IES84718Y1 - Articulated dump truck - Google Patents
Articulated dump truckInfo
- Publication number
- IES84718Y1 IES84718Y1 IE2007/0107A IE20070107A IES84718Y1 IE S84718 Y1 IES84718 Y1 IE S84718Y1 IE 2007/0107 A IE2007/0107 A IE 2007/0107A IE 20070107 A IE20070107 A IE 20070107A IE S84718 Y1 IES84718 Y1 IE S84718Y1
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- Ireland
- Prior art keywords
- chassis
- suspension
- vehicle
- wheels
- pair
- Prior art date
Links
- 239000000725 suspension Substances 0.000 claims description 127
- 230000001808 coupling Effects 0.000 claims description 18
- 238000010168 coupling process Methods 0.000 claims description 18
- 238000005859 coupling reaction Methods 0.000 claims description 18
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- 230000005484 gravity Effects 0.000 claims description 5
- 240000000800 Allium ursinum Species 0.000 description 6
- 241001236653 Lavinia exilicauda Species 0.000 description 6
- 238000010276 construction Methods 0.000 description 5
- 238000005096 rolling process Methods 0.000 description 5
- 230000000712 assembly Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000000295 complement Effects 0.000 description 2
- 101700084370 strB1 Proteins 0.000 description 2
- 101700021876 strB2 Proteins 0.000 description 2
- 230000001154 acute Effects 0.000 description 1
- 230000003190 augmentative Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
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- 125000001145 hydrido group Chemical group *[H] 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000001264 neutralization Effects 0.000 description 1
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- 230000000717 retained Effects 0.000 description 1
Description
Articulated Dump Truck
This invention relates to articulated dump trucks and in particular to heavy duty dump
trucks.
Background of the Invention
This invention relates to an articulated dump truck (ADT) which consists of two
vehicle chassis frames mounted on wheels and linked by a steerable articulation
joint, with a tipping load container mounted pivotally on the rear chassis while the
front chassis carries the cab and prime mover. The articulation joint allows rotation
around two axes, namely a first vertical axis and a second longitudinal axis. The
rear chassis is mounted on four wheels, two wheels being displaced longitudinally
on each side, while the front chassis is mounted on two wheels.
The vehicle is steered by controlling the relative rotation of the chassis frames
around the vertical axis at the articulation joint, usually by means of hydraulic rams.
The articulated joint also incorporates a large bearing with axis of rotation along the
longitudinal axis of either the front or the rear chassis frame in order to decouple
the roll of the front and rear chassis frames. This confers advantage in traversing
rough terrain by allowing the front and rear chassis frames to maintain better wheel
contact with the ground.
Existing designs of ADT provide limited or no roll compliance in the front vehicle
suspension, relying mostly on this rotational degree of freedom around the
longitudinal axis augmented by tyre compliance, to maintain wheel contact when
traversing rough terrain. This approach works well at low speeds. However, at
higher speeds single wheel bumps are accompanied by a severe dynamic rolling
action of the entire front vehicle body about the longitudinal axis of the articulation
joint. Also, due to the high driving position typical of these vehicles, this rolling
action subjects the driver to significant lateral accelerations resulting in an
uncomfortable ride. Thus the vehicle is effectively limited to low speed operation
over rough terrain and this in turn limits productivity.
A suspension system is desirable in order to isolate the chassis frame and hence
the driver from road inputs. It also helps to keep good contact between the wheels
and the ground thus ensuring good traction at all times. Ideally for good ride the
suspension should have a long wheel travel and a low natural frequency. This is
achieved by using soft springs. Unsprung mass should also be minimised.
Unfortunately, soft springs may result in excessive roll of the vehicle when
cornering. Hence there is a trade off between the ride and handling properties of
the vehicle. This trade off is particularly acute for ADTs. Inherent with the
articulated steering system is the disadvantage that, as the vehicle turns, the
outside wheel of the front chassis frame moves closer to the centreline of the load
carrying rear chassis frame and consequently bears more of the front axle load.
This significantly reduces the roll resistance of the front chassis frame giving rise to
larger roll angles when cornering. This reduces stability and impacts on driver
confidence.
