ITMO20130321A1 - OPERATOR VEHICLE - Google Patents

Description

DESCRIPTION

"Operator vehicle"

The present invention relates to an operating vehicle for handling heavy loads, in particular containers.

Operator vehicles for handling heavy loads are normally equipped with large displacement and high power endothermic engines. The most common and used engines are diesel engines of 11,000 cm <3> displacement.

For cargo handling, the vehicles are also equipped with at least one movable arm that can rotate at least on a vertical plane parallel to the longitudinal axis of the vehicle. Frequently the mobile arm is also rotating around a vertical axis and can be telescopic. In the case of operating vehicles specifically dedicated to container handling, the mobile arm is telescopic and rotates on a vertical plane. At one end, the arm is pivoted to the vehicle frame. At a second end, the arm is equipped with a gripper to grab and release a container. The arm is rotating between at least one lower, substantially horizontal position, and at least one position of maximum lifting, in which the arm is inclined upwards by a determined angle with respect to the horizontal direction.

Given the considerable power required to move the vehicle and to operate the mobile arm, the motors are subjected to a very substantial workload. This involves great consumption and high wear of all the parts that make up the engines. Since the cost of vehicles of this type is very high, from an economic point of view it is essential that they can work as much as possible, limiting the stops necessary for maintenance operations on the engine to a minimum.

In currently available vehicles, maintenance operations on the engine essentially involve stopping the vehicle, and its inactivity, for the entire duration of the intervention. This obviously represents a serious drawback for the economic reasons briefly described above. Furthermore, the need to stop a vehicle for maintenance operations almost always requires the presence of at least a second vehicle that can replace the stationary vehicle, in order not to completely interrupt the flow of work in progress.

The object of the present invention is to offer an operating vehicle which allows the drawbacks of currently available vehicles to be overcome. An advantage of the vehicle according to the present invention is that it requires a significantly reduced displacement engine compared to currently available vehicles.

Another advantage of the vehicle according to the present invention is that it allows to considerably reduce the stopping times necessary for maintenance or repair operations on the engine.

A further advantage of the vehicle according to the present invention is that it allows the wheelbase to be varied between a pair of front wheels and a pair of rear wheels.

A further advantage of the vehicle according to the present invention is that it allows to reduce the costs necessary for the transport of the vehicle itself. Further features and advantages of the present invention will better appear from the detailed description that follows of an embodiment of the invention in question, illustrated by way of example but not of limitation in the attached figures in which:

Figure 1 shows a first axonometric view of the vehicle according to the present invention;

Figure 2 shows a second axonometric view of the vehicle according to the present invention;

- figure 3 shows a view of the vehicle from a lower point of view, with some parts made transparent;

Figure 4 shows a diagram of the transmission of the vehicle according to the present invention;

Figures 5a, 5b, 5c show three operational configurations of the vehicle gearbox;

Figure 6 shows a side view of the vehicle according to the present invention, in two different configurations of the frame;

The operating vehicle according to the present invention comprises a frame (10), equipped with a longitudinal axis (X). A pair of front wheels (FW) and a pair of rear wheels (RW) are associated with the frame (10) by means of respective axles. Obviously, the vehicle could also comprise further axles equipped with wheels.

A movable arm (11) is also associated with the frame (10). In particular, the frame (10) is equipped with two rear tail ends (12) to which a rear end of the mobile arm (11) is hinged around a horizontal rotation axis. One front end of the movable arm (11) is equipped with a tool (C) to grasp and release, on command, a certain load to be handled. At least one operating cylinder (P) is pivoted, at its ends, to the frame (10) and to the movable arm (11), to cause the rotation of the arm itself on a vertical plane. Preferably, the rotation of the movable arm (11) is obtained by means of two operating cylinders (P). The arm is rotating between at least one lower, substantially horizontal position, and at least one position of maximum lifting, in which the arm is inclined upwards by a determined angle with respect to the horizontal direction. The movable arm (11) is also of the telescopic type equipped with two or more sections which slide together in lengthening and shortening. The movable arm (11) will not be described in further detail as it is known to those skilled in the art.

