WO2009095019A1 - Roues commutables pour porte-charge roulant - Google Patents

Roues commutables pour porte-charge roulant Download PDF

Info

Publication number
WO2009095019A1
WO2009095019A1 PCT/DK2009/000021 DK2009000021W WO2009095019A1 WO 2009095019 A1 WO2009095019 A1 WO 2009095019A1 DK 2009000021 W DK2009000021 W DK 2009000021W WO 2009095019 A1 WO2009095019 A1 WO 2009095019A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
load carrier
wheels
pivotable
frame
Prior art date
Application number
PCT/DK2009/000021
Other languages
English (en)
Inventor
Erling Mogensen
Berno Holmgaard
Flemming Henrik Petersen
Original Assignee
Container Centralen 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 Container Centralen A/S filed Critical Container Centralen A/S
Publication of WO2009095019A1 publication Critical patent/WO2009095019A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B3/00—Hand carts having more than one axis carrying transport wheels; Steering devices therefor; Equipment therefor
    • B62B3/02—Hand carts having more than one axis carrying transport wheels; Steering devices therefor; Equipment therefor involving parts being adjustable, collapsible, attachable, detachable or convertible
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2301/00—Wheel arrangements; Steering; Stability; Wheel suspension
    • B62B2301/10—Adjusting the position of the wheel axles to increase stability