The current state of the art for ADT front suspensions falls broadly into three
groups. The most basic system comprises a beam axle mounted on a leading arm
or frame pivotally connected to the front chassis frame on an axis parallel to the
axle. This allows the wheels to move predominantly vertically but allows almost no
suspension compliance in roll. Consequently this suspension can be fitted with very
soft springs. A bump affecting both front wheels simultaneously can be negotiated
with a high degree of comfort due to the soft springs. Single wheel bumps,
however, are accompanied by a severe rolling action of the front chassis frame
about the longitudinal axis of the articulation joint.
A second class of front suspension system comprises a beam axle mounted on a
leading arm or frame pivotally connected to the front chassis frame by a ball joint
with single or multiple control arms. The ball joint permits rolling of the front chassis
relative to the front axle. The ability of the axle to roll relative to the chassis reduces
the amount of lateral acceleration experienced by the driver when traversing single
wheel bumps. However the suspension springs are now required to counter the
tendency to roll when cornering. Increasing spring stiffness to counter excessive
roll raises the suspension natural frequency and reduces suspension travel thus
detracting from ride quality. Another disadvantage of this system is the large
unsprung mass inherent in this design.
The third class of front suspension system used in state of the art ADTs has
separate wheel carriers mounted on leading arms which are resiliently pivoted on
the front chassis frame. The leading arms have a rod and tube crosstie which
keeps the wheels on the same axis while allowing rotation of one end of the
crosstie with respect to the other. Combined with the compliance of the leading arm
pivots, this allows the wheels a limited degree of articulation relative to each other
in response to a single wheel bump.
In summary, none of the three presently used front suspension systems is able to
offer drivers acceptable levels of both vertical and roll stability during operation at
elevated forward speeds.
in the prior art GB1008045 (General Motors) discloses a dumper vehicle
comprising a front and a rear chassis frame each supported on a pair of driven
wheels and hinged together about a vertical steer axis located between the axes of
rotation of the pairs of wheels and a tippable body which is pivoted on the rear
frame and which, in its untipped position, extends over the steer axis, the centre of
gravity of the body being located, in said untipped position, substantially mid-way
between the said axes of rotation. The front and rear chassis frames only pivot
about a single (vertical) axis for steering and thus this vehicle suffers from the
rolling difficulties mentioned above.
As the vehicle has only four wheels the centre of gravity of the tippable body lies
between the front and rear axles, substantially mid-way between the front and rear
wheels putting considerable loading on the articulated connector.
GB1008045 (General Motors) further discloses such a dumper vehicle in which
each pair of wheels is mounted on an axle connected to the associated chassis
frame by a resilient suspension system so as to allow the axle to oscillate relative to
the frame about a longitudinal axis. This appears to be the arrangement depicted in
figures 1 and 2, but it is not clear from the description how this is implemented. it
also mentions the possibility that the wheels could be independently mounted on
resilient suspension systems. However this arrangement is not described and this
proposal appears to have been incorporated without consideration of practical
implementation. In practice, implementation of independent suspension would be
difficult or impossible on a vehicle as shown in figures 1 and 2 of GB1008045
because the large twin wheels shown, allow insufficient room to successfully install
independent suspension.
US5147011 (Hvolka) describes a ‘uni-body’ digging service vehicle having an
articulated chassis with a two-wheel front chassis frame plus four-wheel rear
chassis frame. Here again, as with GB1008045, the articulation between front and
rear sections occurs solely about a single vertical axis for steering purposes.
US Patent Application Publication No. US2003/0094775 also discloses a forestry
vehicle having a two-plus—four articulated chassis with articulation between front
and rear segments only about a single vertical axis for steering purposes.
US3414072 (Hodges) discloses a highly manoeuvrable articulated vehicle,
particularly for military use, comprising front and rear units each mounted on four
wheels and interconnected by an articulated coupling. This construction facilitates
travel over rough terrain as well as normal highway use. The driver and other
personnel or cargo are carried in the rear unit.
