traction of all wheels as well as good tipping stability.

Diese Aufgabe wird mit der in den Kennzeichen des unabhängigen Anspruches charakterisierten Erfindung gelöst. Vorteilhafte Weiterentwicklungen sind in den abhängigen Ansprüchen angegeben. Darüber hinaus weist das erfindungsgemässe Gelenk noch folgende Vorteile auf:This object is achieved with the invention characterized in the characterizing part of the independent claim. Advantageous further developments are specified in the dependent claims. In addition, the joint according to the invention has the following advantages:

Erste, mit der Erfindung erzielte Vorteile ergeben sich aus dem Umstande, dass die durch die Abstützelemente gebildete gelenkige Verbindung in ihrer Funktion einem Drehgelenk mit quer zur Fahrzeuglängsachse verlaufender Drehachse entspricht. Und da es sich dabei nicht um ein reales sondern um ein virtuelles Drehgelenk handelt, kann seine Ausbildung sowie seine Anordnung am Fahrzeug ohne Rücksicht auf konstruktive Einschränkungen festgelegt werden. Aufgrund dieser Freizügigkeit ist es dann möglich, durch entsprechende Wahl der Abstützelemente, die Position des virtuellen Drehgelenkes im Sinne eines optimalen Fahrverhaltens auf vorliegende Betriebsverhältnisse abzustimmen. Dies betrifft insbesondere die Verteilung des Lastgewichtes auf die Achsen von Antriebs- und Mitfahrteil sowie die Plazierung des Angriffspunktes für Zug- und Bremskräfte um unerwünschte Drehmomente mit ihren Auswirkungen auf die Belastung der Achsen und die Bodenhaftung der Räder fernzuhalten. Ein zusätzlicher Vorteil kann darin gesehen werden, dass die virtuelle Drehachse bei Auslenkung der beiden Wagenteile selbsttätig aus ihrer Mittellage parallel verschoben wird. Dies führt zu einer Be-oder Entlastung z. B. des Antriebsrades, da - je nach Lage der virtuellen Drehachse - seine Achsbelastung durch die Drehmomente der Kräfte beim Beschleunigen und Verzögern erhöht oder vermindert wird. Allerdings wirkt sich dies nicht bei allen Auslenkungen und Betriebszuständen günstig auf das Fahrverhalten aus. Hingegen kann mit dem erfindungsgemässen Gelenk die virtuelle Drehachse nun so gelegt werden, dass die sich aus ihrer Parallelverschiebung ergebenden Be-und Entlastungen des Antriebsrades optimal auf den Verlauf der vom Fahrzeug zu befahrenden Strecke abgestimmt sind. Dies kann von Bedeutung sein, wenn es sich darum handelt, eine Last beim Übergang von horizontalen Wegstrecken auf ansteigende oder abfallende Rampen anzutreiben oder abzubremsen.The first advantages achieved with the invention result from the fact that the articulated connection formed by the support elements corresponds in its function to a swivel joint with an axis of rotation extending transversely to the longitudinal axis of the vehicle. And since this is not a real, but a virtual swivel, its design and arrangement on the vehicle can be determined regardless of design restrictions. Because of this freedom of movement, it is then possible to match the position of the virtual swivel joint in the sense of an optimal driving behavior to existing operating conditions by appropriate selection of the support elements. This applies in particular to the distribution of the load weight on the axles of the drive and moving parts as well as the placement of the point of application for Traction and braking forces to keep unwanted torques away with their effects on the load on the axles and the grip of the wheels. An additional advantage can be seen in the fact that the virtual axis of rotation is automatically shifted parallel from its central position when the two car parts are deflected. This leads to a burden or relief z. B. the drive wheel, because - depending on the position of the virtual axis of rotation - its axle load is increased or decreased by the torques of the forces during acceleration and deceleration. However, this does not have a favorable effect on driving behavior in all deflections and operating conditions. On the other hand, with the joint according to the invention, the virtual axis of rotation can now be set in such a way that the loading and unloading of the drive wheel resulting from its parallel displacement are optimally coordinated with the course of the route to be traveled by the vehicle. This can be important when it comes to driving or braking a load during the transition from horizontal distances to rising or falling ramps.

Dank der erfindungsgemässen Konstruktion kann die gelenkige Verbindung zweier Fahrzeugteile in einer bevorzugten Ausführung zudem so ausgestaltet werden, dass die Fahrzeugteile auf einfache Weise getrennt bzw. gekoppelt werden können. Dadurch können die Fahrzeuge für Wartung und Unterhalt in ihre Teile zerlegt bzw. die Fahrzeugteile entsprechend den betrieblichen Erfordernissen modulartig zu verschiedenen Fahrzeugkombinationen zusammengekoppelt werden.Thanks to the construction according to the invention, the articulated connection of two vehicle parts can also be designed in a preferred embodiment in such a way that the vehicle parts can be separated or coupled in a simple manner. As a result, the vehicles can be disassembled into their parts for maintenance and upkeep or the vehicle parts can be coupled together in a modular manner to form different vehicle combinations in accordance with the operational requirements.