Definitions

  • the present invention relates to a load carrier comprising a frame with side edges, a set of wheels comprising at least one pivotable wheel which may turn about a pivot axis, whereby the load carrier may turn, which pivotable wheel which is mounted to the frame in a wheel slideway that allows movement of the wheel essentially in parallel with the face plane of the frame between a first and a second position.
  • packagings follow a modular system which is provided via agreements between the trade and industry and which is affirmed in standards for the sizes of the packaging.
  • Standards cover the modular unit 600 by 400 mm (which is the principal module) and divisions and multiples thereof.
  • Trucks that move said pallets or load carriers have internal dimensions that slightly exceed those of a number of load carriers in the transverse direction and another number of load carriers longitudinally of the vehicle.
  • an international standard is provided that concerns ia the external dimensions of such lift-trucks (pallet forks) or trucks.
  • the external dimensions of the lift-truck may maximally be 600 mm minus some handling space, say 5 mm, ie 595 mm.
  • the same lift-truck must also be able to handle a load carrier. But typically there is a shorter distance than 600 mm between the two sets of wheels. Therefore, at present, it is not possible to cause a lift-truck (pallet fork) or truck to handle such load carriers due to the lacking distance between the two sets of wheels.
  • the load carrier typically, at the one end of the load carrier there are two so-called fixed wheels and, at the other end, two pivotable wheels.
  • four pivotable wheels may also be provided.
  • Another way of providing the 600-mm distance is by reducing the size of the wheels.
  • a problem occurs in the context of starting up and running with wheels of such reduced dimensions since forces for starting and keeping up the speed may become unacceptably large, and they are ergonomically unsafe, the operator's body being easily overburdened during a workday. If the wheels are too small, the operator may not be able to provide the strength at all which, in combination with the back musculature, is to result in movement of the load carrier.
  • a third way of providing the 600 mm is to prolong the one side of the load carrier so much that the wheels do not project outside the outer delimitations of the load carrier.
  • that geometrical increase in length entails that the utilisation of the internal volume of the truck is highly reduced which, in turn, makes it necessary to have more drives (number of trucks) and hence entails a wasteful increase in the consumption of fuel.
  • that solution would presuppose deviation from the current standards which is undesirable.
  • first and the second position being defined by stops to the effect that the movement of the pivotable wheel is delimited to movement between the first and the second position.
  • the pivotable wheel being hereby movable between the two positions, it is possible to provide the requisite space for enabling standard widths on pallet forks and other lifting equipment to travel between typically two sets of wheels.
  • the load carrier is characterised in that frame, pivotable wheel and wheel slideway are adapted to each other in such a manner that the pivotable wheel or parts thereof may be exposed outside the side edges of the frame when the wheel occupies the second position; and that such exposed parts can be pivoted to a position below the load carrier by pivoting of the pivotable wheel.
  • the load carrier is characterised in that a wheel slideway is configured in parallel with a side edge on the frame. Since load carriers must be able to sit closely and be in contact with each other so as to prevent, during transport of the load carriers (eg by train or truck), that a mutual movement occurs between the load carriers, it is essential that the forces that are applied to the wheels in a direction at right angles to the side edges of the frame will have a tendency to shift the wheels.
  • the shiftable wheel comprises a mounting plate and a top plate, and, additionally, the mounting plate comprises a slideway in which the top plate can be shifted longitudinally of that slideway. That embodiment is advantageous since it provides easy and effortless shifting of the shiftable wheels.
  • said top plate comprises a bent portion approximately at right angles to the shifting direction of the top plate in the slideway of the mounting plate, and thus said bent portion serves as a stop device for that shifting.
  • the bent portion is able to stop the outwards movement of the top plate and, on the other, that, in the shifted position of the shiftable wheel, such bent portion provides a distribution of forces that protects said slideway.
  • Figure 1 is a perspective view of a load carrier as it is known today;
  • Figure 2 shows a load carrier with shiftable wheels, seen in a side view;
  • Figure 3 is a perspective view of a shiftable wheel
  • Figure 4 shows a shiftable wheel, seen from the side, in the shiftable direction
  • Figure 5a shows two load carriers, seen from the bottom, where the shiftable wheels are shifted
  • Figure 5b shows two load carriers, seen from the bottom, where the shiftable wheels on the one load carrier has been pushed back to a starting position by the two load carriers being brought together;
  • Figure 6 shows a load carrier, seen from the bottom, where the two shiftable wheels are connected by a transverse connection.
  • FIG 1 is a perspective view of a load carrier 100 as it is known today.
  • the known load carrier 100 comprises two sets of wheels 101 and 103 that are fixed and pivotable, respectively.
  • the fixed wheels 101 are, as opposed to the pivotable wheels 103, not rotatable about a vertical axis.
  • FIG. 2 shows a load carrier 200 with shiftable wheels 212, seen from the side.
  • the load carrier 200 comprises a frame 202, two fixed wheels 204 and two shiftable wheels 212.
  • the fixed wheels 204 comprise a wheel 206 and a fork 208, wherein the wheel 206 is mounted with a retaining means 210, such as a bolt, rivet, screw, or the like.
  • the retaining means 210 also constitutes the axis about which the wheel 206 rotates.
  • the fixed wheels are constructed such that they are not pivotable about a vertical axis.
  • the shiftable wheels 212 comprise a fitting (not shown), a wheel 214 and a fork 218, wherein the wheel 214 is mounted with a retaining means 216, such as a bolt, rivet, screw, or the like.
  • the retaining means 216 also constitutes the axis about which the wheel 214 rotates.
  • the fork 218 is pivotal about an axis (not shown) at right angles to the axis of rotation of the wheel 214 and is, at the same time, shifted relative to that axis.
  • the fitting (not shown) enables a horizontal shifting of the fork 218 of the wheel 218, whereby the distance between the fixed wheels 204 and the shiftable wheels 212 can be increased. Such shifting of the shiftable wheel 212 is indicated by dotted lines 220.
  • the wheels 204, 212 are tangent to the vertical edges on the load carrier 200; on the one hand to avoid damage to the wheels 204, 212, on the other to provide the largest possible distance to the wheels at the other end. From that position it is inconvenient to allow the fixed wheels 204 to move outwards since the forks of the wheels are hereby moved outwards, too. Hereby the fixed wheels 204 are vulnerable to being hit at angles transversely to the direction of rolling.
  • the shiftable wheels 212 may be of a type where the (vertical) axis about which the wheel 212 turns is perpendicular to the axis of rotation of the wheel 214; and wherein those two axes are also shifted relative to each other.
  • the forks 218 of the wheels have a sloping inclination to the effect that, albeit the wheel 214 moves outwards, it is preferred that no equipment parts other than the wheel itself 214 protrudes beyond the expanse of the load carrier 200. If the wheel 214 is hit after having been moved outwards, the wheels 214 will merely turn to a position below the load carrier and thus not be damaged.
  • FIG 3 is a perspective view of a shiftable wheel 212 of the type described in the context of figure 2.
  • the fitting (no numeral designated) comprises a mounting plate 322 and a top plate 324.
  • the mounting plate 322 comprises a slideway (see figure 4, 423) in which the top plate 324 can be shifted.
  • the fork 218 is secured to the top plate 324 in such a way that the fork 218 and hence the wheel 214 is able to rotate about an axis at right angles to the plane of the top plate 324.
  • the top plate 324 comprises a bent portion 326 that serves two purposes. On the one hand, the bent portion 326 is to stop the outwards movement of the top plate 324 by the bent portion 326 entering into engagement with the edge of the mounting plate 322.
  • the bent portion is to counteract capsizing of the wheel when, during load, a moment of a force is applied onto the fork 218 due to the shifting between the vertical axis of rotation of the fork 218 and the horizontal axis of rotation of the wheel 214.
  • the mounting plate 322 comprises a number of holes 328 through which the shiftable wheel may, via retaining means (not shown), be secured to the frame (202, see figure 1) on the load carrier (200, see figure 1).
  • Figure 4 shows a shiftable wheel 212, seen from the side, in the shiftable direction.
  • the slideway 423 which is was described in the context of figure 3, is shown which is comprised by the mounting plate 322.
  • the shown slideway 423 may be one from among several solutions, and thus it is also an option that it is provided as a slide guide and slideways with and/or without ball or roller bearings (needle bearings).
  • Figure 5a shows two load carriers 530 and 532, seen from the bottom, wherein the shiftable wheels 212 are shifted on a load carrier 530.
  • the shiftable wheels 212 on the load carriers are all of the type which is described in figures 2, 3, and 4.
  • the fixed wheels 204 are arranged more distally than the fixed wheels 204 on the load carrier 532.
  • Figure 5b shows two load carriers 530 and 532, seen from the bottom, where the shiftable wheels 212 on load carrier 530 have been pushed back into a starting position by the load carriers 532 and 530 being caused to be in contact with each other. This is enabled by the fixed wheels 204 on load carrier 532 being aligned with the shiftable wheels. Thus, the fixed wheels 204 are used on load carrier 532 to push the shiftable wheels on the load carrier 530 back to the starting position.
  • FIG. 6 shows a load carrier, seen from the bottom, where the two shiftable wheels 212 are connected to a transverse connection (no numeral designated).
  • the load carrier 534 comprises two fixed wheels 204 and a pin 536.
  • the transverse connection comprises a transverse bar 538, two connecting bars 540, and a coupling device 542 such as a bushing, tubular or the like.
  • the transverse connection enables a simultaneous shifting of the two shiftable wheels 212 and, in the present figure, it is shown in a shifted position.
  • the two shiftable wheels 212 being shifted outwards, the transverse connection is also shifted outwards; however, without it projecting outside the load carrier 534.
  • the transverse connection enables effortless return of the wheels following emptying of the load carrier, quite simply by that part being influenced manually, eg by one's foot. It is also an option in an automated system to be able to influence the transverse connection mechanically to the effect that the shiftable wheels 212 are shifted backwards. Typically, a signal colour would be applied onto such parts.
  • the shiftable wheels 212 may, by means of the transverse connection, be shifted back and forth irrespective of the load carrier 534 being loaded or not. Obviously, this is easier in case of smaller loads.
  • the coupling means 542 enables a coupling to a pin hook or the like 536 on another load carrier to the effect that two or more load carriers 534 can be coupled to each other. Hereby automated movement of such interconnected load carriers is enabled.
  • the load carrier 534 does not comprise a transverse connection between the shiftable wheels 212; rather each individual wheel 212 comprises a part which, in a manner similar to the above, emerges simultaneously with the wheel being shifted outwards.
  • the part does not project beyond the expanse of the load carrier.
  • the part may be influenced for returning the wheel to the starting position.
  • it is convenient to configure it to comprise a coupling device, such as a pipe, bushing or the like.
  • a coupling device such as a pipe, bushing or the like.
  • load carriers may, when the shiftable wheels have been taken back to their starting position, be stacked on top of each other in complementary indentations ensuring that mutual, lateral displacement of the individual load carriers in the stack is obviated. At the same time the shiftable wheels are prevented from shifting outwards.
  • the load carrier is configured with means that cause the shiftable wheel to revert to its starting point.
  • Such means may be eg a spring that pushes or pulls the wheel to the effect that the wheel "attempts" to occupy a position at one of the stops.
  • Those means can also be constituted by an inclined chute which uses gravity to influence the wheel by a force in a direction towards one of the end stops.
  • those means spring or inclined chute
  • those means cause the wheel to preferably be, in normal use (rolling/wheeling the load carrier, at the end stop towards which it is influenced by the force exerted by such means.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)