Summary of the Invention
According to the invention there is provided an articulated dump truck vehicle,
including:
a front tractor part connected to an associated rear trailer part by means of an
articulated coupling which is mounted between a rear end of the tractor part
and a front end of the trailer part,
said articulated coupling being operable to allow the front tractor part and the
rear trailer part to rotate relative to each other about a first vertical axis, with
steering means for turning the front tractor part relative to the rear trailer part
about said first vertical axis for steering the vehicle, and said articulated
coupling also allowing the front tractor part and the rear trailer part to rotate
relative to each other about a second longitudinal axis of the vehicle,
the front tractor part having a front chassis, a pair of front wheels being
mounted by a front suspension assembly on the front chassis,
the rear trailer part having a rear chassis, at least two pairs of rear wheels
mounted by a rear suspension assembly on the rear chassis,
a prime mover mounted on said front tractor part and driveably connected to
at least one pair of wheels on the vehicle,
a vehicle driving station on said front tractor part with controls for vehicle drive
and steering,
a tipping container pivotally mounted on said rear trailer part with means for
moving said tipping container on the rear chassis between a normally lowered
load carrying position on the rear chassis and an inclined load tipping position
on the rear chassis,
characterised in that the front suspension assembly includes an independent
suspension system for mounting the pair of front wheels on the front chassis
of the front tractor part.
The invention provides an independent suspension system on the front chassis of an
articulated dump truck of the type described herein. Before the present invention
there has been no disclosure of this type of dump truck vehicle having in combination
with an articulated joint which allows rotation about both vertical and longitudinal axes
an independent front suspension system. This may be because of the significant
difficulty in packaging a sufficiently robust independent suspension in a dump truck
vehicle of this type and the failure to recognise the significant benefits which such a
system confers. The fact that the longitudinal bearing in the articulation joint;
decouples the front and rear chassis frames in roll appears to have lead those versed
in the art to discount the utility of providing increased roll compliance in the front
suspension in order to improve the ride performance of the vehicle. When such
compliance has been provided, relatively stiff springs have been employed to provide
sufficient resistance to roll movements induced in cornering. independent
suspension on the other hand maximises the anti-roll moment for a given spring rate
measured at the wheel because the springs effectively act at the wheels rather than
at the spring location and consequently have a larger effective moment arm. The
invention minimises lateral vibration of the cab and thus allows a driver to comfortably
operate at higher speeds over rough ground with consequent increase in productivity.
The modular design disclosed herein enables the invention to be carried out in a
particularly robust and affordable manner.
In one embodiment of the invention front suspension assembly is an independent
suspension module mounted on the front chassis.
in another embodiment said independent suspension module includes an axle
housing with means for attachment to the front chassis, the two front wheels being
pivotally mounted at opposite sides of said axle housing for vertical movement, each
front wheel being mounted by one or more suspension arms on the axle housing,
each suspension arm being pivotally connected to the axle housing and to a wheel
carrier on which the front wheel is rotatably mounted to allow vertical movement of
the wheel on the axle housing, and spring means mounted between a suspension
arm or the wheel carrier and the front chassis to resist vertical wheel movement.
In another embodiment a pair of suspension arms are provided, namely an upper
suspension arm and a lower suspension arm which are vertically spaced—apart, each
of the upper suspension arm and the lower suspension arm having an inner end and
an outer end, the inner end of each suspension arm being pivotally connected to the
axle housing and the outer end of each suspension arm being pivotally connected to
the wheel carrier.
In a further embodiment the front suspension assembly includes a suspension unit
for each front wheel, said suspension unit having one or more suspension arms,
each suspension arm being pivotally connected to the front chassis and to a wheel
carrier on which the front wheel is rotatably mounted to allow vertical movement of
the front wheel on the front chassis, and spring means mounted between a
suspension arm or the wheel carrier and the front chassis to resist vertical wheel
movement.
In another embodiment a pair of suspension arms are provided, namely an upper
suspension arm and a lower suspension arm which are vertically spaced-apart, each
of the upper suspension arm and the lower suspension arm having an inner end and
an outer end, the inner end of each suspension arm being pivotally connected to the
front chassis and the outer end of each suspension arm being pivotally connected to
the wheel carrier.
In another embodiment the spring means includes a coil spring.
