EP3712103A1 - Ensemble de chariots de manutention ayant différents écartements de la voie - Google Patents

Ensemble de chariots de manutention ayant différents écartements de la voie Download PDF

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Publication number
EP3712103A1
EP3712103A1 EP20153510.1A EP20153510A EP3712103A1 EP 3712103 A1 EP3712103 A1 EP 3712103A1 EP 20153510 A EP20153510 A EP 20153510A EP 3712103 A1 EP3712103 A1 EP 3712103A1
Authority
EP
European Patent Office
Prior art keywords
wall section
section
industrial trucks
sections
side wall
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.)
Granted
Application number
EP20153510.1A
Other languages
German (de)
English (en)
Other versions
EP3712103B1 (fr
Inventor
Michael Schüler
Helmut Lohmann
Holger Brunckhorst
Andreas Knie
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.)
Jungheinrich AG
Original Assignee
Jungheinrich 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 Jungheinrich AG filed Critical Jungheinrich AG
Publication of EP3712103A1 publication Critical patent/EP3712103A1/fr
Application granted granted Critical
Publication of EP3712103B1 publication Critical patent/EP3712103B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B66F9/07513—Details concerning the chassis

Definitions

  • the present invention is embodied in a set of industrial trucks with different track widths.
  • Each individual industrial truck from the set of industrial trucks according to the invention has a precisely defined track width for its wheels provided on the drive frame. If one compares two industrial trucks from the set according to the invention, they each have a different track width.
  • the track width here refers to the distance between the outer wheels transversely to a central longitudinal direction of the vehicle, whereby in the case of industrial trucks it can also occur that a centrally arranged drive wheel is supported by two support wheels on a common or on opposite sides. A change in the distances between the outer wheels is also regarded as a different track width in three- or multi-wheel chassis.
  • Industrial trucks are used in a wide variety of environments. It is known to distinguish between the drive part and the load part in an industrial truck. For a better adaptation of the industrial trucks to their possible tasks, a drive part with different load parts can be used.
  • a modular system for the production of industrial trucks has become known, with which in particular a high-bay industrial truck is composed of modular components.
  • a first modular component is formed by a mast, while the set of masts formed by the modular components comprises at least two types of masts which differ in terms of their maximum lift height and / or their maximum force.
  • a second modular component is formed by a drive battery, the one formed by the modular components Set of traction batteries has at least two types of traction batteries which differ in terms of their external dimensions.
  • a frame is provided for each industrial truck, the length of which is adapted to the type of drive battery used.
  • the frame has a supporting structure that is adapted to the type of drive battery used and to the type of mast used.
  • WO 01/8557 A2 a four-wheeled truck with a telescopic load arm has become known in which a vehicle frame is manufactured using the same components. For this purpose, the parts are selected according to the intended capacity and load.
  • the invention is based on the object of providing a set of industrial trucks with different track widths which, despite the different track widths, is easy to manufacture.
  • the subjects of the subclaims form advantageous configurations.
  • the set of industrial trucks according to the invention relates to industrial trucks with different track widths.
  • Each industrial truck from the set is equipped with a drive frame that can accommodate two or more wheels with one of the different track widths.
  • the drive frame has a rear wall section.
  • the drive frame has a side wall section and an apron wall section, which can be formed in one piece or can be connected to one another.
  • the two apron wall sections are connected to one another in order to close the drive frame, whereby the connection can be made directly or via a common frame strut.
  • the drive frame forms a component that absorbs the forces that occur during operation of the industrial truck.
  • the drive frame is designed as a closed frame in which further components of the drive part can be inserted.
  • each of the skirt wall sections has a wall section and a chamfer section.
  • the two wall sections of the skirt wall sections have a distance corresponding to the track width.
  • the adaptation to the different track widths takes place via the geometric design of the chamfer sections which, depending on the dimensions of the chamfer, create installation space in the interior of the drive frame for the corresponding track width.
  • the differently designed bevel sections of the skirt wall sections are the components adapted to the track width, while other components of the drive frame remain the same.
  • rear wall sections and side wall sections are designed the same for each drive frame, even if the industrial trucks have different track widths.
  • the lateral side wall section and the corresponding skirt wall section have a plurality of edge sections, which are formed identically in industrial trucks with different track widths.
  • the apron wall section preferably has a plurality of edge sections which are formed identically in vehicles with different track widths. Regardless of whether the apron wall section and the side wall section are formed in one piece or in several pieces, the edges run the same as the end of the apron and side wall sections. The adjustment to the track width takes place through the chamfer sections and the associated change in the spacing of the wall sections of the opposite skirt wall sections.
