NO862416L - PROCEDURE FOR AA MOUNTED WHEELS FOR THE FRAME RAILWAYS FOR MOVING VEHICLES. - Google Patents
PROCEDURE FOR AA MOUNTED WHEELS FOR THE FRAME RAILWAYS FOR MOVING VEHICLES.Info
- Publication number
- NO862416L NO862416L NO862416A NO862416A NO862416L NO 862416 L NO862416 L NO 862416L NO 862416 A NO862416 A NO 862416A NO 862416 A NO862416 A NO 862416A NO 862416 L NO862416 L NO 862416L
- Authority
- NO
- Norway
- Prior art keywords
- frame
- frame beams
- procedure
- railways
- moving vehicles
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 4
- 230000008901 benefit Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
- 239000002023 wood Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B37/00—Wheel-axle combinations, e.g. wheel sets
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D53/00—Tractor-trailer combinations; Road trains
- B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
- B62D53/06—Semi-trailers
- B62D53/068—Semi-trailers having devices to equalise or modify the load between the fifth wheel and the rear wheels
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Tires In General (AREA)
- Body Structure For Vehicles (AREA)
- Handcart (AREA)
Description
Foreliggende oppfinnelse angår en fremgangsmåte for å binde sammen hjulpar eller boggier med rammebjelkene ved veigående kjøretøyer, der man raskt ønsker å endre avstanden mellom de forskjellige hjulparene eller boggiene. The present invention relates to a method for tying together pairs of wheels or bogies with the frame beams of road-going vehicles, where it is desired to quickly change the distance between the different pairs of wheels or bogies.
Bakgrunnsteknikk:Background technique:
Trekkjøretøyer og slepevogner for veigående transporter blir forholdsvis lange, dersom det transporterte godset er voluminøst og man samtidig ønsker å utnytte maksimalt tillatt akseltrykk eller boggitrykk. Towing vehicles and trailers for road transport are relatively long, if the transported goods are voluminous and at the same time you want to utilize the maximum permissible axle pressure or bogie pressure.
Fordelene med stor avstand mellom hjulaksler eller boggier oppstår også ved normal kjøring på veier med god frem-kommelighet ved at ekvipasjen oppfører seg roligere, fremfor alt ved høye hastigheter. Manøvreringsevnen for kjøretøyet eller ekvipasjen nedsettes derimot kraftig. Venderadien øker og kurvegjennomkjøringsevnen minsker. The advantages of a large distance between wheel axles or bogies also occur during normal driving on roads with good accessibility, in that the crew behaves more calmly, above all at high speeds. On the other hand, the maneuverability of the vehicle or equipment is greatly reduced. The turning radius increases and the cornering ability decreases.
Ved tømmerkjøring fra vanskelig tilgjengelige tømmervelterWhen driving timber from hard-to-reach timber dumps
ute i skogen har man blant annet for å minske venderadien og øke kurvegjennomkjøringsevnen, fremfor alt på slepevogner, gjort det slik at det bakre hjulparet eller boggien har kunnet forskyves etter ønske fremover når man kjører på smale og svingede veier, for deretter når fremkommeligheten blir bedre igjen å øke avstanden. Rammebjelkene er oftest I-formet og hjulakselene eller boggiene har vært montert på en forskyvbar slede som har ligget an mot undersiden av de to parallelle rammebjelkenes nedre flenser. Det har imidlertid vist seg vanskelig å oppnå en bra styring på sledene. For-skyvningen langs rammebjelkene har blitt vanskeliggjort av ukontrollert skjevkjøring av sleden med sperring som følge, såkalt "skuffevirkning". Veistøv og andre partikler har hindret bevegelsen og forårsaket slitasje av anleggs- og styreflater. Slepevognen har derved blitt slarkete når glippet har blitt for stort. out in the forest, among other things, in order to reduce the turning radius and increase the ability to drive through curves, above all on trailers, it has been done so that the rear pair of wheels or the bogie has been able to be moved forward as desired when driving on narrow and winding roads, and then when accessibility improves again to increase the distance. The frame beams are most often I-shaped and the wheel axles or bogies have been mounted on a displaceable sled which has rested against the underside of the two parallel frame beams' lower flanges. However, it has proved difficult to achieve good steering on the sleds. The forward movement along the frame beams has been made difficult by uncontrolled skewing of the slide with blocking as a result, the so-called "drawer effect". Road dust and other particles have impeded movement and caused wear and tear on construction and steering surfaces. The trailer has thereby become slack when the slip has become too great.
Ekvipasjens egenvekt er naturligvis av stor betydning etter- som ovenfor nevnte aksel- og boggitrykk er begrenset. Nytte-lastens størrelse er således helt avhengig av denne egenvekten. Egenvekten påvirkes i stor grad av de inngående rammebjelkenes vekt. The equipment's own weight is of course of great importance, as the above-mentioned axle and bogie pressure is limited. The size of the payload is thus entirely dependent on this specific weight. The dead weight is largely affected by the weight of the frame beams.
