WO2008000999A2 - Trolley comprising means for limiting the turning of the wheels - Google Patents

Trolley comprising means for limiting the turning of the wheels Download PDF

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Publication number
WO2008000999A2
WO2008000999A2 PCT/FR2007/051509 FR2007051509W WO2008000999A2 WO 2008000999 A2 WO2008000999 A2 WO 2008000999A2 FR 2007051509 W FR2007051509 W FR 2007051509W WO 2008000999 A2 WO2008000999 A2 WO 2008000999A2
Authority
WO
WIPO (PCT)
Prior art keywords
frame
wheels
jack
cylinder
trolley according
Prior art date
Application number
PCT/FR2007/051509
Other languages
French (fr)
Other versions
WO2008000999A3 (en
Inventor
Marc Trotignon
Original Assignee
Renault S.A.S.
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 Renault S.A.S. filed Critical Renault S.A.S.
Priority to EP07803932A priority Critical patent/EP2032417A2/en
Publication of WO2008000999A2 publication Critical patent/WO2008000999A2/en
Publication of WO2008000999A3 publication Critical patent/WO2008000999A3/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/04—Steering specially adapted for trailers for individually-pivoted wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/42—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for being adjustable
    • B60D1/44—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for being adjustable horizontally
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/48—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting
    • B60D1/54—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting collapsible or retractable when not in use, e.g. hide-away hitches