  • the side wall section and the skirt wall section are not formed in one piece, they are connected to one another via a fastening section which has at least two sections which are angled against one another.
  • the at least two mutually angled sections span an imaginary side wall plane, with respect to which the drive frame is widened by the chamfer section in accordance with the track width.
  • the two mutually angled sections lie in an imaginary side wall plane.
  • This imaginary side wall plane forms a lateral delimitation for the drive part if the wall section has not protruded or bulged through the chamfer section.
  • the wall section of the skirt wall section would lie in or approximately in the imaginary side wall plane.
  • each of the apron wall sections additionally has a frame section which emerges from the wall section and is connected either to a common frame strut or to the frame section of the other apron wall section.
  • the frame section additionally provided on the apron wall section can provide a smaller width for the drive frame compared to the wall section of the apron wall section and thus run further inward compared to the wall section. This is particularly advantageous when the wheels spaced apart from one another with the intended track width require the required spacing in the area of the wall section and not in the area of the additional frame section.
  • Another advantage of using a frame section is that it has a defined connection to the common frame strut or the frame section of the other apron wall section and thus facilitates the assembly of the drive frame.
  • two wheel carriers are provided in the drive frame, which are arranged adjacent to the skirt wall section.
  • the wheel carriers are preferably arranged in the area of the wall section of the skirt wall section, where the bevel section used enables the width required for the track width between the wheel carriers.
  • one of the wheel carriers is provided for a drive wheel and one of the wheel carriers is provided for a support wheel.
  • at least one of the industrial trucks from the set of industrial trucks is provided with a side wall cladding which is connected to the skirt wall section and to the side wall section.
  • the side wall cladding can be designed so that it has handles, seat and stand supports and cushions for the operator.
  • the side wall trim is in contact with one or more edges of the skirt wall section and the side wall section.
  • the common frame strut is designed the same for all industrial trucks from the set of industrial trucks.
  • the rear wall section is the same for all industrial trucks from the set of industrial trucks.
  • FIG. 1a shows a drive frame 10 in a perspective view. Components, units, parts and other items are not shown for a better overview.
  • the drive frame 10 has a rear wall section 12 to which two side wall sections 14, 16 adjoin laterally.
  • the rear wall section 12 consists of a flat sheet metal that extends over the entire width of the drive frame.
  • the side wall sections 14, 16 are arranged at a right angle to the rear wall section 12 on the latter.
  • the side wall sections 14 and 16 extend over the entire height of the rear wall section 12 and protrude beyond the rear wall.
  • Each of the side wall sections 14, 16 has an upper region 18 and a lower region 20.
  • the lower region 20 has a substantially rectangular shape, while the upper region 18 has a rounded shape.
  • the upper region 18 projects further away from the rear wall element.
  • the upper region 18 has an edge 22 which delimits the upper region 18 in the downward direction relative to the lower region 20.
  • the edge 22 runs over three edge sections 24a, 24b and 24c to the rear edge 26, which ends with the rear wall section 12.
  • the rear edge 26 is in the illustrated embodiment over the rear wall in the Rear wall section 12 in front.
  • the lower section 20 has an edge 28 on its side facing away from the rear wall Figures 1
  • the side wall sections 14 and 16 shown are constructed the same, reversed, so that the same edges and the same sections are present on both sides of the drive part and are not additionally referenced in the figures for a better overview.
  • Apron wall sections 30, 32 adjoin the side wall sections 14, 16.
  • the outer and exposed edge sections of the skirt wall section are the approximately vertical edge section 25a, which merges into a sloping edge section 25b, from where a steeply rising edge section 25c runs towards the side wall.
  • the apron wall section 30 has a chamfer section 34, a wall section 36 and a frame section 38.
  • the chamfer section 34 runs around the apron wall section 30.
  • the chamfer section 34 adjoins the edges 28 and edge 22 of the side wall section.
  • the bevel section 34 adjoins the exposed edge sections 25 a, b, c.
  • the chamfer section 34 has an upper section 40 and a rear section 42.
  • the upper section 40 adjoins the lower edge 22 of the upper side wall section 18.
  • the rear edge 42 of the chamfer section 34 adjoins the rear edge 28 of the lower side wall section 20.
  • the formation of the chamfer section 34 in the upper area 40 and in the rear area 42 defines the plane for the wall sections 36.
  • the frame section 38 opens into the common frame strut 44, which is also connected to the frame section of the other apron wall section 32.
  • Figure 1b shows essentially the identical structure of the drive frame Figure 1a . Only the skirt wall sections 30 'and 32' are modified.