Die Erfindung wird nachstehend in einer bevorzugten Ausführung an einem fahrerlosen Flurförderwagen beschrieben, doch ist das hier gezeigte Prinzip allgemein anwendbar bei Fahrzeugen, z. B. in der Lager- und Fördertechnik. In der lediglich dieses Anwendungsbeispiel der Erfindung darstellenden Zeichnung zeigen:

  • Fig. 1: schematisch in Seitenansicht eine Disposition eines quergeteilten Fahrzeuges,
  • Fig. 2: schematisch und im Aufriss eine Disposition eines Fahrzeugendteiles bestehend . aus Antriebsteil, Mitfahrteil und dazwischen liegendem Gelenk,
  • Fig. 3: eine perspektivische Teilansicht eines Fahrzeugendteiles nach Fig. 2,
  • Fig. 4: eine Skizze zur Erläuterung der Funktion der erfindungsgemässen gelenkigen Verbindung,
  • Fig. 5a-d: eine schematische Darstellung häufig vorkommender Fahrbahnunebenheiten,
  • Fig. 6a: eine schematische Darstellung der Verhältnisse bei Fahrt auf ebener, horizontaler Fahrbahn.
  • Fig. 6b-c: eine schematische Darstellung der Verhältnisse beim Übergang zwischen horizontalen Wegstrecken und ansteigenden oder abfallenden Rampen.
The invention is described below in a preferred embodiment on a driverless industrial truck, but the principle shown here is generally applicable to vehicles, e.g. B. in storage and conveyor technology. In the drawing illustrating only this application example of the invention:
  • 1: schematically in side view a disposition of a cross-divided vehicle,
  • Fig. 2: schematically and consisting of a disposition of a vehicle end part in elevation. consisting of drive part, ride-on part and joint in between,
  • 3: a perspective partial view of a vehicle end part according to FIG. 2,
  • 4: a sketch to explain the function of the articulated connection according to the invention,
  • 5a-d: a schematic representation of frequently occurring road bumps,
  • 6a: a schematic representation of the conditions when driving on a flat, horizontal road.
  • Fig. 6b-c: a schematic representation of the conditions at the transition between horizontal distances and rising or falling ramps.

Fig. 1 zeigt ein quergeteiltes Flurförderzeug 1 mit einem lastaufnehmenden Mitfahrteil 3, das einerends auf Rollen 9, 9' abgestützt ist und anderends an ein Antriebsteil 2 koppelbar ist, um von diesem getragen und geführt zu werden. Selbstverständlich kann das zur Anwendung der Erfindung vorgesehene Flurförderzeug 1 auch zweimal quergeteilt sein und aus einem Mitfahrteil 3 bestehen, das beiderends von je einem identisch aufgebauten, spiegelsymmetrisch angeordneten Antriebsteil 2 getragen wird. Das Antriebsteil 2 weist mindestens ein gelenktes sowie gebremstes Antriebsrad 4 auf und ist im weitern von mindestens zwei symmetrisch angeordneten selbstlenkenden Stützrädern 5, 5' gestützt. Die in vertikaler Richtung start geführten Räder 4, 5, 5', 9, 9' bestimmen 3 Achslinien 4.1, 5.1,5.1' und 9.1, 9.1', so dass zur eindeutigen Definition der Vertikalabstützung des Flurförderzeuges 1 (3 - 2) eine erfindungsgemässe gelenkige Verbindung erforderlich ist.1 shows a cross-divided industrial truck 1 with a load-carrying ride-on part 3, which is supported on one end on rollers 9, 9 'and on the other side can be coupled to a drive part 2 in order to be carried and guided by it. Of course, the industrial truck 1 provided for the application of the invention can also be cross-divided twice and consist of a ride-on part 3, which is supported on both ends by an identically constructed, mirror-symmetrically arranged drive part 2. The drive part 2 has at least one steered and braked drive wheel 4 and is further supported by at least two symmetrically arranged self-steering support wheels 5, 5 '. The wheels 4, 5, 5 ', 9, 9' starting in the vertical direction determine 3 axis lines 4.1, 5.1,5.1 'and 9.1, 9.1', so that for the unambiguous definition of the vertical support of the industrial truck 1 (3 - 2) an inventive one articulated connection is required.