In another embodiment the spring means includes a pair of coil springs each having
a lower end pivotally connected to the lower suspension arm and an upper end
connected to the front chassis, the upper suspension arm extending between said
pair of coil springs. Preferably an associated damper is provided with each spring.
in another embodiment each spring includes a coil spring and associated damper
housed within the spring and mounted between a lower mounting bracket and an
upper mounting plate, the lower mounting bracket having a spring holder with
downwardly extending forked arms which engage the lower control arm by means of
a pivot pin, the upper mounting plate being secured by bolts to the front chassis.
in a further embodiment a top of the axle housing is bolted to an underside of the
front chassis.
In another embodiment the front chassis includes a pair of spaced-apart longitudinal
members interconnected by cross members, the axle housing being bolted to an
underside of cross members between the longitudinal members.
in another embodiment pivot pins are provided at each end of the control arms which
rotatabiy engage in complementary pivot blocks mounted on the wheel carrier, on the
axle housing or on the front chassis.
in another embodiment the upper suspension arm is I-shaped having a pair of
laterally extending pivot pins at each end which project forwardly and reanivardly of
the upper suspension arm to rotatably engage the pivot block.
In another embodiment the lower suspension arm is of wishbone construction and
has a pair of laterally extending pivot pins at an outer end which project forwardly and
rearwardly of the lower suspension arm to rotatably engage associated pivot blocks
on the wheel carrier, inwardly extending fork arms of the lower suspension arm each
having at their inner end a laterally extending pivot pin which rotatably engages an
associated pivot block on the axle housing or front chassis.
in another embodiment said tipping load container does not extend substantially
over the steer axis so that the centre of gravity of the loaded container is normally
between the axes of rotation of the rear wheels or only slightly in front of the axle
closest to the steer axis
In another embodiment an anti-roll bar is fitted to the front independent suspension.
In another embodiment the front wheels are steerable on the front chassis.
In another embodiment there is provided sensing means to measure one or more of
the vehicle speed and the steer angles of the front wheels and of the articulation
joint and control means to apportion steering action between the said front wheels
and the articulation joint.
in another embodiment articulation around the vertical steering axis may be locked.
In a further embodiment the front wheel steering may be locked.
In another embodiment there is provided a motion control system having means for
controlling operation of the vehicle suspension system in response to pitch: roll or
yaw movement of the vehicle.
In another embodiment said means controls operation of the tractor suspension
system in response to pitch, roll or yaw movement of the vehicle.
In a further embodiment there is provided a roll control system having means for
controlling operation of the vehicle suspension system in response to roll of the
vehicle.
In another embodiment said means controls operation of the tractor suspension
system in response to roll of the tractor unit.
In another embodiment the roll control system includes means for stiffening the
suspension in direct proportion to the amount of roll.
In a further embodiment there is provided means for locking the suspension when a
preset roll angle is reached.
In another embodiment the roll control system includes means for controlling
operation of the suspension system in response to the sensed turn angle between
the tractor and the trailer.
In a further embodiment the roll control system includes means for sensing turning of
the tractor unit relative to the trailer unit and suspension locking means operably
connected to the sensing means to lock the suspension when a preset turn angle is
reached, and release the suspension for normal operation below said preset turn
angle.
According to another embodiment there is provided an articulated dump truck
including a two-wheel tractor unit connected to an associated four—wheel trailer unit
by an articulating hitch connector which allows relative rotation of the tractor unit and
the trailer unit about a vertical axis and about a longitudinal axis of the dump truck,
steering means for relative rotation of the tractor unit and the trailer unit about said
vertical axis for steering the dump truck, said tractor unit having an independent
suspension system.
In a further embodiment the suspension system for the front tractor unit is a fully
independent suspension system.