Definitions

  • the present invention relates to a trolley which is used for transporting material or parts, for example, in a workshop.
  • the carriages are generally assembled to each other to form carriages that are towed from one point to another.
  • US 5,090,719 discloses a carriage which comprises a frame, a pair of front wheels and a pair of rear wheels, the two wheels of each of the pairs being interconnected and the two pairs of wheels being connected together, a drawbar which is connected to the front wheels, and a fastener, located at the rear of the frame and which, when connected to the drawbar of a similar carriage, allows them to be assembled, to form trains of carts.
  • the aforementioned document proposes to have means for limiting the rotation of the front and / or rear wheels, formed by at least one stabilizing jack consisting of a cylinder in which is mounted movably in translation, a piston carrying a jack rod.
  • the free end of the cylinder rod, which comes out of the cylinder, is pivotally mounted on the drawbar while the cylinder is mounted on the frame.
  • the cylinder to effectively filter the vibrations and oscillations of the wheels or axles of the towed truck, must exert a fairly large force on the latter. In the case of a truck whose drawbar can be raised, in a maneuvering position for manually directing the truck, it is impossible for an operator to direct the truck by operating the drawbar, because of the excessive force exerted by the cylinder on the wheels or axles.
  • the object of the present invention is to provide a carriage of the aforementioned type whose drawbar is movable between a traction position and a truck operating position, which makes it possible to form stable carriages trains and which is easily manipulated by an operator.
  • a carriage comprising, in known manner, a chassis equipped with a pair of front wheels and a pair of rear wheels, the two wheels of each pair being connected and the two pairs of wheels. being connected together, the front and / or rear wheels being connected to a fastener and steering member which, when it cooperates with the fastening means of a similar carriage, to connect the two carriages and the moving together, the carriage comprising means for limiting the rotation of the wheels, of the type comprising at least one stabilizing jack, comprising a cylinder in which slides a piston carrying a jack rod, the jack connecting one of the wheels to the frame and exerting, on this wheel, a force which brings it in a direction substantially parallel to the length of the frame.
  • the fastener and steering member is movable between an elongate traction position substantially parallel to the length of the chassis and a maneuvering position, raised, substantially perpendicular to the chassis, one end of the jack is mounted movably in longitudinal translation on the frame and the means for limiting the rotation of the wheels comprise means forming a stop, movable between a first position in which they serve to support the movable end of the jack so that the latter exerts a force of determined intensity on the wheel, and a second position in which the intensity of the force exerted by the jack on the wheel is less, whereby the fastener and steering member can be maneuvered manually to direct the wheels.
  • the fastener and steering member allows, during its passage from the traction position to the operating position, to move the abutment means from their first position to their second position.
  • the jack is mounted movably on the frame by means of a strip, fixed on the frame and having a longitudinal slot, parallel to the length of the frame in which slides the movable end of the jack.
  • the abutment means comprise hinge means which deform during the passage of the fastening member and direction of the traction position to the operating position, to move the abutment means.
  • the abutment means comprise at least one bar, articulated in rotation on the frame, about an axis substantially perpendicular to the plane of the frame, a first end can be longitudinally lock the movable end of the cylinder on the frame and a second end is connected to the fastening member and direction.
  • the movable end of the jack comprises a stop rod, substantially perpendicular to the frame and which slides in the longitudinal slot of the slider so as to bear against the abutment means, when they are in their first position.
  • the carriage comprises two jacks each connected to a wheel or the front or rear axle and which are arranged to work in compression.
  • the cylinders can be of the pneumatic type, for example.
  • the frame comprises at least one longitudinal crosspiece on which is mounted movably, in longitudinal translation, one end of the jack.
  • FIG 1 shows a perspective view of the carriage of the invention, the drawbar being in traction position
  • FIG 2 shows a perspective view of the carriage of Figure 1, the drawbar being in the operating position
  • FIG. 3 represents a partial view, from the front, of the jack fixed to the frame of the carriage represented in FIG. 1; and
  • FIG. 4 represents a partial view, from the front, of the jack fixed to the chassis of the carriage represented in FIG.
  • the carriage of the invention comprises a frame 1 which comprises a substantially rectangular frame and two longitudinal cross members 2 which are arranged to form the floor of the carriage.
  • Under the chassis 1, are mounted four wheels which form a pair of front wheels 3 and a pair of rear wheels 4.
  • the front wheels 3 are connected by a front axle 5, which is a rigid bar, arranged according to the width of the chassis 1
  • the rear wheels 4 are connected by a rear axle 6, similar and parallel to the front axle 5.
  • the two axles 5 and 6 are connected by a connecting rod 7 which connects a front wheel 3 and a rear wheel 4 located each on a different side of the frame 1.
  • the connecting bar 7 thus connects front wheels 3 and rear 4 which are diagonally opposite.
  • a fastening and steering member 8 also known as a drawbar, is disposed at the front of the carriage and is connected to the front axle 5.
  • This drawbar 8 is movable at a pivot 9 and can thus pass from an elongated traction position, as shown in FIG. 1, in which it is substantially parallel to the plane of the chassis, and which allows the carriage to be towed, to a maneuvering position, raised, as shown in FIG. 2, in which it is substantially perpendicular to the plane of the frame, and which allows an operator, by grasping its free end directed upwards, to manually direct the carriage.