Die Figuren 2 und 3 stellen den prinzipiellen Aufbau des antriebsseitigen Fahrzeugendteiles dar und zeigen schematisch im Aufriss bzw. perspektivisch, wie Antriebsteil 2 und Mitfahrteil 3 erfindungsgemäss beweglich miteinander verbunden sind. Die erfindungsgemässe Verbindung besteht aus je zwei beidseits am Fahrzeug 1 symmetrisch zu seiner vertikalen Längsmittelebene angeordneten Abstützelementen, nämlich 6, 6' für in Quer- und Höhenrichtung des Antriebsteiles 2 verlaufende Kräfte und 7, 7' für Zug- und Bremskräfte. Die Abstützelemente 6, 6' enthalten als Kernstücke je eine Tragrolle 11 bzw. 11', welche am Mitfahrteil 3 in Lagern 14 bzw. 14' drehbar abgestützt und am Antriebsteil 2 parallel zu seiner Längsmittelachse 24 in U-förmigen Coulissen 8 bzw. 8' verschiebbar geführt ist. Mit 22, 23 sind Anschläge in der Coulisse 8 bezeichnet, die vorgespannt sein können, und der Begrenzung der gegenseitigen Auslenkung von Antriebsteil 2 und Mitfahrteil 3 dienen. Die gegenüberliegende Coulisse 8' ist symmetrisch ausgebildet. Die Abstützelemente 7, 7' enthalten als Kernstücke je eine Pendelstütze 15 bzw. 15', welche beiderends an Antriebsteil 2 und Mitfahrteil 3 in Laschen 16, 17 bzw. 16', 17' um je eine Querachse 12, 13 bzw. 12', 13' drehbar gelagert ist. Die zur Höhenachse 19 parallele Querebene 29 durch die Tragrollen 11, 11' sowie die Ebene 30 der beiden parallelen Pendelstützen 15, 15'schneiden sich in der parallel zu den Querachsen 18, 20 der Fahrzeugteile 2 bzw. 3 verlaufenden Schnittgeraden 28. Diese dient dem virtuellen Gelenk, das der gelenkigen Verbindung durch die Abstützelemente 6,6' bzw. 7, 7' wirkungsgleich ist, als virtuelle Drehachse A. Die Anordnung der Abstützelemente 6, 6' und 7, 7' sowie der Verlauf der parallelen Pendelstützen 15, 15' sind so gewählt, dass die sich daraus ergebende virtuelle Drehachse A den betrieblichen Anforderungen optimal entspricht. Dies ist in den Fig. 4 und 5 eingehend erläutert. Das lenkbare Antriebsrad 4, die nachlaufenden Stützräder 5, 5' sowie die Laufrollen 9, 9' sind in bekannter Weise ausgebildet und angeordnet.Figures 2 and 3 represent the basic structure of the drive-side vehicle end part and show schematically in elevation or in perspective how drive part 2 and ride-on part 3 are movably connected to one another according to the invention. The connection according to the invention consists of two support elements arranged on both sides of the vehicle 1 symmetrically to its vertical longitudinal center plane, namely 6, 6 'for forces running in the transverse and vertical directions of the drive part 2 and 7, 7' for tensile and braking forces. The supporting elements 6, 6 'each contain a supporting roller 11 or 11' as core pieces, which are rotatably supported on the moving part 3 in bearings 14 or 14 'and on the drive part 2 parallel to its longitudinal central axis 24 in U-shaped coulisses 8 or 8' is slidably guided. With 22, 23 stops in the coulisse 8 are designated, which can be preloaded and serve to limit the mutual deflection of the drive part 2 and the moving part 3. The opposite coulisse 8 'is symmetrical. The support elements 7, 7 'each contain a pendulum support 15 or 15' as core pieces, which on both ends on drive part 2 and moving part 3 in brackets 16, 17 or 16 ', 17' around a transverse axis 12, 13 or 12 ', 13 'is rotatably mounted. The transverse plane 29 parallel to the height axis 19 through the support rollers 11, 11 'and the plane 30 of the two parallel pendulum supports 15, 15' intersect in the intersection line 28 running parallel to the transverse axes 18, 20 of the vehicle parts 2 and 3. This serves the purpose virtual joint that the articulated connection through the Support elements 6, 6 'or 7, 7' have the same effect as a virtual axis of rotation A. The arrangement of the support elements 6, 6 'and 7, 7' and the course of the parallel pendulum supports 15, 15 'are selected so that they result from this resulting virtual axis of rotation A optimally meets the operational requirements. This is explained in detail in FIGS. 4 and 5. The steerable drive wheel 4, the trailing support wheels 5, 5 'and the rollers 9, 9' are designed and arranged in a known manner.

Fig. 4 zeigt den grundsätzlichen Zusammenhang zwischen der erfindungsgemässen gelenkigen Verbindung, wie sie durch die Abstützelemente 6, 6' bzw. 7, 7' gebildet ist, und dem ihr wirkungsgleichen virtuellen Drehgelenk. Ihre virtuelle Drehachse A ergibt sich als Schnittgerade 28 zwischen der zur Höhenachse 19 des Fahrzeugteiles 2 parallelen Querebene 29 durch die Tragrollen 11,11' und der Ebene 30 durch die beiden parallelen Pendelstützen 15, 15'. Zur quantitativen Erfassung der durch die Abstützelemente 6, 6' und 7, 7' ermöglichten Auslenkung der beiden Fahrzeugteile 2, 3 um die quer verlaufende virtuelle Drehachse A dient der Auslenkwinkel a zwischen der Längsmittelachse 24 des Antriebsteiles 2 und der Längsmittelachse 25 des Mitfahrteiles 3. Er wird von der Längsmittelachse 24 des Antriebsteiles 2 aus gemessen, im Gegenuhrzeigersinn mit positivem Vorzeichen, im Uhrzeigersinn mit negativem Vorzeichen. Bei einer gegebenen konstruktiven Ausbildung der erfindungsgemässen Verbindung entsprechen jedem Auslenkwinkel a eine Position der Tragrollen 11, 11' in den Coulissen 8 bzw. 8', eine Neigung der parallelen Pendelstützen 15, 15' sowie eine virtuelle Drehachse A. In Fig. 4 ergeben sich demnach folgende Zuordnungen: für a = 0 die Positionen 35, 35' der Tragrollen 11, 11', die Horizontallagen 38, 38' der Pendelstützen 15, 15' und die virtuelle Drehachse A; für positive Auslenkung + a die Positionen 36, 36', die Neigungen 39, 39' und die virtuelle Drehachse A,; für negative Auslenkung -a die Positionen 37, 37', die Neigungen 40, 40' und die virtuelle Drehachse A2.FIG. 4 shows the basic relationship between the articulated connection according to the invention, as it is formed by the support elements 6, 6 'and 7, 7', and the virtual swivel joint which has the same effect. Their virtual axis of rotation A results as a straight line 28 between the transverse plane 29 parallel to the height axis 19 of the vehicle part 2 through the support rollers 11, 11 'and the plane 30 through the two parallel pendulum supports 15, 15'. The deflection angle a between the longitudinal central axis 24 of the drive part 2 and the longitudinal central axis 25 of the ride-on part 3 serves for the quantitative detection of the deflection of the two vehicle parts 2, 3 made possible by the support elements 6, 6 'and 7, 7'. It is measured from the longitudinal central axis 24 of the drive part 2, counterclockwise with a positive sign, clockwise with a negative sign. Given a structural design of the connection according to the invention, each deflection angle a corresponds to a position of the support rollers 11, 11 'in the coulisse 8 or 8', an inclination of the parallel pendulum supports 15, 15 'and a virtual axis of rotation A. In FIG accordingly the following assignments: for a = 0 the positions 35, 35 'of the support rollers 11, 11', the horizontal positions 38, 38 'of the pendulum supports 15, 15' and the virtual axis of rotation A; for positive deflection + a the positions 36, 36 ', the inclinations 39, 39' and the virtual axis of rotation A ,; for negative deflection -a the positions 37, 37 ', the inclinations 40, 40' and the virtual axis of rotation A 2 .