Brief Description of the Drawings
The invention will be more clearly understood by the following description of some
embodiments thereof, given by way of example only, with reference to the
accompanying drawings, in which:
Fig. 1 is an elevational view of an articulated dump truck according to the
invenhon;
Fig. 2 is a plan view of the articulated dump truck;
Fig. 3 is an elevational view of another articulated dump truck according to a
second embodiment of the invention;
Fig. 4 is a plan view of the articulated dump truck shown in Fig. 3;
Fig. 5 is a front elevational view of the articulated dump truck shown in Fig. 3;
Fig. 6 is a rear elevational view of the articulated dump truck shown in Fig. 3;
Fig. 7 is a detail, partially exploded, perspective view of a modular
independent suspension system for a front tractor part of the articulated dump
truck shown in Fig. 3;
Fig. 8 is another perspective view of the front independent suspension
system;
Fig. 9 is an elevational view of the front independent suspension system;
Fig. 10 is another elevational view similar to Fig. 9 showing the front
independent suspension system in another position of use;
Fig. 11 is another elevational view similar to Fig. 9 showing the front
independent suspension system in a further position of use;
Fig. 12 is a detail perspective view showing the modular front independent
suspension system of Fig. 7 mounted on a front chassis of the front tractor
part of the articulated dump truck of Fig. 3;
Fig. 13 is a detail partially sectioned elevational view showing the modular
front independent suspension system of Fig. 7 mounted on the chassis of the
front tractor part of the articulated dump truck of Fig. 3;
Fig. 14 is an elevational view of the modular front independent suspension
system;
Fig. 15 is a plan view of the modular front independent suspension system;
Fig. 16 is a perspective view of another modular independent front
suspension system for the articulated dump truck;
Fig. 17 is a diagrammatic plan view of another articulated dump truck
incorporating a roll control system according to another embodiment of the
invention;
Fig. 18 is a diagrammatic elevational view of the articulated dump truck
shown in Fig. 17; and
Fig. 19 is a schematic illustration of a suspension system for the articulated
dump truck shown in Fig. 17.
Detailed Description of Preferred Embodiments
Referring to the drawings, and initially to Figs. 1 and 2 thereof, there is illustrated an
articulated dump truck vehicle according to the invention indicated generally by the
reference numeral 1. The articulated dump truck 1 includes a front tractor unit 2
connected to an associated rear trailer unit 3 by an articulated coupling 4. The front
tractor unit 2 is provided with an independent suspension system for mounting
wheels 5 on a front chassis 6 of the front tractor unit 2.
The front tractor unit 2 has a cab 7 within which are located controls for driving and
operation of the articulated dump truck 1.
The rear trailer unit 3 has a rear chassis 10 mounted on two pairs of wheels 11. A
tipping container 12 is pivotally mounted on the rear chassis 10 on which it can be
tipped as shown in broken outline in Fig. 1 by means of rams 14 at each side.
The articulated coupling 4 can rotate about longitudinal axis X and vertical axis 22 of
the truck 1 but is unable to rotate about a transverse axis of the truck 1. Steering is
achieved by the forced articulation of the articulated coupling 4 about its vertical axis
22 by means of steering rams 20 extending between the front tractor unit 2 and rear
trailer unit 3. These rams 20 are operable to pivot the front tractor unit 2 and rear
trailer unit 3 about a vertical pivot 22 of the articulated coupling 4.
The tipping load container 12 in its untipped position does not extend substantially
over the steer axis 22 so that the centre of gravity of the loaded container 12 is
normally between the axes of rotation of the rear wheels 11 or only slightly in front
of the middle axle.
It will be appreciated that any suitable independent suspension system may be
employed for the tractor unit 2.
Referring now to Figs. 3 to 13 of the drawings there is illustrated another articulated
dump truck vehicle according to a second embodiment of the invention indicated
generally by the reference numeral 30. Parts similar to those described previously
have been assigned the same reference numerals. A modular independent front
suspension system indicated generally by the reference numeral 32 for mounting the
front wheels 5 on the front chassis 6 of the front tractor unit 2 is shown in Figs. 7' to
. This modular independent front suspension system 32 has an axle housing 33
which is bolted to the front chassis 6 and from which are hung the front wheels 5.
The axle housing 33 has a bottom 34 with upright front wall 35, rear wall 36 and side
walls 37, 38. A top 39 of the axle housing 33 has a plurality of mounting holes 40 for
reception of mounting bolts (not shown) which bolt the axle housing 33 to the front
chassis 6. The axle housing 33 may be a casting or may be of fabricated
construction.