The vehicle is provided with an engine (1), associated with the frame (10), and with a transmission (2), arranged to transmit the torque produced by the engine (1) to at least one driving wheel. Preferably, but not exclusively, the transmission (2) is structured to transmit the torque produced by the engine (1) to the front wheels (FW). The transmission (2) could be structured to transmit the drive torque also to the rear wheels (RW).

Advantageously, the transmission (2) is a transmission of the hydrostatic type. The transmission (2) comprises a first pump (21), connected to the motor (1), and at least a first hydraulic motor (22), connected to the pump (21). The mechanical energy produced by the motor (1) is therefore transformed into hydraulic energy by means of the pump (21) and back into mechanical energy by means of the hydraulic motor (22).

A gearbox (23) is connected at the input to the hydraulic motor (22) and at the output to the drive wheel (s), in the example shown the gearbox (23) is connected at the output to the front wheels (FW).

Preferably, but not necessarily, the transmission (2) comprises a second hydraulic motor (24), connected to the pump (21) in parallel to the first hydraulic motor (22) and to the gearbox (23).

The use of a transmission comprising at least one pump (21) and one or two hydraulic motors (22.24) entails great advantages. First of all, it makes it possible to improve the efficiency of the overall engine-transmission unit. Using a pump (21) and one or two hydraulic motors (22,24) with variable displacement it is possible to optimize the performance of the motor in relation to the workload required. Basically it is possible to make the engine work almost constantly within a maximum efficiency regime, by adjusting the power delivered to the drive wheels by varying the displacement of the pump (21) and / or of the first hydraulic motor (22), or of the second motor. hydraulic (24) if present, in combination with the gearbox drive (23).

The use of a transmission comprising at least one pump (21) and one or two hydraulic motors (22.24) also significantly reduces the noise produced by the machine. This allows the machine to be used even in the vicinity of homes and built-up areas, for example in intermodal ports, typically located near rivers near cities, and in general in positions for which environmental certifications related to the noise produced are required.

The transmission comprising at least one pump (21) and one or two hydraulic motors (22,24) also allows to reduce the consumption of the wheels and brakes, since the hydraulic motors (22,24) can be used as brakes during the deceleration, converting its operation into pumps. Basically used as an engine brake, the hydraulic motors (22,24) offer a much higher efficiency than any mechanical friction brake, and therefore allow to avoid the use of the axle brake and the locking of the wheels, also reducing consumption. of the wheels themselves. Another advantage linked to the possibility of using hydraulic motors (22,24) as motor brakes is the reduction of the noise associated with the use of mechanical brakes, noise typically due to the mechanical contact of the pads or shoes, as well as the reduction of maintenance costs of the mechanical brakes themselves. The reduction in the use of mechanical brakes also allows to reduce the dispersion of dust produced by mechanical brakes and to reduce the consumption of the road surface, thanks to the absence of wheel locks, allowing in general a reduction in environmental pollution.

Furthermore, the assembly consisting of the motor (1) and the pump (21) can be connected to the motor or hydraulic motors (22,24) by means of rigid or flexible ducts, which can be configured to position the motor (1) in the position more favorable to facilitate maintenance operations.

As shown in Figures 1 and 3, the motor (1) and the pump (21) coupled thereto can be associated with the frame (10) in a lateral position with respect to a longitudinal axis (X) of the frame (10).

Advantageously, the motor (1) and the pump (21) can be placed on a side of the vehicle, in an intermediate position between two wheels. This considerably facilitates access to the engine (1) which can be reached both from the side, from the top, and, in part, from the front and rear, without having to lift the vehicle or lift the cabin to access the engine, as happens in the traditional machines. The first and second hydraulic motor (22,24) can be placed near the gearbox (23) which can be placed near the front axle or near the rear axle of the vehicle. The ducts necessary for the connection between the pump (21) and the hydraulic motors (22,24), as well as the necessary electric cables, can be shaped and arranged at will with respect to the frame (10) of the vehicle.