  • the skirt wall section 30 ' has a frame section 38', a wall section 36 'and a chamfer portion 34'; an important difference lies in the chamfer section 34 ', which already has an upper edge 40' and is modified in the area of its rear edge 42 '. While in the Figure 1a the upper section 40 and the rear section 42 of the chamfer section 30 have a significant incline, are in the exemplary embodiment Figure 1b the upper portion 40 'and the rear portion 42' are formed without any significant inclination.
  • the sections 40 'and 42' are connected directly to the edges 22 and 28 of the side wall section 16. Due to the different geometric design of the apron wall sections 30 'and 32' compared to the apron wall sections 30 and 32 Figure 1a a smaller distance is created between the two wall sections 36 'inside the frame.
  • Figure 2a shows the difference between the skirt wall sections 30 and 30 'also once clearly in a view from the side.
  • Figure 2a shows the side wall section 16 with its upper and its rear edge 22 and 28 in a view from the side.
  • the apron wall section 30 is attached to the side wall section 16 with its chamfer section 34. It can be seen that the area 40 of the bevel section 34 is connected to the upper edge 22, while the rear area 42 of the bevel section 34 is connected to the edge 28.
  • the attachment of the skirt wall section 30 to the side wall section 26 takes place, for example, in FIG Figures 1 to be seen lying on the inside via fastening sections 46.
  • the Figure 2b shows the design Figure 1b , in which the skirt wall section 30 'is formed with a bevel section 34' in the area of the upper section 40 'and its rear section 42' without a strong bevel.
  • the apron wall section 30 ' is fastened directly to the edges 22 and 28 or the associated connecting sections 46.
  • the track width of the drive frame in FIG Figure 2b is otherwise identical to the Drive part less than in the variant Figure 2a .
  • side wall claddings 48, 50 are provided in order to laterally delimit a driver's platform formed in the drive frame.
  • Each of the side wall claddings has a mounting web 52 on its inwardly facing side.
  • each of the two side wall coverings 48 and 50 has an outer wall section 56 and an inner wall section 58.
  • the inner wall section 58 is fastened to the upper side wall section 18 on the inside.
  • the inner wall portion 58 receives the upper side wall portion 18 and the wall portion 36 'of the skirt wall portion 30'.
  • the shape of the outer wall section 56 corresponds to the course of the edges 24 a, b and c of the upper side wall section 18.
  • Another inner wall section 60 is set back opposite the outer wall section 56 and lies on the inside of the wall section 36 'of the skirt wall section 30'.
  • the further inner wall section 60 makes it possible to use the same side wall cladding 48 for the skirt wall section 30 from the Figures 1a and 2a to use.
  • Figures 4a, b show the technical effect of the different skirt wall sections 30 and 30 '.
  • the specified dimension in the Figures 4a and 4b is only to be understood as an example and not in the sense of a measurement.
  • Figure 4a the wide variant of the vehicle with the skirt wall sections 30 and 32 is shown.
  • the skirt wall sections 30 and 32 are connected via the common frame strut 44;
  • the apron wall section 30 has a width of 770 in the area of the upper edges 24c of the side wall sections.
  • the width of the apron wall sections 30, 32 is 800.
  • the wheel supports 62 and 64 can be seen in the plan view below.
  • the wheel carrier 64 is provided for the drive wheel, while the wheel carrier 62 is provided for the support wheel.
  • Each wheel carrier 62, 64 has a circular recess that the wheel with a Can accommodate camp.
  • the wide version of the wheelbase Figure 4a is 521. It can be clearly seen that the wheel carrier 64 for the drive wheel is arranged further out, in an area which was created by the chamfer section 34 of the skirt wall sections 30 and 32.
  • Figure 4b shows the narrower variant with the gate wall sections 30 'and 32', here the wheelbase is 481 with otherwise the same structure of the drive frame. The lack of bulge due to the bevel section can also be clearly seen.
  • the common frame strut 44 is designed in the same way as the common frame strut 44 of the wider variant. This is not necessary, it is also conceivable to vary the frame strut between the apron wall sections 30 and 30 'so that the common frame strut is made shorter or longer; or to omit the frame strut entirely.
  • Figure 5 shows two drive frames placed one above the other in a plan view. It can be clearly seen how the recesses for the wheels shift in the area of the wheel carriers 62, 64 when a bulge is created in the skirt wall section via a chamfer section 34.
  • Figure 6b shows a rear wall section 12 'with its side wall section 16', which differs from the side wall section 16 due to its extent in the vehicle longitudinal direction.
  • Differently designed rear wall sections 12 and 12 ' can also be used in the invention in order to be able to achieve a different wheelbase or width of the wheel spacings for the skirt wall sections by varying the chamfer sections.
  • the Figures 7a and b show two drive frames with different track widths, which are formed in one piece with regard to the side wall sections and the skirt wall sections.
  • the one-piece design with the small track width in Figure 7b has a chamfer portion 34 which has the edge portions 25 a, b, c.
  • the edge sections 24 a, b, c can also be seen in the one-piece design.
  • the edge sections 25c of the skirt wall section merge seamlessly into the edge section 24c of the side wall section.