At each side of the axle unit 33 a suspension unit 41 supports a wheel hub unit 42
which carries one of the front wheels 5. The wheel hub unit 42 is mounted for vertical
movement by means of a pair of control arms of the suspension unit 41, namely an
upper control arm 44 and a lower control arm 45, both of which extend between and
are pivotally mounted on both the axle housing 33 and the hub unit 42. A drive shaft
46 is mounted between the upper control arm 44 and lower control arm 45 extending
between the axle housing 33 and the hub unit 42 for drive transmission to the front
wheels 5.
Each upper suspension control arm 44 has an outer end 48 with laterally extending
pivot pins 49 which engage with associated pivot blocks 50 on an inside of the hub
unit 42. Similarly, an inner end 52 of the upper control arm 44 has laterally extending
pivot pins 53 which rotatably engage in associated pivot blocks 55 mounted on an
exterior of the side wall 37, 38 of the axle housing 33. Each pivot block 55 is secured
by screw bolts 56 on a complementary mounting plate 57 on the side wall 37, 38 of
the axle housing 33. The pivot pins 49, 53 at the outer end 48 and the inner end 52
of the upper control arm 44 have parallel pivot axes. A striker plate 58 on top of the
upper control arm 44 is engagable with an associated bump stop 59 which is
mounted on the front chassis 6.
Each lower suspension control arm 45 is of wishbone construction. Pivot pins 62 at
an outer end 61 of the lower control arm 45 engage associated pivot blocks 63 on an
inner face of the hub 42. This pivot arrangement is similar to that for the upper
control arm 44. Each pivot block 63 has a split housing 64 within which is mounted a
seal 65 which seals between an inner end of the pivot block 63 and the pivot pin 62.
The pivot pin 62 is supported in a bush 66 retained within the pivot block 63 by
means of a washer 67, shim 68 and the end cover 69 of the pivot block 63. The end
cover 69 is secured on the body 64 of the pivot block 63 by mounting bolts 70.
inwardly extending fork arms 72, 73 have at an inner end 74 of each fork arm 72, 73
a pivot pin which rotatably engages within an associated pivot block 75 as previously
described. The pivot pins at inner and outer ends of the lower control arm 45 have
parallel pivot axes.
A pair of spring and damper assemblies 78 each have a lower end 79 pivotally
mounted on one of the wishbone arms 72, 73 and an upper end 80 which is attached
to the front chassis 6. Fig. 9 shows the springs and suspension arms in a neutral
position. Fig. 10 shows the suspension arms and spring assembly in full bump
position at one side of the axle housing 33 and Fig. 11 shows the same suspension
arms and spring assemblies in full rebound position.
Fig. 12 shows the spring and damper assembly 78 in more detail. A coil spring 82
and associated damper 83 housed within the spring 82 are mounted between a lower
mounting bracket 84 and an upper mounting plate 85. The lower mounting bracket
84 has a spring holder 86 with downwardly extending forked arms 87 which engage
with the lower control arm 45. A pivot pin 88 engages associated through holes 89 in
said arms 87 and a through hole 90 in the lower control arm 45 to pivotally secure the
lower end 79 of the spring and damper assembly 78 on the lower control arm 45.
The upper mounting plate 85 is secured by bolts 93 to a laterally extending horizontal
mounting flange 94 on the front chassis 6 above the suspension control arms 44, 45
with interposed spacer plates 92 if required.
It will be appreciated that any suitable spring means may be provided, for example
single or multiple coil springs, hydro pneumatic elements or other spring
arrangements.
The front chassis 6 has a pair of spaced-apart longitudinal members 96
interconnected by cross members 97. The axle housing 33 is bolted to an underside
of some of the cross members 97. Cab mounting posts 98 project upwardly to
receive and support the cab 7 of the vehicle. A pivot mounting frame 99 forming part
of the articulated coupling 4 is provided at a rear end of the front chassis 6 and has
vertically spaced-apart mounts 100 for pivot pins 22 of the articulated coupling 4.
Support brackets 102 for attachment of the steering rams 20 are also provided at
each side of the front chassis 6.
A drive assembly (not shown) is mounted within the axle housing 33. A drive input
flange 110 (Fig 15) at a rear of the axle housing 33 connects the drive assembly to a
prime mover mounted on the front chassis 6. The drive assembly transmits drive
through the drive shafts 46 which extend laterally from the axle housing 33 to the
wheels 5.