Abstract

La présente invention concerne un porte-charge doté de roues commutables. Une commutation de la ou des roues commutables à l'une des extrémités d'un porte-charge permet d'augmenter la distance par rapport aux roues situées à l'autre extrémité du porte-charge. L'augmentation de la distance entre les roues à chacune des extrémités permet l'accès à un chariot élévateur ou similaire.
PCT/DK2009/000021 2008-01-28 2009-01-27 Roues commutables pour porte-charge roulant WO2009095019A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DK200800108A DK200800108A (da) 2008-01-28 2008-01-28 Rullende lastbærer med forskydbare hjul
DKPA200800108 2008-01-28

Publications (1)

Publication Number Publication Date
WO2009095019A1 true WO2009095019A1 (fr) 2009-08-06

Family

ID=40651416

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DK2009/000021 WO2009095019A1 (fr) 2008-01-28 2009-01-27 Roues commutables pour porte-charge roulant

Country Status (2)

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DK (1) DK200800108A (fr)
WO (1) WO2009095019A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110155750B (zh) * 2019-07-03 2023-12-01 无锡宏盛智能装载技术有限公司 有托盘货物自动装卸车机

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004249749A (ja) * 2003-02-18 2004-09-09 Hiroe Tsunoda 作業用運搬車
JP2006076330A (ja) * 2004-09-07 2006-03-23 Kanto Auto Works Ltd 搬送台車
US20060066065A1 (en) * 2004-09-29 2006-03-30 Delaware Capital Formation, Inc. Removable caster system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004249749A (ja) * 2003-02-18 2004-09-09 Hiroe Tsunoda 作業用運搬車
JP2006076330A (ja) * 2004-09-07 2006-03-23 Kanto Auto Works Ltd 搬送台車
US20060066065A1 (en) * 2004-09-29 2006-03-30 Delaware Capital Formation, Inc. Removable caster system

Also Published As

Publication number Publication date
DK200800108A (da) 2009-07-29

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