Die Figuren 5a-d zeigen zwei erfindungsgemäss verbundene Fahrzeugteile 2, 3 auf unebenen Fahrbahnen, wobei vier, besonders häufig vorkommende, dargestellt sind: nämlich je eine querwellige (41), eine konkav-bombierte (42), eine konvex-bombierte (43) sowie eine um die Längsrichtung verdrehte (44) Fahrbahn. Dabei ist bei allen gezeigten Unebenheiten die Bodenhaftung aller Fahrzeugräder 4, 5, 5', 9, 9' gewährleistet.FIGS. 5a-d show two vehicle parts 2, 3 connected according to the invention on uneven road surfaces, four, particularly frequently occurring, being shown: namely a cross-wave (41), a concave-convex (42), a convex-convex (43) and a lane (44) rotated about the longitudinal direction. In the case of all the unevenness shown, the grip of all vehicle wheels 4, 5, 5 ', 9, 9' is guaranteed.

Die erfindungsgemässe Verbindung ermöglicht Fahrbahnverläufe, die bis anhin mit mehr als 3 in vertikaler Richtung starr geführten Räder nicht oder nur mit Einschränkungen befahren werden konnten. Davon sind in den Fig. 6b-6e vier besonders typische Verläufe im Vergleich mit einer horizontalen Fahrbahn 33 gemäss Fig. 6a dargestellt; nämlich die Übergänge zwischen horizontalen Wegstrecken 27 und ansteigenden oder abfallenden Rampen 31 bzw. 32. Entsprechend dem Auslenkwinkel a ergeben sich für die zugehörigen virtuellen Drehachsen A, A1, A2 ... unterschiedliche Lagen in bezug auf das Antriebsteil 2. Bei Fahrt auf der horizontalen Fahrbahn 33 gemäss Fig. 6a befindet sich die erfindungsgemässe gelenkige Verbindung in der Mittelstellung a = 0, mit der entsprechenden virtuellen Drehachse A. Für positive und negative Auslenkwinkel +a bzw. -a gemäss den Figuren 6b, 6e bzw. 6c, 6d sind die entsprechenden parallelverschobenen virtuellen Drehachsen mit A1, A4 bzw. A2, A3 bezeichnet. Die sich aus der Parallelverschiebung der virtuellen Drehachse A ergebenden Belastungsänderungen, insbesondere des Antriebsrades 4, mit ihren Auswirkungen auf das Fahrverhalten eines quergeteilten Fahrzeuges 1 sind in der Funktionsbeschreibung zu Fig. 6 näher erläutert.The connection according to the invention makes it possible to run on roadways which, up to now, could not be driven on with more than 3 wheels rigidly guided in the vertical direction, or only with restrictions. Of these, four particularly typical courses are shown in FIGS. 6b-6e in comparison with a horizontal roadway 33 according to FIG. 6a; namely, the transitions between horizontal paths 27 and rising or falling ramps 31 and 32. According to the deflection angle a, there are different positions for the associated virtual axes of rotation A, A 1 , A 2 ... with respect to the drive part 2. When driving on 6a, the articulated connection according to the invention is in the central position a = 0, with the corresponding virtual axis of rotation A. For positive and negative deflection angles + a or -a according to FIGS. 6b, 6e or 6c, 6d the corresponding parallel-shifted virtual axes of rotation are designated A 1 , A 4 and A 2 , A 3 . The load changes resulting from the parallel displacement of the virtual axis of rotation A, in particular of the drive wheel 4, with their effects on the driving behavior of a cross-divided vehicle 1 are explained in more detail in the functional description of FIG. 6.

Anhand der Figuren 1 bis 6e sei im folgenden die Funktion der erfindungsgemässen gelenkigen Verbindung kurz erläutert und dabei insbesondere auch die Verhältnisse beim Befahren von Steigungsübergängen berücksichtigt.The function of the articulated connection according to the invention is briefly explained below with reference to FIGS. 1 to 6e and in particular also takes into account the conditions when negotiating incline transitions.