The articulated coupling 4 essentially has two interconnected parts, namely a first
part mounted on one of the front chassis 6 and rear chassis 10 and a second part
mounted on the other of the front chassis 6 and the rear chassis 10. The first part is
fixed on one chassis 6, 10 and interconnected with the second part by the vertical
pivot 22. The second part is rotatably mounted on the other chassis 6, 10 for rotation
about a longitudinal axis of said other chassis 6, 10. Steering rams 20 are provided
for relative rotation of both coupling parts about the vertical pivot 22.
Referring now to Fig. 16 there is shown another modular independent suspension
system 120 for the dump truck 30. This is largely similar to the suspension system of
Figs. 7 to 15 and like parts are assigned the same reference numerals. In this case
the suspension system 120 further includes an anti-roll bar 121 which extends
between and interconnects the suspension units 41 at opposite sides of the axle unit
33. The anti-roll bar 121 is rotatably mounted in associated bushings 122 secured by
mounting brackets 123 on the front wall 35 of the axle unit 33.
Referring to Figs. 17 to 19 of the drawings, there is illustrated another articulated
dump truck according to another embodiment of the invention indicated generally by
the reference numeral 130. The dump truck 130 comprises a tractor unit 132 sitting
on a single non-steering axle with wheels 133. The tractor unit 132 is connected to
an associated trailer unit 135 having an open topped container 136 mounted on a
chassis 137 with wheels 138. The tractor unit 132 is connected to the trailer unit 135
by means of an articulating hitch indicated generally by the reference numeral 140.
The hitch 140 is free to rotate about longitudinal and vertical axes of the dump truck
130 but is unable to rotate about a transverse axis of the dump truck 130. Steering is
achieved by the forced articulation of the hitch 140 about its vertical axis creating a
turn angle between the tractor unit 132 and trailer unit 135. Turning of the tractor unit
132 relative to the trailer unit 135 is shown in broken outline in Fig. 17. A sensor 142
mounted at the hitch 140 detects turning of the tractor unit 132 relative to the trailer
unit 135 and looks a suspension system of the tractor unit 132 when a preset turning
of the tractor unit 132 relative to the trailer unit 135 is reached.
Figure 19 schematically shows a hydropneumatic suspension for the tractor unit 132.
This essentially comprises a right hand hydropneumatic spring assembly indicated
generally by the reference numeral 152 operably connected to a right hand front
wheel 133 of the tractor unit 132. Similarly a left hand hydropneumatic spring
assembly 154 is operably connected to a left front wheel 133 of the tractor unit 132.
The hydropneumatic spring assemblies 152, 154 are similar and essentially comprise
a gas cylinder 155 having a gas chamber 156 and oil chamber 157. A separator
piston 158 divides the gas cylinder 155 into the gas chamber 156 and oil chamber
157. An oil line 159 connects through a restrictor 160 and a lookout valve 162 with a
pair of oil cylinders 164, 165 operably connected to the associated wheel 133 for
controlling vertical movement of the wheel 133.
Each lockout valve 162 is a solenoid operated valve having a normally open position.
A switch 166 associated with the sensor 142 is operable to supply power to close the
lookout valve 162 when the tractor unit 132 turns beyond a pre-set angle relative to
the trailer unit 135 as detected by the sensor 142. When closed the lockout valve
162 isolates the oil cylinders 164, 165 from the gas cylinder 155. When the lookout
valve 162 is in the closed position the oil cylinders 164, 165 are hydraulically locked
and vertical wheel travel is prevented.
The sensor 142 essentially comprises a proximity switch mounted on the vertical axis
of the hitch 140 the targets for the proximity switch are mounted so that lockout only
occurs for turning of the tractor unit 132 relative to the trailer unit 135 beyond a pre-
set angle,
The steer or turn angle at which lockout occurs is selected to correspond to the
maximum roll angle allowable for driver safety and/or comfort. The roll effect is
limited by locking the suspension on the tractor unit 132 once the steer angle
increases beyond a specified angle. This angle is effectively equivalent to the roll
that would be experienced due to the centrifugal force, but is also infinitely variable
within specified limits.