Sammenfatning av oppfinnelsen:Summary of the Invention:
Det har nå overraskende vist seg at dersom man lager rammebjelkene med de nedre flensene noe i vinkel nedover, økes rammebjelkenes bøyestivhet, og disse kan da gjøres lettere og dermed kan nyttelasten økes. En større fordel er imidlertid at man samtidig kan gjøre sledens anlegg mot rammebjelkene prismeformede i stedet for plane. Dette gjør at sleden hele tiden tilstreber å holde sin retning og side-stilling i forhold til rammebjelkens lengderetning. Samtidig nedsettes faren for ansamling av smuss på sledens anleggsflate mot rammebjelkene. It has now surprisingly turned out that if you make the frame beams with the lower flanges slightly at an angle downwards, the bending stiffness of the frame beams is increased, and these can then be made lighter and thus the payload can be increased. A greater advantage, however, is that you can simultaneously make the carriage's contact with the frame beams prismatic instead of flat. This means that the sled constantly strives to maintain its direction and lateral position in relation to the longitudinal direction of the frame beam. At the same time, the risk of dirt accumulating on the sled's contact surface against the frame beams is reduced.
Oppfinnelsen skal i det følgende forklares nærmere under henvisning til tegningen, som skjematisk viser en utførelses-form for oppfinnelsen. In the following, the invention will be explained in more detail with reference to the drawing, which schematically shows an embodiment of the invention.
Figur 1 viser en slepevogn for tømmertransporter sett fra siden, Figure 1 shows a trailer for timber transport seen from the side,
figur 2 viser den samme slepevognen sett bakfra, og figur 3 er en rammebjelke ifølge oppfinnelsen. figure 2 shows the same trailer seen from behind, and figure 3 is a frame beam according to the invention.
Eksempel.Example.
Et slepekjøretøy 1 for transport av masseved fra fellings-plassen til massefabrikken skal laste så mye at det maksimale boggitrykket fra for- og akterboggi, nemlig 16 A towing vehicle 1 for the transport of pulp wood from the felling site to the pulp factory must load so much that the maximum bogie pressure from the front and rear bogies, namely 16
tonn på hver, oppnås. Da de parallelle rammebjelkene 6 utgjør så stor del av slepevognens 1 egenvekt, ønsker man å gjøre disse så smekre som mulig. Normalt har man benyttet I-profilbjelker hvis hovedmål var: totalhøyde = 450 mm, flensbredde 15 mm, flenstykkelse 15 mm og stegtykkelse 6 mm. tons on each, is achieved. As the parallel frame beams 6 make up such a large part of the tow truck 1's own weight, one wants to make these as sleek as possible. Normally, I-profile beams were used whose main dimensions were: total height = 450 mm, flange width 15 mm, flange thickness 15 mm and step thickness 6 mm.
De som nå er benyttet.i forbindelse med utførelseseksempelet,Those that are now used in connection with the execution example,
se figur 3, har også stort sett l-formet profil med unntak av den nedre flens som ikke er plan, men vinklet på midten slik at de to sidedelene 10 av den nedre flensen 7 heller nedover fra steget og danner en vinkel på 141° med hverandre. Ved hjelp av dette trekket øker i første rekke bjelkens bøye-stivhet med 6% i sammenligning med en bjelke med tilsvarende steghøyde, og rammebjelken kunne derfor gjøres lettere. Dessuten kan den sleden 4 som sitter på boggiens 2 overside formes på en hensiktsmessigere måte. I normalutførelse har den en plan anleggsflate mot den konvensjonelle ramme- see figure 3, also has a largely l-shaped profile with the exception of the lower flange which is not flat, but angled in the middle so that the two side parts 10 of the lower flange 7 lean downwards from the step and form an angle of 141° with each other. With the help of this feature, the beam's bending stiffness increases primarily by 6% compared to a beam with a similar step height, and the frame beam could therefore be made lighter. Moreover, the sled 4 which sits on the upper side of the bogie 2 can be shaped in a more appropriate way. In its normal design, it has a flat contact surface against the conventional frame-
bjelkens underflens. Nå er sleden utført slik at anleggs-flaten tilsvarer rammebjelkens 6 vinklede nedre flens 8. the bottom flange of the beam. Now the slide is designed so that the contact surface corresponds to the angled lower flange 8 of the frame beam 6.