  • the means for limiting the rotation of the wheels comprise two lateral cylinders each connecting a longitudinal cross member 2 to the front axle 5.
  • the cylinders are formed of a cylinder 1 in which moves, in translation, a piston carrying a cylinder rod 12.
  • the cylinders are pneumatic cylinders which work in compression.
  • the cylinder rod 12 of each cylinder has a free end which leaves the cylinder 11 and which is slidably mounted at a longitudinal cross member 2, by means of a strip 13, which will be more fully described with reference to FIGS. 4.
  • the free end of the cylinder that is to say the end of the cylinder closed and opposite to that through which the cylinder rod 12 passes, is mounted on the front axle 5.
  • the cylinders because of the arrangement of the cylinders, they only work in compression to straighten the front axle 5 but, it is also possible, without departing from the scope of the present invention. to provide the chassis 1 with two jacks working in tension or one in tension, the other in compression, depending on the arrangement of the cylinders on the front axles 5 and / or rear 6, or even to provide the carriage that a cylinder working in traction and compression.
  • the cylinder or cylinders may be pneumatic cylinders, hydraulic or oleopneumatic.
  • the free end of the cylinder rods 12 is integral with an abutment rod 14 which extends substantially perpendicularly to the plane of the chassis 1 and which projects under the longitudinal cross-member 2.
  • the stop rod 14 slides in the longitudinal slot of the strip 13 which is fixed on the longitudinal cross member 2.
  • Stop means comprise two bars 15, articulated with respect to each other, in the plane of the frame 1, at the level of a pivot 16, disposed to one of their ends to form an abutment, here V-shaped. These abutment means allow the stop rod 14, either to slide freely in the longitudinal slot of the strip 13, or to bear on the free end of bars 15, so that the cylinders exert a determined force on the front wheels 3 to prevent them from turning.
  • Each of the bars 15 is thus also mounted under a longitudinal cross member 2 and articulated in rotation about an axis perpendicular to the plane of the frame 1, at a pivot 18, so that the free end of each of the bars 15 protrudes below the ruler 13 so that the stopper rod 14 can bear against the bar 15, when the drawbar 8 is in its traction position, as will be explained in more detail later.
  • the pivot 16 is connected to the drawbar 8 by a connecting element 17 so that in the draw position of the drawbar 8, the V formed by the two bars 15 has its tip oriented towards the rear wheels 4, the free ends of the bars 15 coming to stop and wedging the stopper rod 14 of each of the cylinders.
  • the strips 13 each comprise a light which is arranged longitudinally on the frame 1.
  • the stop rods 14 can each slide in one of the aforementioned lights, so as to lengthen the stroke of the piston is that is, in this case, the abutment rods 14 can move towards the rear wheels 4 of the carriage.
  • the abutment rods 14 are arranged substantially in the middle of the slots and the free end of the bars 15 comes, under the longitudinal cross member 2, against the portion of the abutment rods 14 which protrudes under them. longitudinal struts 2, and prevents them from moving, thus limiting the stroke of the piston to the length 1 shown in FIG. 1.
  • the stop rods 14 bearing against the end of the bar 15, the jacks can counteract the force exerted by the wheels or axles in rotation.
  • the stop rods 14 are arranged in the bottom of the lights, to the rear wheels 4 and the free ends of the bars 15 are arranged towards the rear of the carriage, beyond the strips 13.
  • the stroke of the piston cylinders, represented by the length L, visible in Figure 2 is thus elongated which reduces the force exerted by each of the cylinders on a front wheel 3 and allows an operator to manually operate the carriage.
  • the cylinders are no longer supported on the bars 15 but in the bottom of the lights of the strips 13, they exert and a force less or virtually zero on the front wheels 3, when the latter turn.
  • the operation of the carriage of the invention is as follows.
  • the drawbar 8 When the drawbar 8 is in the traction position (see FIGS. 1 and 3), it is possible to form carriages trains according to the invention, by attaching the free end of the drawbar 8 to the fastening member 20, arranged at the rear of the frame 1 of another carriage according to the invention or the like.
  • the V formed by the bars 15 has the tip oriented towards the rear wheels 4 and the ends of the bars 15 wedge the stop rods 14 in the slots of the strips 13.
  • the pistons of the cylinders therefore have a stroke length 1 determined, as shown in Figure 1 and the cylinders exert a determined force on the front wheels, whose intensity is sufficient to counteract their rotation during the movement of the carriage train.
  • the operator maneuver the drawbar 8 so as to raise it and to move it to its maneuvering position.
  • the passage of the drawbar 8 from the traction position to the maneuvering position represented in FIGS. 2 and 4, causes the deformation of the V formed by the bars 15 which is connected to the drawbar 8 by the connecting element 17.
  • the tip V is reversed and the ends of the bars 15 move towards the rear wheels 4, at the rear of the strips 13.
  • the free end of the cylinder rod 12 - and the stop rod 14 - is free to slide in the light of the slider 13, towards the rear wheels 4.
  • the stroke of the piston of the cylinder is thus elongated and the force exerted by the cylinder on the front wheel 3 is thus reduced (it no longer has a fulcrum or a distant point of support that corresponds to the bottom of the light, facing the rear wheels 4) which allows the operator to easily manage the carriage without effort.
  • the drawbar 8 When it is necessary to form carriages trains, the drawbar 8 is moved in its traction position, as shown in Figure 1.
  • the bars 15 are moved by the connecting element 17 and drive the stop rods 14 to the front wheels 3.
  • the stop rods 14 are locked, substantially in the middle of the light of each strip 13 (see FIG. 4) by the bars 15.
  • the stroke of the pistons being reduced , the cylinders exert a greater force on the front wheels 3 which avoids the oscillations of the wheels front and rear (the two pairs of wheels being connected) and train trains trolleys that are stable, even when cornering or at high speed of movement.

