WO2010077185A1 - Procédé pour actionner un agencement de grue, agencement de grue et véhicule comprenant un agencement de grue - Google Patents

Procédé pour actionner un agencement de grue, agencement de grue et véhicule comprenant un agencement de grue Download PDF

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Publication number
WO2010077185A1
WO2010077185A1 PCT/SE2008/000747 SE2008000747W WO2010077185A1 WO 2010077185 A1 WO2010077185 A1 WO 2010077185A1 SE 2008000747 W SE2008000747 W SE 2008000747W WO 2010077185 A1 WO2010077185 A1 WO 2010077185A1
Authority
WO
WIPO (PCT)
Prior art keywords
crane
stabilizer unit
vehicle
unit
load force
Prior art date
Application number
PCT/SE2008/000747
Other languages
English (en)
Inventor
Jens Gustafsson
Mattias Berglund
Hayder Wokil
Original Assignee
Volvo Lastvagnar Ab
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 Volvo Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to PCT/SE2008/000747 priority Critical patent/WO2010077185A1/fr
Publication of WO2010077185A1 publication Critical patent/WO2010077185A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C23/00—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes
    • B66C23/62—Constructional features or details
    • B66C23/72—Counterweights or supports for balancing lifting couples
    • B66C23/78—Supports, e.g. outriggers, for mobile cranes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/005—Suspension locking arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
    • B60P1/54—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading using cranes for self-loading or self-unloading
    • B60P1/5404—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading using cranes for self-loading or self-unloading with a fixed base
    • B60P1/5423—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading using cranes for self-loading or self-unloading with a fixed base attached to the loading platform or similar
    • B60P1/5433—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading using cranes for self-loading or self-unloading with a fixed base attached to the loading platform or similar and having the first pivot on a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/06—Cranes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle

Definitions

  • the invention relates to a method for operating a crane arrangement, a crane arrangement and a vehicle comprising a crane arrangement according to the preambles of the independent claims.
  • the middle supporting unit below the crane When the crane is being activated, the middle supporting unit below the crane will be L lowered , to the ground. In case the crane is working above the cabjjie operator lowers the front supporting leg unit to the ground. When the front leg unit reaches the pressure limit the crane stops prolonging the crane outreach or stops increasing weight of the payload handled by the crane.
  • the force acting on the front stabilisers and the middle supporting unit is controlled by the hydraulic pressure in the crane. When the pressure reaches its upper limit the crane stops functioning.
  • the pressure limit is a value specified by the crane manufacturer.
  • the lifting capacity with crane on the truck is specified by the truck manufacturer and the crane manufacturer in conjunction. Limiting the crane outreach decreases the agility to the vehicle in usually narrow building sites. Limiting the payload limits the usage of the vehicle as loading or off-lading of payload takes longer time.
  • a method for operating a crane arrangement for a vehicle, particularly a truck, wherein a crane is arranged close to a backside of a cab, a so called cab mounted crane, which in a working mode is stabilized by a first crane stabilizer unit coupled to a frame of the vehicle and a second crane stabilizer unit in front of the cab.
  • a load force caused by payload handled by the crane is selectively distributed between the second crane stabilizer unit and front wheels arranged on at least one front axle by increasing the load force on the front wheels with respect to the second crane stabilizer unit.
  • the load force caused by payload handled by the crane in the working mode can be generated by a payload lifted and/or hauled by the crane resulting in a lever arm acting on the mounting parts of the crane to the frame.
  • the vehicle frame in the area where the crane is attached to the vehicle frame is one of the weakest points of the frame.
  • the vehicle frame has to be reinforced in this area which restricts the installation space in this region.
  • this region is particularly densely packed with aggregates and components.
  • the invention allows to optimize the load force distribution for the complete vehicle between the axles in a way to allow adding more pressure on the front mounted second crane stabilizer unit without the need of reinforcing the chassis frame underneath the cab.
  • the invention allows an improvement of the load handled by the crane.