The invention is not limited to the embodiments hereinbefore described which may be
varied in both construction and detail within the scope of the appended claims.
Claims (5)
1. An articulated dump truck vehicle, including: a front tractor part connected to an associated rear trailer part by means of an articulated coupling which is mounted between a rear end of the tractor part and a front end of the trailer part, said articulated coupling being operable to allow the front tractor part and the rear trailer part to rotate relative to each other about a first vertical axis, with steering means for turning the front tractor part relative to the rear trailer part about said first vertical axis for steering the vehicle, and said articulated coupling also allowing the front tractor part and the rear trailer part to rotate relative to each other about a second longitudinal axis of the vehicle, the front tractor part having a front chassis, a pair of front wheels being mounted by a front suspension assembly on the front chassis, a prime mover mounted on said front tractor part and driveably connected to at least one pair of wheels on the vehicle, a vehicle driving station on said front tractor part with controls for vehicle drive and steering, the rear trailer part having a rear chassis, at least two pairs of rear wheels mounted by a rear suspension assembly on the rear chassis, a tipping container pivotally mounted on said rear trailer part with means for moving said tipping container on the rear chassis between a normally lowered load carrying position on the rear chassis and an inclined load tipping position on the rear chassis, characterised in that the front suspension assembly includes an independent suspension system for mounting the pair of front wheels on the front chassis of the front tractor part.
An articulated dump truck as claimed in claim 1 wherein said front suspension assembly is an independent suspension module mounted on the front chassis.
An articulated dump truck as claimed in any preceding claim wherein said tipping load container does not extend substantially over the steer axis so that the centre of gravity of the loaded container is normally between the axes of rotation of the rear wheels or only slightly in front of the axle closest to the steer axis.
An articulated dump truck vehicle, including: a front tractor part connected to an associated rear trailer part by means of an articulated coupling which is mounted between a rear end of the tractor part and a front end of the trailer part, said articulated coupling being operable to allow the front tractor part and the rear trailer part to rotate relative to each other about a first vertical axis, with steering means for turning the front tractor part relative to the rear trailer part about said first vertical axis for steering the vehicle, and said articulated coupling also allowing the front tractor part and the rear trailer part to rotate relative to each other about a second longitudinal axis of the vehicle, the front tractor part having a front chassis, a pair of front wheels being mounted by a front suspension assembly on the front chassis, a prime mover mounted on said front tractor part and driveably connected to at least one pair of wheels on the vehicle, a vehicle driving station on said front tractor part with controls for vehicle drive and steering, the rear trailer part having a rear chassis, at least two pairs of rear wheels mounted by a rear suspension assembly on the rear chassis, a tipping container pivotally mounted on said rear trailer part with means for moving said tipping container on the rear chassis between a normally lowered load carrying position on the rear chassis and an inclined load tipping position on the rear chassis, the front suspension assembly including an independent suspension system for mounting the pair of front wheels on the front chassis of the front tractor part, the front suspension assembly including a suspension unit for each front wheel, said suspension unit having a pair of suspension arms, each suspension arm being pivotally connected to the front chassis and to a wheel carrier on which the front wheel is rotatably mounted to allow vertical movement of the front wheel on the front chassis, and spring means mounted between a suspension arm or the wheel carrier and the front chassis to resist vertical wheel movement, said pair of suspension arms comprising an upper suspension arm and a lower suspension arm which are vertically spaced-apart, each of the upper suspension arm and the lower suspension arm having an inner end and an outer end, the inner end of each suspension arm being pivotally connected to the front chassis and the outer end of each suspension arm being pivotally connected to the wheel carrier, the spring means including a pair of coil springs each having a lower end pivotally connected to the lower suspension arm and an upper end connected to the front chassis, the upper suspension arm extending between said pair of coil springs.
5. An articulated dump truck substantially as hereinbefore described with reference to in the accompanying drawings.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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IEIRELAND01/10/2003S2003/0720 |
Publications (1)
Publication Number | Publication Date |
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IES84718Y1 true IES84718Y1 (en) | 2007-10-31 |
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