Die Lenkung des Antriebsrades 4 im Antriebsteil 2 kann in bekannter Weise manuell erfolgen, mittels einer Deichsel, oder - wie in Fig. 1 vorgesehen - automatische durch Abtasten einer im Boden eingelassenen oder in einem fahrzeuggestützten Speicher abgebildeten Leitlinie. Die nachlaufenden Stützräder 5, 5' sind selbstlenkend, da sie abständlich zu ihren Laufachsen 5.1,5.1' angeordnete Lenkachsen 5.2, 5.2' aufweisen. Selbstverständlich ist das Flurförderzeug 1 sowohl vorwärts wie rückwärts verfahrbar, wobei in der Hauptfahrtrichtung "vorwärts" das Antriebsteil 2 vorlaufend ist um das Mitfahrteil 3 zu ziehen. Die erfindungsgemässe gelenkige Verbindung wird demnach gleichermassen zur Übertragung von Zug- und Bremskräften eingesetzt.The drive wheel 4 in the drive part 2 can be steered manually in a known manner, by means of a drawbar, or — as provided in FIG. 1 — automatically by scanning a guideline embedded in the floor or depicted in a vehicle-supported memory. The trailing support wheels 5, 5 'are self-steering because they have steering axes 5.2, 5.2' arranged at a distance from their running axles 5.1,5.1 '. Of course, the industrial truck 1 can be moved both forwards and backwards, the drive part 2 leading in the main direction of travel "forwards" in order to pull the travel part 3. The articulated connection according to the invention is therefore used equally for the transmission of tensile and braking forces.

Die Figuren 2, 3 und 4 zeigen im Detail, wie die Abstützelemente 6, 6'; 7, 7' zusammenwirken und wie ihre Funktion ausschliesslich von der gegenseitigen Auslenkung der beiden Fahrzeugteile 2, 3 bestimmt ist, unabhängig von ihrer Lage zur Horizontalen. Der Einfachheit halber sind in den Fig. 2 und 3 beide Fahrzeugteile 2, 3 auf horizontaler Fahrbahn dargestellt, während in Fig. 4 das Mitfahrteil 3 gegenüber dem horizontalen Antriebsteil 2 zusätzlich um die Winkel +a und -a ausgelenkt ist. Gemäss den Fig. 2 und 3 sind die Tragrollen 11, 11' in zur Längsmittelachse 24 des Antriebsteiles 2 parallelen Coulissen 8, 8' geführt und zwar auf der Lauffläche 8.2 (bzw. der entsprechenden Lauffläche der Coulisse 8') und entlang der Stirnfläche 8.1 (bzw. der entsprechenden Stirnfläche der Coulisse 8'), so dass sie bei α ≈ 0 entsprechend der Länge der Pendelstützen 15, 15' eine Mittelstellung zwischen den Anschlägen 22, 23 bzw. den entsprechenden Anschlägen der Coulisse 8', einnehmen. Mit dieser Anordnung werden Kräfte in zwei rechtwinklig zueinander stehenden Richtungen zwischen den Fahrzeugteilen 2, 3 übertragen, nämlich in Antriebsteilhöhenrichtung, d. h. rechtwinkling zu der Coulissenlauffläche 8.2, bzw. zur entsprechenden Lauffläche der Coulisse 8', durch deren Zusammenwirken mit der entsprechenden Lauffläche der Tragrolle 11, bzw. der Lauffläche 11.2' der Tragrolle 11', sowie in Antriebsteilquerrichtung d. h. rechtwinklig zu der Coulissenstirnfläche 8.1, bzw. zu der entsprechenden Stirnfläche der Coulisse 8', durch deren Zusammenwirken mit der lagerabgewandten Fläche der Tragrolle 11, bzw. der entsprechenden Fläche 11.1' der Tragrolle 11'. Die parallelen Pendelstützen 15, 15' mit denen Zug- und Bremskräfte zwischen den Fahrzeugteilen 2, 3 übertragen werden, sind so angeordnet, dass sie bei a - 0 um ca. 15° gegen die Längsmittelachsen 24, 25 geneigt verlaufen. Damit ist eine verschleissarme Abstandhaltung der sich relativ zueinander bewegenden Fahrzeugteile 2, 3 sichergestellt. Zur Erläuterung der eigentlichen Gelenkfunktion d. h. des Zusammenwirkens der Abstützelemente 6, 6'; 7, 7' bei änderndem Auslenkwinkel a sei zusätzlich noch auf die Figur 4 hingewiesen und dabei angenommen, dass sich das Fahrzeugteil 3 um den Winkel a in positiver und negativer Richtung gegenüber dem Fahrzeugteil 2 auslenke. Bei positiver Auslenkung + a schwenken die Pendelstützen 15, 15' aus den horizontalen Lagen 38, 38' um die Drehachsen 12,12' in die Neigungen 39, 39' und die Tragrollen 11, 11' verschieben sich gleichzeitig in den Coulissen 8, 8' aus ihren Mittelstellungen 35, 35' in die Positionen 36, 36'.Figures 2, 3 and 4 show in detail how the support elements 6, 6 '; 7, 7 'interact and how their function is determined exclusively by the mutual deflection of the two vehicle parts 2, 3, regardless of their position to the horizontal. For the sake of simplicity, both vehicle parts 2, 3 are shown on the horizontal roadway in FIGS. 2 and 3, while in FIG. 4 the traveling part 3 is additionally deflected by the angles + a and -a relative to the horizontal drive part 2. 2 and 3, the support rollers 11, 11 'are guided in coulisse 8, 8' parallel to the longitudinal central axis 24 of the drive part 2, namely on the tread 8.2 (or the corresponding tread of the coulisse 8 ') and along the end face 8.1 (or the corresponding end face of the coulisse 8 '), so that at α ≈ 0 corresponding to the length of the pendulum supports 15, 15' a middle position between the stops 22, 23 or the corresponding stops of the coulisse 8 ', take in. With this arrangement, forces are transmitted in two directions at right angles to one another between the vehicle parts 2, 3, namely in the drive part height direction, that is to say at right angles to the coulisse tread 8.2, or to the corresponding tread of the coulisse 8 ', by their interaction with the corresponding tread of the support roller 11 , or the running surface 11.2 'of the support roller 11', and in the drive part transverse direction, ie at right angles to the Coulisse end face 8.1, or to the corresponding end face of the Coulisse 8 ', by their interaction with the bearing-facing surface of the support roller 11, or the corresponding surface 11.1 'the idler 11'. The parallel pendulum supports 15, 15 'with which tensile and braking forces are transmitted between the vehicle parts 2, 3 are arranged in such a way that they are inclined at a - 0 by approximately 15 ° relative to the longitudinal central axes 24, 25. This ensures low-wear spacing of the vehicle parts 2, 3 moving relative to one another. To explain the actual joint function, ie the interaction of the support elements 6, 6 '; 7, 7 'when the deflection angle a changes, reference is also made to FIG. 4, assuming that the vehicle part 3 deflects relative to the vehicle part 2 by the angle α in a positive and negative direction. With a positive deflection + a, the pendulum supports 15, 15 'pivot from the horizontal positions 38, 38' about the axes of rotation 12, 12 'into the inclinations 39, 39' and the support rollers 11, 11 'simultaneously move in the coulisse 8, 8 'from their middle positions 35, 35' to positions 36, 36 '.