  • the invention allows to increase the payload lifted by a crane mounted behind the back of the cab which is working above the cab and/or the crane's outreach. At a given outreach of the crane the payload can be increased and/or the outreach of the crane for a given payload can be increased. It is possible to have a smaller crane fitted to the truck and to still maintain the same outreach if the truck runs for load sensitive applications or to increase crane outreach and/or lifting capacity. This is favourable in space constricted working sites where a large outreach of the crane is desired.
  • the crane can operate in front of the vehicle as well as sideways beside the vehicle.
  • a load force caused the crane in the working mode is distributed between the first crane stabilizer unit, the second crane stabilizer unit and the front wheels so that a load force ratio equal to the load force on the second crane stabilizer unit divided by the load force on the front wheels is varied depending on a load force on the second crane stabilizer unit.
  • the load ratio can be decreased in favour of the second crane stabilizer unit, i.e. the load force on at least the second crane stabilizer unit can be decreased.
  • the load distribution for a complete vehicle between the axles can bejDptimized in_a way to allow adding more pressure on the front mounted crane stabilizer unit without the need of additionally reinforcing the chassis frame underneath the cab.
  • the pressure in the air bellows can be changed automatically all the time through receiving payload and position data from the crane in purpose to increase the payload lifting capacity and /or increase the outreach for the crane.
  • the load ratio can be varied, particularly decreased, by lifting the second crane stabilizer unit. Consequently, the load force on the front wheels can be increased.
  • the load ratio can be varied, particularly decreased, by increasing a load force or force acting on the front wheels, thus advantageously reducing the load force on the second crane stabilizer unit.
  • a non-driven rear axle can be lifted, thus advantageously making use of the vehicle as a counterweight for the payload lifted by the crane.
  • Lifting a non-driven rear axle changes the wheel base in a favourable manner and releases load force at the front of the vehicle at a given payload.
  • the payload and/or the crane outreach can be increased as the second crane stabilizer unit has now free capacity for accepting an increase in load force.
  • a bogie axle can be lifted.
  • the front overhang of the vehicle ⁇ can be released from a certain amount of load that can be used by the front second crane stabilizer unit.
  • the wheel base is changed which in turn decreases the load to the vehicle on the front axle and the front end. This release on the front end of the vehicle can be used to increase the payload and/or the crane outreach until the load limit of the second crane stabilizer unit is reached.
  • an air pressure in air bellows in an air suspended vehicle can be varied for supporting the second crane stabilizer unit.
  • air from one or more air bellows can be removed at a driven rear axle, thus favourably increasing the stiffness of the frame rails.
  • a start position can be provided for lifting one or more rear axles by adjusting a suspension of the one or more rear axles to a higher end position.
  • the stiffness of the frame rails can be improved thus allowing to increase the payload and/or crane outreach further.
  • a load sensor is coupled to second crane stabilizer unit.
  • the sensor can provide an output signal indicating how close the handling is to a stability limit for the second crane stabilizer unit.
  • an air suspension of the vehicle can be configured to support the second crane stabilizer unit. If the crane is operating sideways of the vehicle, the air suspension can be varied from side to side of the vehicle. If the crane is operating in front of the vehicle, the air suspension can be varied from the front and rearwards.
  • An optimized load force distribution on the tires can be achieved by changing the wheel base configuration of the vehicle.
  • a crane arrangement for a vehicle is proposed, particularly for a truck, wherein a crane which in a mounted state is arranged close to a backside of a cab, which in a working mode is stabilized by first crane stabilizer unit coupled to a frame of the vehicle and a second crane stabilizer unit in front of the cab. At least one load sensing unit is coupled to the second crane stabilizer unit.
  • the sensor can provide an output signal indicating how close the handling is to a stability limit for the second crane stabilizer unit.
  • an air suspension of the vehicle can be configured to support the second crane stabilizer unit. If the crane is operating sideways of the vehicle, the air suspension can be varied from side to side of the vehicle.
  • the air suspension can be varied from the front and rearwards.
  • An optimized load force distribution on the tires can be achieved by changing the wheel base configuration of the vehicle.
  • the load sensing unit can be coupled to the second crane stabilizer unit. The load force acting on the second crane stabilizer unit can be determined.