Abstract

The present invention relates to a trolley comprising a chassis (1) equipped with a pair of front wheels (3) and a pair of rear wheels (4) connected to each other and to an attachment and steering member (8) which allows two trolleys to be connected, and with at least one stabilizing ram. According to the invention, the attachment and steering member (8) can move between a pulling position and a manoeuvring position, one end of the ram being mounted such that it can slide longitudinally on the chassis (1), and the trolley comprises stop-forming means (15) that can be moved between a first position in which they act as a rest for the sliding end of the ram, and a second position in which the intensity of the force exerted by the ram (3; 4) is lower.

Description

CHARIOT COMPRENANT DES MOYENS DE LIMITATION DE LA TROLLEY COMPRISING MEANS FOR LIMITING THE
ROTATION DES ROUESROTATION OF WHEELS
La présente invention concerne un chariot qui est utilisé pour le transport de matériel ou de pièces, par exemple, dans un atelier. Les chariots sont en général assemblés les uns aux autres pour former des trains de chariots qui sont tractés d'un point à un autre.The present invention relates to a trolley which is used for transporting material or parts, for example, in a workshop. The carriages are generally assembled to each other to form carriages that are towed from one point to another.
Le document US 5 090 719 décrit un chariot qui comporte un châssis, une paire de roues avant et une paire de roues arrière, les deux roues de chacune des paires étant reliées entre elles et les deux paires de roues étant également reliées entre elles, un timon qui est relié au roues avant, et un organe d'attache, situé à l'arrière du châssis et qui permet, lorsqu'il est relié au timon d'un chariot similaire, d'assembler ces derniers, pour former des trains de chariots. Lorsque le train de chariots est tracté à une vitesse élevée et/ou lorsqu'il tourne et/ou lorsqu'il est en pente, les chariots ont tendance à se cogner les uns dans les autres, du fait des oscillations non contrôlées des roues ou essieux, ce qui impose une vitesse limitée au déplacement du train de chariots ou un train de chariot court, formé d'un nombre restreint de chariots.US 5,090,719 discloses a carriage which comprises a frame, a pair of front wheels and a pair of rear wheels, the two wheels of each of the pairs being interconnected and the two pairs of wheels being connected together, a drawbar which is connected to the front wheels, and a fastener, located at the rear of the frame and which, when connected to the drawbar of a similar carriage, allows them to be assembled, to form trains of carts. When the train of carts is towed at a high speed and / or when it rotates and / or when it is sloping, the carriages tend to bump into each other, due to uncontrolled oscillations of the wheels or axles, which imposes a limited speed to the movement of the carriages or a short carriage train, formed of a small number of carriages.
Pour remédier à ce problème, le document précité propose de disposer des moyens de limitation de la rotation des roues avant et/ou arrière, formés par au moins un vérin stabilisateur, constitué d'un cylindre dans lequel est monté mobile en translation, un piston portant une tige de vérin. L'extrémité libre de la tige de vérin, qui sort du cylindre, est montée pivotante sur le timon tandis que le cylindre est monté sur le châssis. Lorsque les roues ou essieux avant et/ou arrière, selon la position du vérin, tournent à droite ou à gauche, le vérin, qui travaille à la fois en compression et en traction, gêne leur mouvement et les ramène dans une position sensiblement parallèle à la longueur du châssis, ce qui assure au chariot tracté une trajectoire rectiligne.To remedy this problem, the aforementioned document proposes to have means for limiting the rotation of the front and / or rear wheels, formed by at least one stabilizing jack consisting of a cylinder in which is mounted movably in translation, a piston carrying a jack rod. The free end of the cylinder rod, which comes out of the cylinder, is pivotally mounted on the drawbar while the cylinder is mounted on the frame. When the wheels or axles front and / or rear, depending on the position of the cylinder, turn right or left, the cylinder, which works in both compression and traction, hinders their movement and returns to a position substantially parallel to the length of the chassis, which ensures the towed cart a straight path.
Le vérin, pour filtrer efficacement les vibrations et oscillations des roues ou essieux du chariot tracté, doit exercer une force assez importante sur ces dernières. Dans le cas d'un chariot dont le timon peut être relevé, dans une position de manœuvre permettant de diriger manuellement le chariot, il est impossible, pour un opérateur, de diriger le chariot en manoeuvrant le timon, du fait de la trop grande force exercée par le vérin sur les roues ou essieux.The cylinder, to effectively filter the vibrations and oscillations of the wheels or axles of the towed truck, must exert a fairly large force on the latter. In the case of a truck whose drawbar can be raised, in a maneuvering position for manually directing the truck, it is impossible for an operator to direct the truck by operating the drawbar, because of the excessive force exerted by the cylinder on the wheels or axles.
Le but de la présente invention est de proposer un chariot du type précité dont le timon est mobile entre une position de traction et une position de manœuvre du chariot, qui permet de former des trains de chariots stables et qui est facilement manipulable par un opérateur.The object of the present invention is to provide a carriage of the aforementioned type whose drawbar is movable between a traction position and a truck operating position, which makes it possible to form stable carriages trains and which is easily manipulated by an operator.
Ce but est atteint au moyen d'un chariot comportant, de manière connue, un châssis équipé d'une paire de roue avant et d'une paire de roues arrière, les deux roues de chacune des paires étant reliées et les deux paires de roues étant reliées entre elles, les roues avant et/ou arrière étant reliées à un organe d'attache et de direction qui permet, lorsqu'il coopère avec les moyens d'attache d'un chariot similaire, de relier les deux chariots et de les déplacer ensemble, le chariot comportant des moyens de limitation de la rotation des roues, du type comportant au moins un vérin stabilisateur, comprenant un cylindre dans lequel coulisse un piston portant une tige de vérin, le vérin reliant une des roues au châssis et exerçant, sur cette roue, une force qui la ramène dans une direction sensiblement parallèle à la longueur du châssis. Selon l'invention, de manière caractéristique, l'organe d'attache et de direction est mobile entre une position de traction, allongée, sensiblement parallèle à la longueur du châssis et une position de manœuvre, relevée, sensiblement perpendiculaire au châssis, une extrémité du vérin est montée mobile en translation longitudinale sur le châssis et les moyens de limitation de la rotation des roues comportent des moyens formant butée, mobiles entre une première position dans laquelle ils servent d'appui à l'extrémité mobile du vérin pour que ce dernier exerce une force d'intensité déterminée sur la roue, et une seconde position dans laquelle l'intensité de la force exercée par le vérin sur la roue est moindre, moyennant quoi l'organe d'attache et de direction peut être manœuvré manuellement pour diriger les roues.This object is achieved by means of a carriage comprising, in known manner, a chassis equipped with a pair of front wheels and a pair of rear wheels, the two wheels of each pair being connected and the two pairs of wheels. being connected together, the front and / or rear wheels being connected to a fastener and steering member which, when it cooperates with the fastening means of a similar carriage, to connect the two carriages and the moving together, the carriage comprising means for limiting the rotation of the wheels, of the type comprising at least one stabilizing jack, comprising a cylinder in which slides a piston carrying a jack rod, the jack connecting one of the wheels to the frame and exerting, on this wheel, a force which brings it in a direction substantially parallel to the length of the frame. According to the invention, typically, the fastener and steering member is movable between an elongate traction position substantially parallel to the length of the chassis and a maneuvering position, raised, substantially perpendicular to the chassis, one end of the jack is mounted movably in longitudinal translation on the frame and the means for limiting the rotation of the wheels comprise means forming a stop, movable between a first position in which they serve to support the movable end of the jack so that the latter exerts a force of determined intensity on the wheel, and a second position in which the intensity of the force exerted by the jack on the wheel is less, whereby the fastener and steering member can be maneuvered manually to direct the wheels.