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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)
  • Body Structure For Vehicles (AREA)
EP20153510.1A 2019-01-25 2020-01-24 Ensemble de chariots de manutention ayant différents écartements de la voie Active EP3712103B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019101870.6A DE102019101870A1 (de) 2019-01-25 2019-01-25 Satz von Flurförderzeugen mit unterschiedlicher Spurweite

Publications (2)

Publication Number Publication Date
EP3712103A1 true EP3712103A1 (fr) 2020-09-23
EP3712103B1 EP3712103B1 (fr) 2021-03-10

Family

ID=69191914

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20153510.1A Active EP3712103B1 (fr) 2019-01-25 2020-01-24 Ensemble de chariots de manutention ayant différents écartements de la voie

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EP (1) EP3712103B1 (fr)
DE (1) DE102019101870A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001008557A1 (fr) 1999-08-02 2001-02-08 Mueller Hans Seringue
DE10316049A1 (de) 2003-04-08 2004-10-21 Still Wagner Gmbh & Co. Kg Baukastensystem zur Herstellung von Flurförderzeugen
DE202007004984U1 (de) * 2007-04-04 2007-06-06 Jungheinrich Aktiengesellschaft Gabelhubwagen
US20090020369A1 (en) 2007-07-18 2009-01-22 Michael Christopher Warachka Multiple configuration Implement Carrier Kit
DE102007037098A1 (de) 2007-08-07 2009-02-12 Jungheinrich Ag Verfahren und Bausatzgruppe für die Herstellung von Unterbauten von Flurförderzeugen
DE102017121103A1 (de) 2016-09-20 2018-03-22 Jungheinrich Aktiengesellschaft Flurförderzeug mit mehrteiligem Fahrzeugrahmen

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29918832U1 (de) * 1999-10-26 2000-02-17 Linde Ag Rahmen für ein Flurförderzeug
DE10221312B4 (de) * 2002-05-14 2006-04-06 Jungheinrich Ag Rahmen für das Antriebsteil eines Flurförderzeugs, insbesondere eines Hubwagens
DE102004047338A1 (de) * 2004-09-29 2006-03-30 Linde Ag Hubwagenflotte mit einem gemeinsamen Rahmen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001008557A1 (fr) 1999-08-02 2001-02-08 Mueller Hans Seringue
DE10316049A1 (de) 2003-04-08 2004-10-21 Still Wagner Gmbh & Co. Kg Baukastensystem zur Herstellung von Flurförderzeugen
DE202007004984U1 (de) * 2007-04-04 2007-06-06 Jungheinrich Aktiengesellschaft Gabelhubwagen
US20090020369A1 (en) 2007-07-18 2009-01-22 Michael Christopher Warachka Multiple configuration Implement Carrier Kit
DE102007037098A1 (de) 2007-08-07 2009-02-12 Jungheinrich Ag Verfahren und Bausatzgruppe für die Herstellung von Unterbauten von Flurförderzeugen
DE102017121103A1 (de) 2016-09-20 2018-03-22 Jungheinrich Aktiengesellschaft Flurförderzeug mit mehrteiligem Fahrzeugrahmen

Also Published As

Publication number Publication date
EP3712103B1 (fr) 2021-03-10
DE102019101870A1 (de) 2020-07-30

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