  • the load sensing unit can be coupled to a logic unit which triggers distribution of load force between the second crane stabilizer unit and front wheels on at least one front axle so that a load ratio equal to the load force on the second crane stabilizer unit divided by the load force on the front wheels is variable depending on the load force on the second crane stabilizer unit.
  • the load force on the front wheels can be increased which provides more load capacity for the second crane stabilizer unit.
  • a coupling to a lifting unit can be provided for lifting at least the second crane stabilizer unit and/or lifting a non-driven rear axle and/or lifting a bogie axle.
  • the wheel base of the vehicle can be changed in a way to make use of the rear overhang of the vehicle for a better load force distribution between the axles and the second crane stabilizer unit.
  • a coupling to an air system can be provided for varying the air suspension depending on the load force on the second crane stabilizer unit.
  • the air suspension can be varied from side to side orjTom the front and rearwards accordingly.
  • air from at least one air bellows at a driven rear axle can be removed for improving the stiffness of the frame rails which improves the stability of the vehicle.
  • a coupling to a suspension system can be provided for adjusting the suspension of the one or more rear axles to a higher end position.
  • the frame rail stiffness can be improved.
  • a vehicle comprising a crane arrangement according to anyone of the described features.
  • a logic unit is provided for selectively distributing a load force caused by the crane between the second crane stabilizer unit and front wheels arranged on at least one front axle by increasing the load force on the front wheels with respect to the second crane stabilizer unit.
  • the load force can be distributed between a second crane stabilizer unit and front wheels on at least one front axle so that the load ratio equal to the load force on the second crane stabilizer unit divided by the load on the front wheels is variable depending on the load force on the second crane stabilizer unit.
  • the front wheels take away an amount of load force from the second crane stabilizer unit.
  • payload and/or outreach of the crane can be increased compared to a state where the front wheels do not take away a part of the load force from the second crane stabilizer unit.
  • a load sensor is provided for determining the load force on the second crane stabilizer unit.
  • the load sensor can provide information about the distance to a stability limit of the vehicle for increasing the payload lifted by the crane and/or the outreach of the crane.
  • a computer program comprising a computer program code adapted to perform a method or for use in a method according to at least one of the method features described above when said program is run on a programmable microcomputer.
  • the computer program can be adapted to be downloaded to a control unit or one of its components when run on a computer which is connected to the internet.
  • a control unit can be provided which selectively distributes the load force on the second crane stabilizer unit for improving the lifting capacity and/or the crane outreach of the crane.
  • the control unit can be coupled to an air suspension of the vehicle.
  • a computer program product stored on a computer readable medium comprising a program code for use in a method according to one of the method features described above on a computer.
  • the computer program product can easily be coupled to a control unit on the vehicle provided for selectively distributing the load force on the second crane stabilizer unit for improving the lifting capacity and/or the crane outreach of the crane.
  • Fig. 1a, 1b a vehicle with a cab mounted crane according to the prior art with a first and a second crane stabilizer unit (Fig. 1a) and a moment diagram indicating a load force distribution when the second crane stabilizer unit is not supported by front wheels;
  • Fig. 2 a moment diagram with a second crane stabilizer unit supported by front wheels according to the invention generating a load force gain
  • Fig. 3a-3c in side views various stages of a first embodiment of the invention comprising lifting of a bogie axle
  • Fig. 4a-4c in side views various stages of a further embodiment of the invention comprising lifting of a second crane stabilizer unit and a bogie axle
  • Fig. 5a-5c in side views various stages of a further embodiment of the invention comprising activating a front air suspension and lifting of a bogie axle.
  • Figs. 1a depicts a perspective view of a vehicle 100 with a cab mounted crane 10 of a crane arrangement according to the prior art with a first crane stabilizer unit 20 for the crane 10 and a second crane stabilizer unit 30.
  • the crane 10 is located on the frame 120 at the backside 118 of the cab 102 between the cab 102 and a loading platform 104 for carrying payload.
  • the vehicle 100 may comprise a front axle 110 with front wheels where only the left front wheel 110a is displayed in the drawing, and two rear axles 112 and 114, e.g. comprised by a bogie, with rear wheels of which only the left wheels 112a, and 114a are shown.