Selon un mode de réalisation, l'organe d'attache et de direction permet, lors de son passage de la position de traction à la position de manœuvre, de déplacer les moyens formant butée de leur première position à leur seconde position.According to one embodiment, the fastener and steering member allows, during its passage from the traction position to the operating position, to move the abutment means from their first position to their second position.
Selon un mode de réalisation, le vérin est monté mobile sur le châssis au moyen d'une réglette, fixée sur le châssis et comportant une lumière longitudinale, parallèle à la longueur du châssis dans laquelle coulisse l'extrémité mobile du vérin.According to one embodiment, the jack is mounted movably on the frame by means of a strip, fixed on the frame and having a longitudinal slot, parallel to the length of the frame in which slides the movable end of the jack.
Selon un mode de réalisation, les moyens formant butée comportent des moyens d'articulation qui se déforment lors du passage de l'organe d'attache et de direction de la position de traction à la position de manœuvre, pour déplacer les moyens formant butée.According to one embodiment, the abutment means comprise hinge means which deform during the passage of the fastening member and direction of the traction position to the operating position, to move the abutment means.
Selon un mode de réalisation, les moyens formant butée comportent au moins une barrette, montée articulée en rotation sur le châssis, autour d'un axe sensiblement perpendiculaire au plan du châssis, dont une première extrémité peut venir bloquer longitudinalement l'extrémité mobile du vérin sur le châssis et dont une seconde extrémité est reliée à l'organe d'attache et de direction.According to one embodiment, the abutment means comprise at least one bar, articulated in rotation on the frame, about an axis substantially perpendicular to the plane of the frame, a first end can be longitudinally lock the movable end of the cylinder on the frame and a second end is connected to the fastening member and direction.
Selon un mode de réalisation, l'extrémité mobile du vérin comporte une baguette de butée, sensiblement perpendiculaire au châssis et qui coulisse dans la lumière longitudinale de la réglette de manière à pouvoir venir en appui contre les moyens formant butée, lorsque ceux-ci sont dans leur première position.According to one embodiment, the movable end of the jack comprises a stop rod, substantially perpendicular to the frame and which slides in the longitudinal slot of the slider so as to bear against the abutment means, when they are in their first position.
Selon un mode de réalisation, le chariot comporte deux vérins reliés chacun à une roue ou à l'essieu avant ou arrière et qui sont disposés de manière à travailler en compression.According to one embodiment, the carriage comprises two jacks each connected to a wheel or the front or rear axle and which are arranged to work in compression.
Les vérins peuvent être du type pneumatique, par exemple.The cylinders can be of the pneumatic type, for example.
Selon un mode de réalisation, le châssis comporte au moins une traverse longitudinale sur laquelle est montée mobile, en translation longitudinale, une extrémité du vérin. La présente invention, ses caractéristiques et les différents avantages qu'elle procure seront mieux compris à la lecture de la description qui suit d'un mode de réalisation, présenté à titre d'exemple non limitatif, et qui fait références aux dessins annexés, sur lesquels :According to one embodiment, the frame comprises at least one longitudinal crosspiece on which is mounted movably, in longitudinal translation, one end of the jack. The present invention, its characteristics and the various advantages that it affords will be better understood on reading the following description of an embodiment, presented by way of non-limiting example, and which refers to the appended drawings, on which :
-la figure 1 représente une vue en perspective du chariot de l'invention, le timon étant en position de traction ;FIG 1 shows a perspective view of the carriage of the invention, the drawbar being in traction position;
-la figure 2 représente une vue en perspective du chariot de la figure 1, le timon étant en position de manœuvre ;FIG 2 shows a perspective view of the carriage of Figure 1, the drawbar being in the operating position;
-la figure 3 représente une vue partielle, de face, du vérin fixé sur le châssis du chariot représenté sur la figure 1 ; et -la figure 4 représente une vue partielle, de face, du vérin fixé sur le châssis du chariot représenté sur la figure 2.FIG. 3 represents a partial view, from the front, of the jack fixed to the frame of the carriage represented in FIG. 1; and FIG. 4 represents a partial view, from the front, of the jack fixed to the chassis of the carriage represented in FIG.
En référence à la figure 1, le chariot de l'invention comporte un châssis 1 qui comporte un cadre sensiblement rectangulaire et deux traverses longitudinales 2 qui sont disposées de manière à former le plancher du chariot. Sous le châssis 1, sont montées quatre roues qui forment une paire de roues avant 3 et une paire de roues arrière 4. Les roues avant 3 sont reliées par un essieu avant 5, qui est une barre rigide, disposée selon la largeur du châssis 1 , tandis que les roues arrière 4 sont reliées par un essieu arrière 6, similaire et parallèle à l'essieu avant 5. Les deux essieux 5 et 6 sont reliés par une barre de liaison 7 qui relie une roue avant 3 et une roue arrière 4, situées chacune sur un côté différent du châssis 1. La barre de liaison 7 relie donc des roues avant 3 et arrière 4 qui sont diagonalement opposées. Un organe d'attache et de direction 8, encore appelé timon, est disposé à l'avant du chariot et est relié à l'essieu avant 5. Ce timon 8 est mobile au niveau d'un pivot 9 et peut ainsi passer d'une position de traction, allongée, telle que représentée sur la figure 1, dans laquelle il est sensiblement parallèle au plan du châssis, et qui permet au chariot d'être tracté, à une position de manœuvre, relevée, telle que représentée sur la figure 2, dans laquelle il est sensiblement perpendiculaire au plan du châssis, et qui permet à un opérateur, en saisissant son extrémité libre dirigée vers le haut, de diriger manuellement le chariot. Dans le mode de réalisation représenté sur les figures 1 et 2, les moyens de limitation de la rotation des roues comportent deux vérins latéraux qui relient chacun une traverse longitudinale 2 à l'essieu avant 5. Les vérins sont formés d'un cylindre 1 1 dans lequel se déplace, en translation, un piston portant une tige de vérin 12. Dans le mode de représentation ici représenté, les vérins sont des vérins pneumatiques qui travaillent en compression. La tige de vérin 12 de chaque