Dabei verschiebt sich die virtuelle Drehachse A parallel zu sich selbst und geht in die neue virtuelle Drehachse A, über. Der gleiche Vorgang wiederholt sich entsprechend für negative Auslenkung -a. In diesem Falle schwenken die Pendelstützen 15, 15' in die Neigungen 40, 40', die Tragrollen 11, 11' verschieben sich in die Positionen 37, 37' und die virtuelle Drehachse A geht in die virtuelle Drehachse A2 über. Während die Lage der virtuellen Drehachse A bezüglich des Antriebsteiles 2 vom Auslenkwinkel a abhängt, ist ihre Parallelverschiebung eine ausschliessliche Funktion der Auslenkrichtung, unabhängig vom Auslenkwinkel a von dem aus die Auslenkung erfolgt. Demnach verschiebt sich die virtuelle Drehachse A bei Auslenkung in positiver Richtung, in Vorwärtsfahrtrichtung nach unten und bei Auslenkung in negativer Richtung in Rückwärtsfahrtrichtung nach oben.The virtual axis of rotation A shifts parallel to itself and merges into the new virtual axis of rotation A. The same process is repeated for negative deflection -a. In this case, the pendulum supports 15, 15 'pivot into the inclinations 40, 40', the support rollers 11, 11 'move into the positions 37, 37' and the virtual axis of rotation A merges into the virtual axis of rotation A 2 . While the position of the virtual axis of rotation A with respect to the drive part 2 depends on the deflection angle a, its parallel displacement is an exclusive function of the deflection direction, regardless of the deflection angle a from which the deflection takes place. Accordingly, the virtual axis of rotation A shifts in the positive direction when deflected, downward in the forward direction and upward in the negative direction when deflected.

Bei den in den Figuren 5a, 5b und 5c dargestellten Fahrbahnverläufen funktioniert die erfindungsgemässe gelenkige Verbindung als Ausgleich für die Unebenheiten, so dass mit den fünf vorgesehenen Fahrzeugrädern 4, 5, 5', 6, 6' eine statisch eindeutig bestimmte Vertikalabstützung erzielt wird. Fahrbahnverdrehungen gemäss Fig. 5d werden durch die Torsionselastizität des Fahrzeuges 1 ausgeglichen. Hier nicht weiter dargestellte, schrägwellige Fahrbahnen sind durch das Zusammenwirken von erfindungsgemässer Verbindung und Torsionselastizität beherrschbar.5a, 5b and 5c, the articulated connection according to the invention functions as compensation for the unevenness, so that a statically unambiguously determined vertical support is achieved with the five vehicle wheels 4, 5, 5 ', 6, 6' provided. 5d are compensated by the torsional elasticity of the vehicle 1. Oblique-wave roadways, not shown here, can be controlled by the interaction of the connection according to the invention and torsional elasticity.