  • the first crane stabilizer unit 20 is coupled to the frame 120 of the vehicle 100. Particularly, the first crane stabilizer unit 20 is arranged below the crane 10 and the second crane stabilizer unit 30 is arranged in front of the cab 102.
  • the frame 120 is reinforced in this region to provide enough strength for crane operations.
  • the first crane stabilizer unit 20 comprises two outrigger legs wherein only the left leg 20a is seen in the drawing.
  • the second crane stabilizer unit 30 is arranged at the front 116 of the cab 102 and comprises two legs 30a, 30b.
  • the second crane stabilizer unit 30 can also be equipped with only one leg in the centre of the cab 102.
  • the first and the second crane stabilizer units 20, 30 are activated and touch the ground for stabilizing the crane 10.
  • the crane 10 comprises a first arm 18 attached to the frame 120, a second arm 16 and an extendable outrigger arm 12.
  • Arm 12 can be extend by telescopic portions 12a, 12b which can be driven out by an actuator device 14.
  • the first and second crane stabilizer units 20, 30 are drawn in and lifted off the ground in the vehicle's transport mode.
  • the crane 10 is activated and the first crane stabilizer unit 20 beneath the crane 10 is activated and its supporting legs 20a are lowered to the ground.
  • the operator activates the second crane stabilizer unit 30 at the front of the cab 102, i.e. lowers its one or more legs 30a, 30b to the ground.
  • the front crane stabilizer unit 30 reaches the pressure limit the crane 10 stops prolonging the crane outreach or lifting more payload.
  • the pressure limit is usually specified by the crane manufacturer.
  • Fig. 1b displays a moment diagram for such a prior art vehicle indicating a moment M ⁇ _oad, i.e. the torque, acting on the crane 10.
  • the moment M ⁇ _ Oad is generated by the payload which imposes a force FL at the end of a crane arm 12 comprising an outreach L when lifted by the crane 10 of the arm 12 causing a load force Fs on the second crane stabilizer unit 30.
  • the horizontal axis of the diagram is presenting the chassis frame distance between the front end indicated by Fs and the crane installation party indicated by F crane
  • the first crane stabilizer unit 20 arranged underneath the crane 10 experiences a force Fcrane caused by the crane 10.
  • the second crane stabilizer unit 30 arranged at the front of the vehicle's cab 102 experiences a force F s .
  • a maximum allowable moment M crit indicates the stability criterion for the crane 12 at a given payload (FL).
  • the payload and/or the outreach JL of the crane 10 can be increased as long as the moment at the backside of the cab 102 does not exceed M C rit- It is possible to enforce the chassis frame towards the rear of the vehicle with a comparably small effort in order to increase a locally acting moment M cr i t .
  • the chassis frame towards the front of the vehicle, particularly under the cab 102 cannot be reinforced with a reasonable effort. The reason is that the frame rail distance narrows towards the front and the space between the frame rails is congested with components such as the engine and the like. Thus, the weakest frame portion is typically located behind the cab 102. If the allowed maximum moment is exceeded, the frame may break there.
  • Fig. 2 a moment diagram is depicted which illustrates the advantage of the invention. Whereas in Fig. 1b a selective support of the second stabilizer unit 30 is not applied, now the selective distribution of the force is taken into account.
  • M or i t is the moment at the most critical section at the frame, directly in the front of the crane installation.
  • the moment M Loa d is represented as a normalized parameter in order to illustrate the gain at the location where the moment Meri t of Fig. 1b is acting on the chassis frame.
  • a load force caused by payload handled by the crane 10 is selectively distributed between the second crane stabilizer unit 30 and front wheels 110a arranged on at least one front axle 110 by increasing the load force on the front wheels 110a with respect to the second crane stabilizer unit 30.
  • the front wheels 110a support the second crane stabilizer unit 30, it carries a part of the load force thus decreasing the actual load force on the second crane stabilizer unit 30.