vérin comporte une extrémité libre qui sort du cylindre 11 et qui est montée coulissante au niveau d'une traverse longitudinale 2, au moyen d'une réglette 13, qui sera plus amplement décrite en référence aux figures 3 et 4. L'extrémité libre du cylindre, c'est-à-dire l'extrémité du cylindre fermée et opposée à celle à travers laquelle passe la tige de vérin 12, est montée sur l'essieu avant 5.Referring to Figure 1, the carriage of the invention comprises a frame 1 which comprises a substantially rectangular frame and two longitudinal cross members 2 which are arranged to form the floor of the carriage. Under the chassis 1, are mounted four wheels which form a pair of front wheels 3 and a pair of rear wheels 4. The front wheels 3 are connected by a front axle 5, which is a rigid bar, arranged according to the width of the chassis 1 , while the rear wheels 4 are connected by a rear axle 6, similar and parallel to the front axle 5. The two axles 5 and 6 are connected by a connecting rod 7 which connects a front wheel 3 and a rear wheel 4 located each on a different side of the frame 1. The connecting bar 7 thus connects front wheels 3 and rear 4 which are diagonally opposite. A fastening and steering member 8, also known as a drawbar, is disposed at the front of the carriage and is connected to the front axle 5. This drawbar 8 is movable at a pivot 9 and can thus pass from an elongated traction position, as shown in FIG. 1, in which it is substantially parallel to the plane of the chassis, and which allows the carriage to be towed, to a maneuvering position, raised, as shown in FIG. 2, in which it is substantially perpendicular to the plane of the frame, and which allows an operator, by grasping its free end directed upwards, to manually direct the carriage. In the embodiment shown in FIGS. 1 and 2, the means for limiting the rotation of the wheels comprise two lateral cylinders each connecting a longitudinal cross member 2 to the front axle 5. The cylinders are formed of a cylinder 1 in which moves, in translation, a piston carrying a cylinder rod 12. In the embodiment shown here, the cylinders are pneumatic cylinders which work in compression. The cylinder rod 12 of each cylinder has a free end which leaves the cylinder 11 and which is slidably mounted at a longitudinal cross member 2, by means of a strip 13, which will be more fully described with reference to FIGS. 4. The free end of the cylinder, that is to say the end of the cylinder closed and opposite to that through which the cylinder rod 12 passes, is mounted on the front axle 5.
Dans le cas du mode de réalisation particulier ici représenté, du fait de la disposition des vérins, ceux-ci ne travaillent qu'en compression pour redresser l'essieu avant 5 mais, il est également possible, sans sortir du cadre de la présente invention de munir le châssis 1 de deux vérins travaillant en traction ou l'un en traction, l'autre en compression, en fonction de la disposition des vérins sur les essieux avant 5 et/ou arrière 6, ou même de ne munir le chariot que d'un vérin travaillant en traction et en compression. De même, le ou les vérins peuvent être des vérins pneumatiques, hydrauliques ou oléopneumatiques.In the case of the particular embodiment shown here, because of the arrangement of the cylinders, they only work in compression to straighten the front axle 5 but, it is also possible, without departing from the scope of the present invention. to provide the chassis 1 with two jacks working in tension or one in tension, the other in compression, depending on the arrangement of the cylinders on the front axles 5 and / or rear 6, or even to provide the carriage that a cylinder working in traction and compression. Similarly, the cylinder or cylinders may be pneumatic cylinders, hydraulic or oleopneumatic.
En référence aux figures 1 à 4, l'extrémité libre des tiges de vérin 12 est solidaire d'une baguette de butée 14 qui s'étend sensiblement perpendiculairement au plan du châssis 1 et qui dépasse sous la traverse longitudinale 2. La baguette de butée 14 coulisse dans la lumière longitudinale de la réglette 13 qui est fixée sur la traverse longitudinale 2. Des moyens formant butée comportent deux barrettes 15, articulées l'une par rapport à l'autre, dans le plan du châssis 1, au niveau d'un pivot 16, disposé à l'une de leurs extrémités de manière à former une butée, ici en forme de V. Ces moyens formant butée permettent à la baguette de butée 14, soit de coulisser librement dans la lumière longitudinale de la réglette 13, soit de prendre appui sur l'extrémité libre de barrettes 15, afin que les vérins exercent une force déterminées sur les roues avant 3 pour les empêcher de tourner. Chacune des barrettes 15 est ainsi également montée sous une traverse longitudinale 2 et articulée en rotation autour d'un axe perpendiculaire au plan du châssis 1, au niveau d'un pivot 18, de manière à ce que l'extrémité libre de chacune des barrettes 15 dépasse sous la réglette 13 afin que la baguette de butée 14 puisse venir prendre appui contre la barrette 15, lorsque le timon 8 est dans sa position de traction, comme il le sera plus amplement expliqué ultérieurement. Le pivot 16 est relié au timon 8 par un élément de liaison 17 de manière à ce que dans la position de traction du timon 8, le V formé par les deux barrettes 15 a sa pointe orientée vers les roues arrières 4, les extrémités libres des barrettes 15 venant arrêter et caler la baguette de butée 14 de chacun des vérins. En revanche, dans la position de manoeuvre représentée sur la figure 2, l'élément de liaison 17 tire sur le pivot 16 de sorte que le V formé par les barrettes 15 a sa pointe orientée vers les roues avant 3 et les extrémités libres des barrettes 15 sont disposées à l'arrière des réglettes 13 et ne servent donc plus d'appui aux baguettes de butée 14.With reference to FIGS. 1 to 4, the free end of the cylinder rods 12 is integral with an abutment rod 14 which extends substantially perpendicularly to the plane of the chassis 1 and which projects under the longitudinal cross-member 2. The stop rod 14 slides in the longitudinal slot of the strip 13 which is fixed on the longitudinal cross member 2. Stop means comprise two bars 15, articulated with respect to each other, in the plane of the frame 1, at the level of a pivot 16, disposed to one of their ends to form an abutment, here V-shaped. These abutment means allow the stop rod 14, either to slide freely in the longitudinal slot of the strip 13, or to bear on the free end of bars 15, so that the cylinders exert a determined force on the front wheels 3 to prevent them from turning. Each of the bars 15 is thus also mounted under a longitudinal cross member 2 and articulated in rotation about an axis perpendicular to the plane of the frame 1, at a pivot 18, so that the free end of each of the bars 15 protrudes below the ruler 13 so that the stopper rod 14 can bear against the bar 15, when the drawbar 8 is in its traction position, as will be explained in more detail later. The pivot 16 is connected to the drawbar 8 by a connecting element 17 so that in the draw position of the drawbar 8, the V formed by the two bars 15 has its tip oriented towards the rear wheels 4, the free ends of the bars 15 coming to stop and wedging the stopper rod 14 of each of the cylinders. In contrast, in the operating position shown in Figure 2, the connecting element 17 pulls on the pivot 16 so that the V formed by the bars 15 has its tip facing the front wheels 3 and the free ends of the bars 15 are arranged at the rear of the strips 13 and therefore no longer serve to support the stop rods 14.
