EP0179256B1 - Véhicule articulé transversalement - Google Patents

Véhicule articulé transversalement 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
Authority
EP
European Patent Office
Prior art keywords
vehicle
deflection
parallel
pivot axis
vehicle according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP85111605A
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German (de)
English (en)
Other versions
EP0179256A1 (fr
Inventor
Max Brändli
Hansueli Feldmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Digitron AG
Original Assignee
JD Technologie AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by JD Technologie AG filed Critical JD Technologie AG
Priority to AT85111605T priority Critical patent/ATE39677T1/de
Publication of EP0179256A1 publication Critical patent/EP0179256A1/fr
Application granted granted Critical
Publication of EP0179256B1 publication Critical patent/EP0179256B1/fr
Expired legal-status Critical Current

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Classifications

    • 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)

Claims (11)

1. Véhicule à roues montées fixes dans le sens vertical qui, à l'intérieur de sa base de roue, est divisé transversalement en au moins deux parties (2, 3) qui sont reliées de façon articulée, de manière qu'elles puissent osciller réciproquement autour d'un axe de rotation contre des butées, caractérisé en ce que les deux parties (2, 3) soient respectivement reliées, des deux côtés, par au moins un premier élément support (6, 6') et au moins un second élément support (7, 7'), en ce que les premiers éléments supports (6, 6') transfèrent essentiellement les forces parallèles aux axes transversaux (18, 20) et aux axes verticaux (19, 21) des parties (2, 3) de véhicule, en ce que les deux éléments supports (7, 7') transfèrent essentiellement les forces de traction et de freinage, en ce que les parties (2, 3) de véhicule peuvent s'écarter d'une position médiane au moins autour d'un axe de rotation virtuel (A) parallèle à leurs axes transversaux (18, 20) et en ce que cet axe de rotation virtuel (A) se décale automatiquement parallèlement à lui- même en fonction de l'angle de décalage formé par les axes longitudinaux (24, 25) des parties (2, 3).
2. Véhicule suivant la revendication 1,
caractérisé en ce que les éléments supports (6, 6', 7, 7') sont disposés par paires des deux côtés du véhicule (1) et symétriquement par rapport à son plan médian longitudinal.
3. Véhicule suivant la revendication 1,
caractérisé en ce que les deux premiers éléments supports (6, 6') comprennent des galets porteurs (11, 11') portés, sur une partie de véhicule (3), par des paliers (14, 14') et guidés, sur l'autre partie de véhicule (2), dans des rainures en U parallèles à l'axe longitudinal médian, les galets ayant des surfaces frontales d'appui qui, en fonctionnement, forment des surfaces de glissement tranférant les efforts transversaux contre les surfaces frontales (8.1) des rainures (8, 8').
4. Véhicule suivant la revendication 1,
caractérisé en ce que les deux seconds éléments supports (7, 7') consistent chacun en un support oscillant (15, 15') qui peut tourner sur les deux parties (2, 3) autour d'axes (12, 13) ou (12', 13') parallèles à leurs axes transversaux (18, 20).
5. Véhicule suivant la revendication 1,
caractérisé en ce que la partie de véhicule (2) est prévue en partie motrice avec au moins une roue motrice (4) entamée et freinée et l'autre partie de véhicule (3) en partie arrière munie de galets de roulement (9, 9') passifs et montés fixes.
6. Véhicule suivant la revendication 3,
caractérisé en ce que, pour limiter les déviations réciproques des deux parties (2, 3) du véhicule autour de l'axe de rotation virtuel (A), des butées (22, 23) sont prévues dans les rainures en U (8, 8').
7. Véhicule suivant les revendications 4 et 6,
caractérisé en ce que, pour faciliter l'assemblage et la séparation des deux parties (2, 3) du véhicule, les butées (22, 23) ainsi que les supports oscillants (15) ou (15') sont prévus facilement démontables.
8. Véhicule suivant les revendications 2, 3,4 et 5, caractérisé en ce que l'axe de rotation virtuel (A) est la droite d'intersection entre le plan transversal (29) parallèle à l'axe vertical (19) de la partie motrice (2) et passant par les galets supports (11, 11'), et le plan (30) contenant les supports oscillants (15, 15').
9. Véhicule suivant les revendications 2, 3, 4 et 5, caractérisé en ce que, en cas de déviation entre les parties (2, 3) du véhicule, le décalage parallèle de l'axe de rotation virtuel (A) s'effectue automatiquement et, en fait, vers l'avant et vers le bas pour une déviation de sens positif, et vers l'arrière et vers le haut pour une déviation de sens négatif.
10. Véhicule suivant la revendication 9, caractérisé en ce que pour chaque angle de déviation ( , 1, 2, ...), l'axe de rotation virtuel (A, A1, A2, ...) est une axe de rotation virtuel momentané.
11. Véhicule suivant la revendication 9, caractérisé en ce que la charge de la roue motrice (4) due aux forces de traction et de freinage, est croissante ou décroissante en cas de déviation de sens positif, et décroissante ou croissante en cas de déviation de sens négatif.
EP85111605A 1984-10-26 1985-09-13 Véhicule articulé transversalement Expired EP0179256B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85111605T ATE39677T1 (de) 1984-10-26 1985-09-13 Quergeteiltes fahrzeug mit gelenkig verbundenen teilen.

Applications Claiming Priority (2)

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

Publications (2)

Publication Number Publication Date
EP0179256A1 EP0179256A1 (fr) 1986-04-30
EP0179256B1 true EP0179256B1 (fr) 1989-01-04

Family

ID=4288516

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85111605A Expired EP0179256B1 (fr) 1984-10-26 1985-09-13 Véhicule articulé transversalement

Country Status (8)

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

Families Citing this family (1)

* 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 (fr) * 1957-09-25 1960-10-04
FR1229113A (fr) * 1958-06-14 1960-09-05 Chariot élévateur à fourche, perfectionné
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 (fr) * 1976-04-09 1977-11-04 Baroni Michel Tracteur auto-chargeur, tous terrains et porte-outils
DE3009195C2 (de) * 1980-03-11 1986-05-28 Jungheinrich Unternehmensverwaltung Kg, 2000 Hamburg Hublader, der innerhalb der Radbasis quergeteilt ist
US4463832A (en) * 1982-04-08 1984-08-07 Clark Equipment Company Industrial truck

Also Published As

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

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