  • LC2 has a smaller slope than LC1 between Fs and F A , corresponding to the acting point of the front wheels 110a, and a larger slope until LC2 reaches Mi oad -
  • LC2 a distance between LC1 and LC2 reflects a moment gain MD generated by the support of the front wheels 110a.
  • the second crane stabilizer unit 30 can now carry an additional load force corresponding to the moment gain M D .
  • the distribution of the load force can be adjusted so that the load ratio equal to the load force on the front crane stabilizer unit 30 divided by the load force on the front wheels 110a is varied depending on the load force on the front crane stabilizer unit 30.
  • the air suspension of the vehicle 100 can be adjusted to increase the pressure on the front wheels 11 Oa, thus decreasing the load ratio in favour of the second crane stabilizer unit 30.
  • the pressure in the air bellows can be changed automatically all the time through receiving payload and position data from the crane 10 in purpose to increase the payload lifting capacity and /or increase the outreach for the crane 10.
  • Figs. 3a-3c illustrate various stages of a first embodiment of the invention comprising lifting of a bogie axle 122 of the vehicle 100.
  • This embodiment is based on establishing a communication between the crane 10 and the vehicle 100 via a control unit 50.
  • Both the first crane stabilizer unit 20 at the backside 118 of the cab 102 and the second crane stabilizer unit 30 arranged at the front 116 of the cab 102 are fully activated when the crane 10 is intended to carry payload 150, 150a above the cab 102 (Fig. 3a).
  • the second stabilizer 30 can have one or more stabilizer legs 30a.
  • the first crane stabilizer unit 20 may have two stabilizer legs 20a.
  • a load force acting on the second crane stabilizer unit 30 is measured by a load sensor 60_arranged in the crane stabilizer unit 30.
  • the measured data is transferred from the sensor 60 to the control unit 50 which can control the air suspension of the vehicle 100 (Fig. 3b).
  • the control unit 50 issues signals 52 to the air suspension of the vehicle 100.
  • the bogie axle 122 comprising a driven axle 112 with wheels 112a and a non driven axle 114 with wheels 114a, will be lifted by a distance d1 from the ground automatically as soon as the front crane stabilizer unit 30 reaches it maximum pressure limit.
  • the rear overhang of the vehicle acts as counterweight and reduces the actual load force on the second crane stabilizer unit 30.
  • the following steps are performed in a working mode of the crane 10 (1 a) activating the first and the second crane stabilizer units 20, 30 until both touch the ground;
  • the wheel base By lifting the bogie axle 122 the wheel base can be changed and that in turn decreases the load force on the front axle 110 and front end of the vehicle 100.
  • This load force release on the front end of the vehiclelOO can be used to increase the load force on the front crane stabilizer unit 30 through either increasing the payload lifted by the crane 10 or by increase the outreach of the crane arm 12.
  • Fig. 4a-4c depict various stages of a further embodiment of the invention comprising activating a second crane stabilizer unit 30 late and lifting a bogie axle 122.
  • the embodiment is based on establishing a communication between the crane 10 and the vehicle 100 via a control unit 50.
  • the first and the second crane stabilizer units 20, 30 are activated, wherein the second crane stabilizer unit 30 is only in "slight" contact with the ground while the cranes' first stabilizer 10 are fully activated and at normal contact with the ground when the crane 10 is in its working mode to operate above the cab 102 (Fig. 4a).
  • the bogie axle 122 When the second crane stabilizer unit 30 touches the ground, the bogie axle 122 will be lifted (Fig. 4b). Valuable axial load can be added on the second crane stabilizer unit 30. This extra axial load on the front axle and the front wheels 110a increases the crane lifting capacity for and/or increase the crane outreach when the crane 10 is working above the cab 102.
  • the invention makes it possible to gain even more very valuable extra axial load applicable on the front crane stabilizer unit 30 by using the truck weight as counterweight. This can be achieved by lowering the air controlled rear axels 112, 114 by raising the second crane stabilizer unit 30 by a distance L1 (Fig. 4c).