A further great advantage is given by the fact that the pump (21) is connected to the first hydraulic motor (22), and to the second hydraulic motor (24) if present, only by means of hydraulic pipes which, in addition to being able to be arranged at will with respect to the frame (10), they can be provided with removable connections. In other words, the connection ducts between the pump (21) and the motor or hydraulic motors (22,24) can be provided, at the end intended to be coupled to the pump (21), with quick couplings. Such quick couplings, known in various types and available to those skilled in the art, will not be described in detail. The electric cables connecting the motor (1) and the pump (21) with the vehicle control unit can also be equipped with removable connectors. By disengaging the hydraulic quick couplers, and disconnecting the electrical cables, the motor (1) and pump (21) can basically be removed from the vehicle. They can, for example, be transferred to a maintenance station, where it is possible to carry out the necessary interventions in a much easier way than in an operating condition in which the motor and the pump are mounted on the vehicle. In addition, during the execution of maintenance or repair work, the removed motor and pump can be replaced with another motor and another pump, configured and assembled in the same way in order to be mounted on the vehicle. In this way, by replacing the motor and pump it is possible to considerably reduce vehicle stopping times. To ensure the continuity of the operations carried out by the vehicle, it is therefore no longer necessary to have a second vehicle, but simply at least a second motor (1) - pump (21) unit.

To facilitate the disassembly and reassembly operations, the motor (1) and the first pump (21) are associated with a mobile support which can be removed from the frame (10).

Preferably, but not necessarily, the transmission (2) comprises a second pump (25) connected to the motor (1) and to the second hydraulic motor (24). In this case, the first pump (21) is connected to the first hydraulic motor (22). In essence, therefore, each hydraulic motor (22,24) is connected to a respective pump (21,25). The second pump (25) can also be designed to be coupled to its own hydraulic motor (24) by means of quick couplings, in the manner described above in relation to the first pump (21), maintaining all the advantages already described. The use of a second pump (25), possibly with variable displacement, allows to further increase the flexibility and variability of the transmission (2).

In a preferred embodiment, the vehicle comprises two hydraulic motors (22,24). The gearbox (23) comprises at least two inlet connections, each of which is associated with one of the hydraulic motors (22,24), as shown in Figures 3 and 4.

In particular, the gearbox (23) is provided with a train of gears which can be meshed together to combine the rotations of the two hydraulic motors (22,24) in various ways. As shown in Figure 5A, in a first operating configuration of the gearbox (23) both rotations of the hydraulic motors (22,24) are transmitted in output. In a second operating configuration of the gearbox (23) only the rotation of the first hydraulic motor is transmitted to the output (Figure 5C). In a third operating configuration (Figure 5B) of the gearbox (23), only the rotation of the second hydraulic motor (24) is transmitted to the output.

The use of two hydraulic motors, possibly with different characteristics and variable displacement, allows to greatly simplify the structure of the gearbox (23), reducing the number of gears required. This means a significant reduction in the energy dissipated in the gearbox (23) itself and a consequent increase in the efficiency of the engine (1).

The gearbox structure (23) is not described in further detail since, starting from the idea of using two hydraulic motors (22,24), the technician in the field is able to configure a suitable gear train.

Another very important advantage, obtainable for the vehicle according to the present invention thanks to the use of the described transmission (2) and the consequent possibility of laterally positioning the motor (1) and the pump (21), and possibly also the pump (25) if present, it is possible to make a frame (10) of adjustable length. In greater detail, the frame (10) comprises a front portion (10F), to which at least two front wheels (FW) are associated, and a rear portion (10R), to which at least two rear wheels (RW) are associated. The front portion (10F) and the rear portion (10R) of the frame are mutually sliding along the longitudinal axis (X) between a position of minimum wheelbase, in which the front wheels and the rear wheels are spaced by a determined wheelbase, and a position of maximum wheelbase, in which the front wheels and the rear wheels are spaced apart by a greater wheelbase. One or more hydraulic actuators can be arranged to determine the sliding of the portions (10F, 10R) of the frame (10). It is obviously possible to arrange a greater number of portions sliding together along the longitudinal axis (X).