Die Figuren 6a - 6e zeigen die Funktion der erfindungsgemässen Verbindung auf unterschiedlichen Fahrbahnen; nämlich beim Befahren der ebenen, horizontalen Fahrbahn 33 gemäss Fig. 6a, der positiven Steigungsübergäge gemäss Fig. 6b, 6e sowie der negativen Steigungsübergänge gemäss Fig. 6c, 6d. Bei Einfahrt in die ansteigende Rampe 31 gemäss Fig. 6b erbringt das Antriebsrad 4 ein erhöhtes Antriebsdrehmoment, was eine Verstärkung seiner Achsbelastung notwendig macht. Dies wird durch das am Antriebsteil 2 angreifende Drehmoment der Zugkraft bewirkt, da deren Angriffspunkt bei positiver Auslenkung sich mit der virtuellen Drehachse A in Vorwärtsfahrtrichtung nach unten verschiebt. Bei der nachfolgenden Ausfahrt auf die horizontale Wegstrecke 27 (Fig. 6c) wird das Antriebsdrehmoment am Antriebsrad 4 reduziert um die max. Fahrgeschwindigkeit nicht zu überschreiten. Entsprechend erfolgt in diesem Bereiche eine Reduktion der Achsbelastung am Antriebsrade 4, da als Folge der negativen Auslenkung die virtuelle Drehachse A und damit der Angriffspunkt der Zugkraft in Rückwährtsfahrtrichtung nach oben verschoben werden. Eine weitere Verringerung des Antriebsdrehmomentes ist beim Übergang von der horizontalen Fahrbahn 27 auf die abfallende Rampe 32 gemäss Fig. 6d erforderlich, soll die max. Fahrgeschwindigkeit nicht überschritten werden. Die dadurch ermöglichte Reduktion der Achsbelastung stellt sich wiederum selabsttätig ein, indem durch die negative Auslenkung der beiden Fahrzeugteile 2, 3 die virtuelle Drehachse und damit der Angriffspunkt der Zugkraft rückwärts nach oben verschoben werden. Schliesslich muss bei der in Fig. 6e dargestellten Ausfahrt aus der abfallenden Rampe 32 das Bremsdrehmoment reduziert werden um allmählich auf ein Antriebsdrehmoment umzuschalten. Dies erlaubt eine entsprechende Reduktion der Achsbelastung am Antriebsrad 4, wozu die virtuelle Drehachse und damit der Angriffspunkt der Bremskraft durch die Auslenkung der beiden Fahrzeugteile vorwärts nach unten verschoben werden. Zusammenfassend ergibt sich, dass die virtuelle Drehachse A durch die positiven und negativen Auslenkungen + a bzw. -a so aus ihrer Mittelstellung verschoben wird, dass die als Folge der Zug- und Bremskräfte auf das Antriebsteil 2 einwirkenden Drehmomente, die Achsbelastung des Antriebsrades 4 selbsttätig an die von diesem zu erbringenden Antriebs- und Bremsmomente anpassen.FIGS. 6a-6e show the function of the connection according to the invention on different road surfaces; namely when driving on the flat, horizontal road 33 according to FIG. 6a, the positive gradient transitions according to FIGS. 6b, 6e and the negative gradient transitions according to FIGS. 6c, 6d. When entering the ascending ramp 31 according to FIG. 6b, the drive wheel 4 produces an increased drive torque, which necessitates an increase in its axle load. This is brought about by the torque of the tensile force acting on the drive part 2, since its point of action shifts downwards with the virtual axis of rotation A in the forward direction of travel when the deflection is positive. During the subsequent exit on the horizontal path 27 (FIG. 6c), the drive torque on the drive wheel 4 is reduced by the max. Do not exceed driving speed. Correspondingly, the axle load on the drive wheel 4 is reduced in this area because, as a result of the negative deflection, the virtual axis of rotation A and thus the point of application of the tractive force are shifted upward in the reverse direction. A further reduction in the drive torque is required at the transition from the horizontal roadway 27 to the descending ramp 32 according to FIG. 6d if the max. Driving speed must not be exceeded. The reduction in the axle load that this enables is in turn set automatically by the negative deflection of the two vehicle parts 2, 3 displacing the virtual axis of rotation and thus the point of application of the tensile force backwards upwards. Finally, when exiting the falling ramp 32 in FIG. 6e, the braking torque must be reduced in order to gradually switch over to a drive torque. This allows a corresponding reduction in the axle load on the drive wheel 4, for which purpose the virtual axis of rotation and thus the point of application of the braking force are shifted downwards by the deflection of the two vehicle parts. In summary, it follows that the virtual axis of rotation A is displaced from its central position by the positive and negative deflections + a or -a such that the torques acting on the drive part 2 as a result of the tensile and braking forces automatically cause the axle load on the drive wheel 4 adapt to the drive and braking torques to be provided by it.

Claims (11)