En référence aux figures 3 et 4, les réglettes 13 comportent chacune une lumière qui est disposée longitudinalement sur le châssis 1. Les baguettes de butée 14 peuvent coulisser chacune dans une des lumières précitées, de manière à allonger la course du piston, c'est-à-dire que, dans le cas présent, les baguettes de butée 14 peuvent se déplacer vers les roues arrière 4 du chariot. Dans la position de traction du timon 8, les baguettes de butée 14 sont disposées, sensiblement au milieu des lumières et l'extrémité libre des barrettes 15 vient, sous la traverse longitudinale 2, contre la portion des baguettes de butée 14 qui dépasse sous les traverses longitudinales 2, et les empêche de bouger, limitant ainsi la course du piston à la longueur 1 représentée sur la figure 1. Les baguettes de butée 14 prenant appui contre l'extrémité de la barrette 15, les vérins peuvent contrecarrer la force exercée par les roues ou essieux en rotation. Dans la configuration représentée sur la figure 4, qui correspond à la position de manœuvre du timon 8, les baguettes de butée 14 sont disposées dans le fond des lumières, vers les roues arrières 4 et les extrémités libres des barrettes 15 sont disposées vers l'arrière du chariot, au-delà des réglettes 13. La course du piston des vérins, représentée par la longueur L, visible sur la figure 2, est ainsi allongée ce qui réduit la force exercée par chacun des vérins sur une roue avant 3 et permet, à un opérateur, de manoeuvrer manuellement le chariot. En effet, les vérins ne prennent plus appui sur les barrettes 15 mais dans le fond des lumières des réglettes 13, ils exercent ainsi une force moindre ou quasiment nulle sur les roues avant 3, lorsque ces dernières tournent. Le fonctionnement du chariot de l'invention est le suivant. Lorsque le timon 8 est en position de traction (voir figure 1 et 3), il est possible de former des trains de chariots selon l'invention, en attachant l'extrémité libre du timon 8 à l'organe d'attache 20, disposé à l'arrière du châssis 1 d'un autre chariot selon l'invention ou similaire. Dans cette position, le V formé par les barrettes 15 a la pointe orientée vers les roues arrières 4 et les extrémités des barrettes 15 viennent caler les baguettes de butées 14 dans les lumières des réglettes 13. Les pistons des vérins ont donc une course de longueur 1 déterminée, comme représentée sur la figure 1 et les vérins exercent une force déterminée sur les roues avant, dont l'intensité est suffisante pour contrecarrer leur rotation lors du déplacement du train de chariots. Lorsque le chariot de l'invention est séparé des autres chariots et doit être manœuvré à la main, l'opérateur manœuvre le timon 8 de manière à le relever et à le faire passer dans sa position de manœuvre. Le passage du timon 8 de la position de traction à la position de manœuvre, représentée sur les figures 2 et 4, entraîne la déformation du V formé par les barrettes 15 qui est relié au timon 8 par l'élément de liaison 17. La pointe du V est inversée et les extrémités des barrettes 15 se déplacent vers les roues arrière 4, à l'arrière des réglettes 13. L'extrémité libre de la tige de vérin 12 - et la baguette de butée 14 -est donc libre de coulisser dans la lumière de la réglette 13, vers les roues arrière 4. La course du piston du vérin est ainsi allongée et la force exercée par le vérin sur la roue avant 3 est ainsi diminuée (celui-ci n'a plus de point d'appui ou alors un point d'appui éloigné qui correspond au fond de la lumière, orienté vers les roues arrière 4) ce qui permet à l'opérateur de diriger facilement le chariot, sans efforts.Referring to Figures 3 and 4, the strips 13 each comprise a light which is arranged longitudinally on the frame 1. The stop rods 14 can each slide in one of the aforementioned lights, so as to lengthen the stroke of the piston is that is, in this case, the abutment rods 14 can move towards the rear wheels 4 of the carriage. In the draw position of the drawbar 8, the abutment rods 14 are arranged substantially in the middle of the slots and the free end of the bars 15 comes, under the longitudinal cross member 2, against the portion of the abutment rods 14 which protrudes under them. longitudinal struts 2, and prevents them from moving, thus limiting the stroke of the piston to the length 1 shown in FIG. 1. The stop rods 14 bearing against the end of the bar 15, the jacks can counteract the force exerted by the wheels or axles in rotation. In the configuration shown in Figure 4, which corresponds to the maneuvering position of the drawbar 8, the stop rods 14 are arranged in the bottom of the lights, to the rear wheels 4 and the free ends of the bars 15 are arranged towards the rear of the carriage, beyond the strips 13. The stroke of the piston cylinders, represented by the length L, visible in Figure 2, is thus elongated which reduces the force exerted by each of the cylinders on a front wheel 3 and allows an operator to manually operate the carriage. Indeed, the cylinders are no longer supported on the bars 15 but in the bottom of the lights of the strips 13, they exert and a force less or virtually zero on the front wheels 3, when the latter turn. The operation of the carriage of the invention is as follows. When the drawbar 8 is in the traction position (see FIGS. 1 and 3), it is possible to form carriages trains according to the invention, by attaching the free end of the drawbar 8 to the fastening member 20, arranged at the rear of the frame 1 of another carriage according to the invention or the like. In this position, the V formed by the bars 15 has the tip oriented towards the rear wheels 4 and the ends of the bars 15 wedge the stop rods 14 in the slots of the strips 13. The pistons of the cylinders therefore have a stroke length 1 determined, as shown in Figure 1 and the cylinders exert a determined force on the front wheels, whose intensity is sufficient to counteract their rotation during the movement of the carriage train. When the trolley of the invention is separated from the other trolleys and must be maneuvered by hand, the operator maneuver the drawbar 8 so as to raise it and to move it to its maneuvering position. The passage of the drawbar 8 from the traction position to the maneuvering position, represented in FIGS. 2 and 4, causes the deformation of the V formed by the bars 15 which is connected to the drawbar 8 by the connecting element 17. The tip V is reversed and the ends of the bars 15 move towards the rear wheels 4, at the rear of the strips 13. The free end of the cylinder rod 12 - and the stop rod 14 -is free to slide in the light of the slider 13, towards the rear wheels 4. The stroke of the piston of the cylinder is thus elongated and the force exerted by the cylinder on the front wheel 3 is thus reduced (it no longer has a fulcrum or a distant point of support that corresponds to the bottom of the light, facing the rear wheels 4) which allows the operator to easily manage the carriage without effort.
Lorsqu'il est nécessaire de former des trains de chariots, le timon 8 est déplacé dans sa position de traction, comme représentée sur la figure 1. Les barrettes 15 sont déplacées par l'élément de liaison 17 et entraînent les baguettes de butée 14 vers les roues avant 3. Lorsque le timon 8 est dans sa position de traction, les baguettes de butée 14 sont bloquées, sensiblement au milieu de la lumière de chaque réglette 13 (voir figure 4) par les barrettes 15. La course des pistons étant réduite, les vérins exercent une plus grande force sur les roues avant 3 ce qui permet d'éviter les oscillations des roues avant et arrières (les deux paires de roues étant reliées) et de former des trains de chariots qui sont stables, même dans les virages ou à vitesse de déplacement élevée. When it is necessary to form carriages trains, the drawbar 8 is moved in its traction position, as shown in Figure 1. The bars 15 are moved by the connecting element 17 and drive the stop rods 14 to the front wheels 3. When the drawbar 8 is in its traction position, the stop rods 14 are locked, substantially in the middle of the light of each strip 13 (see FIG. 4) by the bars 15. The stroke of the pistons being reduced , the cylinders exert a greater force on the front wheels 3 which avoids the oscillations of the wheels front and rear (the two pairs of wheels being connected) and train trains trolleys that are stable, even when cornering or at high speed of movement.