Dette bevirker store fordeler. Den bakre boggien 2 kan ved behov forskyves inn mot slepevognens 1 sentrum ved hjelp av en hydraulisk sylinder 3, hvis ene ende er festet ved den bakre boggien 2 og den andre ved en travers mellom rammebjelkene 6, rett bak den fremre boggien 2. Denne bevegelsen går lettere ved at sledene ikke har tendens til å skråstille seg i forhold til rammebjelkene 6, men har en tendens til å parallellstille seg. Denne tendens forsterkes jo mer lastet slepevognen 1 er. Det samme fenomen kan iakttas under selve transporten, og da først og fremst ved høye hastigheter. Riktignok finnes ved tidligere konstruksjoner glidere 5 som This brings great benefits. If necessary, the rear bogie 2 can be moved towards the center of the trailer 1 by means of a hydraulic cylinder 3, one end of which is attached to the rear bogie 2 and the other to a traverse between the frame beams 6, directly behind the front bogie 2. This movement runs more easily in that the sleds do not tend to tilt in relation to the frame beams 6, but tend to align in parallel. This tendency is reinforced the more loaded trailer 1 is. The same phenomenon can be observed during the transport itself, and then primarily at high speeds. Admittedly, in earlier constructions there are sliders 5 which
i likhet med oppfinnelsen grep rundt den nedre flensens 7 kanter og hadde til oppgave å holde sleden 4 på plass i sideretning, men disse ble fort slarkete og slepevognen 1 begynte å slingre i sideretningen. Rammebjelken 6 har den samme totale høyde som den konvensjonelle, dvs. 450 mm, men flensbredden ble økt noe til 170 mm. Ved valg av stål med bedre stålfastegenskaper enn normalbjelken kunne andre hold-fasthetskrav oppfylles selv om flenstykkelsen er minsket til 10 mm og stegtykkelsen til 4,5 mm. Ekvipasjens egenvekt er dermed redusert med ca. 400 kg eller 26%, hvilket da kan øke lastekapasiteten. like the invention gripped around the edges of the lower flange 7 and had the task of holding the sled 4 in place in the lateral direction, but these soon became loose and the tow truck 1 began to wobble in the lateral direction. The frame beam 6 has the same overall height as the conventional one, i.e. 450 mm, but the flange width was increased somewhat to 170 mm. By choosing steel with better steel strength properties than the normal beam, other holding strength requirements could be met even if the flange thickness is reduced to 10 mm and the step thickness to 4.5 mm. The specific weight of the equipment is thus reduced by approx. 400 kg or 26%, which can then increase the load capacity.
Claims (1)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE8503002A SE8503002L (en) | 1985-06-18 | 1985-06-18 | FRAME OF ROAD VEHICLES WITH VARIABLE AXLE SPACES |
Publications (2)
Publication Number | Publication Date |
---|---|
NO862416D0 NO862416D0 (en) | 1986-06-17 |
NO862416L true NO862416L (en) | 1986-12-19 |
Family
ID=20360607
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
NO862416A NO862416L (en) | 1985-06-18 | 1986-06-17 | PROCEDURE FOR AA MOUNTED WHEELS FOR THE FRAME RAILWAYS FOR MOVING VEHICLES. |
Country Status (4)
Country | Link |
---|---|
DE (1) | DE3620328A1 (en) |
FI (1) | FI862573A (en) |
NO (1) | NO862416L (en) |
SE (1) | SE8503002L (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4943202A (en) * | 1988-03-14 | 1990-07-24 | Donald Galloway | Tilting mobile platform |
US4969659A (en) * | 1989-05-30 | 1990-11-13 | Wabash National Corporation | Extendable container chassis |
FR2650223B1 (en) * | 1989-07-25 | 1991-10-04 | Renault Vehicules Ind | STEERING FRONT STEERING WITH INDEPENDENT WHEELS |
US5775711A (en) * | 1995-11-16 | 1998-07-07 | Floe; Wayne G. | Trailer structure |
NL1018712C2 (en) * | 2001-08-06 | 2003-02-10 | Adrianus De Wit | Trailer for transport of motorcycle is formed by elongated support with coupling component at one end and supported by wheeled axle |
SI25010A (en) * | 2015-06-19 | 2016-12-30 | PIĹ EK - VITLI KRPAN d.o.o. | Cargo trailer with a mechanism for moving the wheel axles |
-
1985
- 1985-06-18 SE SE8503002A patent/SE8503002L/en not_active Application Discontinuation
-
1986
- 1986-06-17 FI FI862573A patent/FI862573A/en not_active IP Right Cessation
- 1986-06-17 NO NO862416A patent/NO862416L/en unknown
- 1986-06-18 DE DE19863620328 patent/DE3620328A1/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
SE8503002D0 (en) | 1985-06-18 |
FI862573A0 (en) | 1986-06-17 |
NO862416D0 (en) | 1986-06-17 |
DE3620328A1 (en) | 1987-02-12 |
SE8503002L (en) | 1986-12-19 |
FI862573A (en) | 1986-12-19 |
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