1. Vehicle with wheels rigidly guided in vertical direction, said vehicle being transversely divided in at least two vehicle portions (2, 3), which are jointly connected to pivot against each other about a pivot axis and against limiting stops, characterized in that said at least two vehicle portions (2, 3) are mutually connected by at least one first support element (6, 6') each and at least one second support element (7, 7') each, that the first support elements (6, 6') essentially transmit the forces parallel to the transverse axes (18,20) and the vertical axes (19, 21) of said vehicle portions, that the second support elements (7, 7') essentially transmit the traction and braking forces, that the vehicle portions (2, 3) are pivotable against each other from a median position at least about a virtual pivot axis (A) parallel to their transverse axes (18, 20) and that said virtual pivot axis (A) displaces parallel to itself as a function of the deflection angle (a) formed between the longitudinal median axes (24, 25) of said vehicle portions (2, 3).
2. Vehicle according to claim 1, characterized in that said support elements (6, 6', 7, 7') are arranged on both sides of said vehicle (1) in pairs in mirror symmetry to its longitudinal central plane.
3. Vehicle according to claim 1, characterized in that said two first support elements (6, 6') each comprise a support roll (11, 11') rotatably supported at said vehicle portion (3) by bearings (14, 14') and guided at said other vehicle portion (2) in U-shaped slide brackets (8, 8') extending parallel to said longitudinal center axis (24), and that the end plane (11.1') of said rolls which face away from said bearing abuts as a transverse pressure transmitting sliding plane against the front plane (8.1) of said slide bracket (8, 8').
4. Vehicle according to claim 1, characterized in that both of said second supports (7, 7') each comprise a swivel link (15,15'), which is pivotably supported on both vehicle portions (2, 3) about axes (12,13) and (12', 13'), respectively, which are parallel to said vehicle transverse axes (12', 13').
5. Vehicle according to claim 1, characterized in that said vehicle portion (2) is arranged as a driving portion comprising at least one steerable and brakeable driving wheel (4), and that said vehicle portion (3) is arranged as driven portion comprising passive rigidly guided drive rolls (9, 9').
6. Vehicle according to claim 3, characterized in that said U-shaped sliding brackets (8, 8') are provided with stops (22, 23) for limiting the mutual deflection of said two vehicle portions (2, 3) about said virtual pivot axis A.
7. Vehicle according to claims 4 and 6, characterized in that said stops (22, 23) and said swivel links (15,15') are mounted in an easily removable manner for simplifying connection and disconnection of said two vehicle portions (2, 3).
8. Vehicle according to claims 2,3,4 and 5, characterized in that said virtual pivot axis (A) is arranged as intersection line between the transverse plane (29) through said support rolls (11, 11') and parallel to said vertical axis (19) of said driving portion (2), and the plane (30) through said parallel swivel links (15,15').
9. Vehicle according to the claims 2,3,4 and 5, characterized in that said parallel displacement of said virtual pivot axis (A) upon deflection of said vehicle portions (2, 3) occurs by itself and in forward driving direction downwardly upon deflection in positive direction and in reverse driving direction upwardly upon deflection in negative direction.
10. Vehicle according to claim 9, characterized in that said virtual pivot axis (A, A1, A2,...) corresponding to each deflection angle (a, a1, a2,...) is an instantaneous pivot axis.
11. Vehicle according to claim 9, characterized in that the loading of said driving wheel (4) by traction or braking forces, respectively, is increasing or decreasing, respectively, upon deflection in positive direction and is decreasing or increasing, respectively, upon deflection in negative direction.
EP85111605A 1984-10-26 1985-09-13 Transversely articulated vehicle Expired EP0179256B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85111605T ATE39677T1 (en) 1984-10-26 1985-09-13 CROSS-SPLIT VEHICLE WITH ARTICULATED PARTS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH513484 1984-10-26
CH5134/84 1984-10-26

Publications (2)

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EP0179256A1 EP0179256A1 (en) 1986-04-30
EP0179256B1 true EP0179256B1 (en) 1989-01-04

Family

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EP85111605A Expired EP0179256B1 (en) 1984-10-26 1985-09-13 Transversely articulated vehicle

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US (1) US4690422A (en)
EP (1) EP0179256B1 (en)
JP (1) JPS61105203A (en)
AT (1) ATE39677T1 (en)
CA (1) CA1262747A (en)
DE (1) DE3567195D1 (en)
ES (1) ES8609049A1 (en)
FI (1) FI84158C (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0820505D0 (en) * 2008-11-10 2008-12-17 Brown Frederick L Self propelled pedestrian guided lift trucks

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB476991A (en) * 1935-06-07 1937-12-15 Yale & Towne Mfg Co Improvements in and relating to lifting trucks
US2395345A (en) * 1942-09-10 1946-02-19 Irvin F Schreck Industrial truck
US2370866A (en) * 1943-07-05 1945-03-06 Salsbury Corp Industrial truck
US2601171A (en) * 1947-02-14 1952-06-17 Irvin F Schreck Power propelled truck of the type provided with a steering handle connected to a swiveled traction wheel
US2640611A (en) * 1948-10-22 1953-06-02 Clark Equipment Co Industrial truck
SE172996C1 (en) * 1957-09-25 1960-10-04
FR1229113A (en) * 1958-06-14 1960-09-05 Forklift, advanced
US3105705A (en) * 1960-12-15 1963-10-01 Richard Paul Pierre Coupling arrangement between a halftrailer and a tractor
US3246713A (en) * 1963-11-29 1966-04-19 Universal American Corp Industrial truck
US3378159A (en) * 1967-02-13 1968-04-16 Clark Equipment Co Upright mounting means for lift truck
GB1376868A (en) * 1973-05-29 1974-12-11 Stockamoellan Ab Fork lift trucks
FR2347254A1 (en) * 1976-04-09 1977-11-04 Baroni Michel Cross country semi-trailer forestry vehicle - has two semi-trailer sections and three independently driven axles to suit country
DE3009195C2 (en) * 1980-03-11 1986-05-28 Jungheinrich Unternehmensverwaltung Kg, 2000 Hamburg A lift truck that is divided transversely within the wheel base
US4463832A (en) * 1982-04-08 1984-08-07 Clark Equipment Company Industrial truck

Also Published As

Publication number Publication date
FI84158C (en) 1991-10-25
ES8609049A1 (en) 1986-09-01
US4690422A (en) 1987-09-01
FI84158B (en) 1991-07-15
ES547821A0 (en) 1986-09-01
FI854162A0 (en) 1985-10-24
ATE39677T1 (en) 1989-01-15
JPS61105203A (en) 1986-05-23
EP0179256A1 (en) 1986-04-30
DE3567195D1 (en) 1989-02-09
CA1262747A (en) 1989-11-07
FI854162L (en) 1986-04-27

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