In fact, operating vehicles are already known for which it is possible to move the rear axle backwards and / or a counterweight ballast positioned in the rear area of the vehicle. However, this translation is rather limited, due to the overall dimensions of the engine with respect to the frame, and increases the operating capacity of the machine only to a modest extent. In the vehicle according to the present invention, on the other hand, it is possible to increase the longitudinal stroke available between the front portion (10F) and the rear portion (10R) of the frame, since the frame (10) is substantially free in the longitudinal direction thanks to the lateral positioning of the engine. (1) and the pump (21). To give an idea of the amount of travel available for the lengthening of the frame (10) in the longitudinal direction, consider that the front and rear axles can be moved apart by 2 meters, by sliding the two portions (10R , 10F) of the frame (10). A run of this magnitude allows the same vehicle to manage operating conditions which, at present, can only be managed by two distinct vehicles with different wheelbases. The machines with larger wheelbases can in fact lift heavier loads and / or increase the height and extension that can be reached by the mobile arm. Thanks to the inventive solutions of the vehicle according to the present invention, the same vehicle can instead operate in conditions which, at present, could only be managed by two vehicles of different size. Furthermore, the vehicle according to the present invention can increase its wheelbase to move a greater load or to increase the extension of the movable arm (11), for example to move the load beyond an obstacle of a certain height, and reduce its wheelbase. once the load has been unloaded, in order to reduce the vehicle's room for maneuver.

Advantageously, one or more load sensors (not shown) can be distributed in the vehicle and / or on the movable arm (11), to detect the load lifted by the vehicle itself through the movable arm (11) and / or other loads or stresses which the vehicle is subject. These sensors are charged and connected to the vehicle control unit, to transmit the detected data to the control unit itself. The control unit can be equipped with an algorithm capable of adjusting the elongation of the frame (10), controlling the sliding between the front portion (10F) and the rear portion (10R) of the frame, based on the data received from the sensors.

Claims (11)

CLAIMS 1) Operating vehicle, comprising: a frame (10), equipped with a longitudinal axis (X); a motor (1), associated with the frame (10); a transmission (2), arranged to transmit a torque from the motor (1) to at least one driving wheel (W); characterized in that the transmission (2) comprises: a first pump (21), connected to the motor (1); at least a first hydraulic motor (22), connected to the pump (21), a gearbox (23), connected at the input to the hydraulic motor (22) and at the output to the driving wheel (W). 2) Vehicle according to claim 1, wherein the transmission (2) comprises a second hydraulic motor (24), connected to the pump (21) in parallel to the first hydraulic motor (22) and to the gearbox (23). 3) Vehicle according to claim 2 or 3, wherein the gearbox (23) comprises at least two inlet connections, each of which is associated with one of the hydraulic motors (22,24). 4) Vehicle according to claim 2 or 3, wherein the gearbox (23) is structured to transmit at the output the rotation of the first hydraulic motor (22), the rotation of the second hydraulic motor (24) or a combination of both rotations. 5) Vehicle according to claim 2, wherein the first pump (21) is connected to the first and to the second hydraulic motor (22,24) by means of removable hydraulic connections. 6) Vehicle according to claim 1, in which the motor (1) and the pump (21) can be removed from the frame (10). 7) Vehicle according to claim 6, wherein the motor (1) and the first pump (21) are associated with a movable support which is removable from the frame (10). 8) Vehicle according to claim 1, wherein the motor and pump (21) are associated with the frame (10) in a lateral position with respect to a longitudinal axis (X) of the frame (10). 9) Vehicle according to claim 2, wherein the transmission (2) comprises a second pump (25) connected to the motor (1) and to the second hydraulic motor (24), while the first pump (21) is connected to the first hydraulic motor (22). 10) Vehicle according to claim 1, wherein the frame (10) comprises a front portion (10F), to which at least two front wheels (FW) are associated, and a rear portion (10R), to which at least two wheels are associated rear (RW); the front portion (10F) and the rear portion (10R) of the frame are mutually sliding along the longitudinal axis (X) between a position of minimum wheelbase, in which the front wheels and the rear wheels are spaced by a determined wheelbase, and a position of maximum wheelbase, in which the front wheels and the rear wheels are spaced apart by a greater wheelbase. 11) Vehicle according to claim 10, comprising one or more load sensors distributed in the vehicle and / or on the mobile arm (11), to detect the load lifted by the vehicle itself through the mobile arm (11) and / or other loads or stresses to which the vehicle is subject; the load sensors are connected to a vehicle control unit, to transmit the detected data to the control unit itself; the control unit is equipped with an algorithm capable of adjusting the elongation of the frame (10), controlling the sliding between the front portion (10F) and the rear portion (10R) of the frame, based on the data received from the sensors.