Claims

REVENDICATIONS
1. Chariot comportant un châssis (1) équipé d'une paire de roue avant (3) et d'une paire de roues arrière (4), les deux roues de chacune desdites paires ( 3 ; 4) étant reliées et les deux paires de roues (3 ; 4) étant reliées entre elles, les roues avant (3) et/ou arrière (4) étant reliées à un organe d'attache et de direction (8) qui permet, lorsqu'il coopère avec les moyens d'attache (20) d'un chariot similaire, de relier les deux chariots et de les déplacer ensemble, ledit chariot comportant des moyens de limitation de la rotation des roues, du type comportant au moins un vérin stabilisateur comprenant un cylindre (11) dans lequel coulisse un piston portant une tige de vérin (12), ledit vérin reliant une desdites roues (3 ; 4) audit châssis (1) et exerçant, sur ladite roue (3 ; 4), une force qui la ramène dans une direction sensiblement parallèle à la longueur dudit châssis (1), caractérisé en ce que ledit organe d'attache et de direction (8) est mobile entre une position de traction, allongée, sensiblement parallèle à la longueur dudit châssis (1) et une position de manœuvre, relevée, sensiblement perpendiculaire audit châssis (1), en ce qu'une extrémité dudit vérin est montée mobile en translation longitudinale sur ledit châssis (1) et en ce que lesdits moyens de limitation de la rotation des roues comportent des moyens formant butée (15), mobiles entre une première position, dans laquelle ils servent d'appui à ladite extrémité mobile dudit vérin pour que ledit vérin exerce une force d'intensité déterminée sur ladite roue (3 ; 4), et une seconde position dans laquelle l'intensité de la force exercée par ledit vérin sur ladite roue (3 ; 4) est moindre, moyennant quoi ledit organe d'attache et de direction (8) peut être manœuvré manuellement pour diriger lesdites roues (3 ; 4).A truck comprising a chassis (1) equipped with a pair of front wheels (3) and a pair of rear wheels (4), the two wheels of each of said pairs (3; 4) being connected and the two pairs of wheels (3; 4) being connected to one another, the front (3) and / or rear (4) wheels being connected to a fastening and steering member (8) which, when it co-operates with the driving means, fastener (20) of a similar carriage, to connect the two carriages and to move them together, said carriage having means for limiting the rotation of the wheels, of the type comprising at least one stabilizing jack comprising a cylinder (11) in which slides a piston carrying a jack rod (12), said jack connecting one of said wheels (3; 4) to said frame (1) and exerting on said wheel (3; 4) a force which brings it back in a direction substantially parallel to the length of said frame (1), characterized in that said fastening and steering member (8) is movable between e an elongated traction position, substantially parallel to the length of said frame (1) and a maneuvering position, raised, substantially perpendicular to said frame (1), in that an end of said jack is movably mounted in longitudinal translation on said chassis (1) and in that said means for limiting the rotation of the wheels comprise stop means (15) movable between a first position, in which they serve to support said movable end of said jack so that said jack exerts a force of determined intensity on said wheel (3; 4), and a second position in which the intensity of the force exerted by said jack on said wheel (3; 4) is less, whereby said fastener and steering member (8) can be maneuvered manually to direct said wheels (3; 4).
2. Chariot selon la revendication 1, caractérisé en ce que ledit organe d'attache et de direction (8) permet, lors de son passage de ladite position de traction à ladite position de manœuvre, de déplacer lesdits moyens formant butée (15) de leur première position à leur seconde position.2. Trolley according to claim 1, characterized in that said fastener and steering member (8) allows, during its passage from said traction position to said operating position, to move said abutment means (15) of their first position to their second position.
3. Chariot selon la revendication 1 ou 2, caractérisé en ce que ledit vérin est monté mobile sur ledit châssis (1) au moyen d'une réglette (13), fixée sur ledit châssis (1), et comportant une lumière longitudinale, parallèle à la longueur dudit châssis (1) dans laquelle coulisse ladite extrémité mobile dudit vérin.3. Trolley according to claim 1 or 2, characterized in that said jack is movably mounted on said frame (1) by means of a strip (13), fixed on said frame (1), and having a longitudinal lumen, parallel the length of said frame (1) in which slides said movable end of said cylinder.
4. Chariot selon l'une des revendications 2 et 3, caractérisé en ce que lesdits moyens formant butée (15) comportent des moyens d'articulation (16, 18, 17) qui se déforment lors du passage dudit organe d'attache et de direction (8) de ladite position de traction à ladite position de manœuvre, pour déplacer lesdits moyens formant butée (15).4. Trolley according to one of claims 2 and 3, characterized in that said abutment means (15) comprise hinge means (16, 18, 17) which is deform during the passage of said fastening member and direction (8) of said traction position to said operating position, to move said abutment means (15).
5. Chariot selon la revendication 4, caractérisé en ce que lesdits moyens formant butée comportent au moins une barrette (15), montée articulée en rotation sur ledit châssis (1) autour d'un axe (18), sensiblement perpendiculaire au plan dudit châssis, dont une première extrémité peut venir bloquer longitudinalement ladite extrémité mobile dudit vérin sur ledit châssis (1) et dont une seconde extrémité est reliée audit organe d'attache et de direction (8).5. Trolley according to claim 4, characterized in that said abutment means comprise at least one bar (15) rotatably mounted on said frame (1) about an axis (18), substantially perpendicular to the plane of said frame , a first end of which can come to lock longitudinally said movable end of said cylinder on said frame (1) and a second end of which is connected to said fastener and steering member (8).
6. Chariot selon l'une quelconque des revendications 3 à 5, caractérisé en ce que ladite extrémité mobile dudit vérin comporte une baguette de butée (14), sensiblement perpendiculaire audit châssis (1) et qui coulisse dans ladite lumière longitudinale de ladite réglette (13) de manière à pouvoir venir en appui contre lesdits moyens formant butée (15) lorsque ceux-ci sont dans leur première position.6. Trolley according to any one of claims 3 to 5, characterized in that said movable end of said cylinder comprises a stop strip (14), substantially perpendicular to said frame (1) and which slides in said longitudinal slot of said strip ( 13) so as to bear against said abutment means (15) when they are in their first position.
7. Chariot selon l'une quelconque des revendications 1 à 6, caractérisé en ce qu'il comporte deux vérins reliés chacun à une roue avant ou arrière (3 ; 4) et qui sont disposés de manière à travailler en compression.7. Trolley according to any one of claims 1 to 6, characterized in that it comprises two cylinders each connected to a front wheel or rear (3; 4) and which are arranged to work in compression.
8. Chariot selon la revendication 7, caractérisé en ce que lesdits vérins sont du type pneumatique.8. Trolley according to claim 7, characterized in that said cylinders are of the pneumatic type.
9. Chariot selon l'une quelconque des revendications 1 à 8, caractérisé en ce que ledit châssis (1) comporte au moins une traverse longitudinale (2) sur laquelle est montée, mobile en translation longitudinale, une extrémité dudit vérin. 9. Trolley according to any one of claims 1 to 8, characterized in that said frame (1) comprises at least one longitudinal cross member (2) on which is mounted, movable in longitudinal translation, an end of said cylinder.
PCT/FR2007/051509 2006-06-29 2007-06-25 Trolley comprising means for limiting the turning of the wheels WO2008000999A2 (en)

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FR0605834 2006-06-29
FR0605834A FR2903068B1 (en) 2006-06-29 2006-06-29 TROLLEY COMPRISING MEANS FOR LIMITING THE ROTATION OF WHEELS

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US11221262B2 (en) 2018-02-27 2022-01-11 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
US11135882B2 (en) 2018-02-27 2021-10-05 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing
DE18907724T1 (en) 2018-02-27 2021-03-25 Methode Electronics, Inc. Towing systems and methods using magnetic field measurement
US11084342B2 (en) 2018-02-27 2021-08-10 Methode Electronics, Inc. Towing systems and methods using magnetic field sensing

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FR2876974A1 (en) * 2004-10-22 2006-04-28 Brochard Constructeur Sarl Farm trailer, has blocking unit to allow free pivoting of wheels of axle system when trailer is moved forwards, along non-rectilinear trajectory and at speed lower than preset speed

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FR2876974A1 (en) * 2004-10-22 2006-04-28 Brochard Constructeur Sarl Farm trailer, has blocking unit to allow free pivoting of wheels of axle system when trailer is moved forwards, along non-rectilinear trajectory and at speed lower than preset speed

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