  • the following steps are performed in a working mode of the crane 10 (2a) activating the first crane stabilizer unit 20 to touch the ground soundly; (2b) activating the second crane stabilizer unit 30 by lowering it just above the ground or only in slight contact the ground;
  • Fig. 5a-5c show various stages of a further embodiment of the invention comprising activating a front air suspension of a front axle 110 with front wheels 110a and lifting of a bogie axle 122.
  • the embodiment is based on establishing a communication between the crane 10 and the vehicle 100 via a control unit 50.
  • the setup is similar to the embodiments in Figs. 3a-3c and Fig. 4a-4c above, but support of the second crane stabilizer unit 30 is provided by lifting the front end of the vehicle 100 built with air controlled front suspension by increasing the pressure in the air bellows for the front axle 110.
  • Both the first crane stabilizer unit 20 at the backside 118 of the cab 102 and the second crane stabilizer unit 30 arranged at the front 116 of the cab 102 are fully activated when the crane 10 is intended to carry payload 150, 150a above the cab 102 (Fig. 5a).
  • the second stabilizer 30 can have one or more stabilizer legs 30a.
  • the first crane stabilizer unit 20 may have two stabilizer legs 20a.
  • a load force acting on the second crane stabilizer unit 30 is measured by a load sensor 60 arranged in the crane stabilizer unit 30.
  • the measured data is transferred from the sensor 60 to the control unit 50 which can control the air suspension of the vehicle 100 (Fig. 5b).
  • the control unit 50 issues signals 52 to the air suspension of the vehicle 100.
  • the bogie axle 122 comprising a driven axle 112 with wheels 112a and the non driven axle 114 with wheels 114a, will be lifted by a distance d1 from the ground automatically as soon as the front crane stabilizer unit 30 reaches it maximum pressure limit.
  • the rear overhang of the vehicle acts as counterweight and reduces the actual load force on the second crane stabilizer unit 30.
  • the wheel base By lifting the bogie axle 122 the wheel base can be changed and that in turn decreases the load force on the front axle 110 and front end of the vehicle 100.
  • This load force release on the front end of the vehiclelOO can be used to increase the load force on the front crane stabilizer unit 30 through either increasing the payload lifted by the crane 10 or by increase the outreach of the crane arm 12.
  • the following steps are performed in a working mode of the crane 10
  • the operation conditions can still be improved by increasing the stiffness of the vehicle frame 120 by removing air from air bellows at a driven rear axle 112.
  • the wheel base By lifting the bogie axle 122 the wheel base can be changed and that in turn decreases the load force on the front axle 110 and front end of the vehicle 100.
  • This load force release on the front end of the vehicIelOO can be used to increase the load force on the front crane stabilizer unit 30 through either increasing the payload lifted by the crane 10 or by increase the outreach of the crane arm 12.
  • a better start position for lifting one or more rear axles 112, 114 can be provided by adjusting the suspension of the one or more rear axles 112, 114 to a higher end position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention porte sur un procédé pour actionner un agencement de grue (200) pour un véhicule (100), en particulier un camion, dans lequel une grue, montée sur une cabine (10), est agencée sur un châssis de véhicule (120) sur un côté arrière (114) d'une cabine (102), celle-ci, dans un mode de travail de grue, étant stabilisée par une première unité de stabilisateur de grue (20) couplée à un châssis (120) du véhicule (100) et par une seconde unité de stabilisateur de grue (30) à l'avant de la cabine (102). Une force de charge, provoquée par une charge utile (150a) manipulée par la grue (10), est répartie de façon sélective entre la seconde unité de stabilisateur de grue (30) et des roues avant (110a), disposées sur au moins un essieu avant (110) par accroissement de la force de charge sur les roues avant (101a) par rapport à la seconde unité de stabilisateur de grue (30).
PCT/SE2008/000747 2008-12-29 2008-12-29 Procédé pour actionner un agencement de grue, agencement de grue et véhicule comprenant un agencement de grue WO2010077185A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2008/000747 WO2010077185A1 (fr) 2008-12-29 2008-12-29 Procédé pour actionner un agencement de grue, agencement de grue et véhicule comprenant un agencement de grue

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Application Number Priority Date Filing Date Title
PCT/SE2008/000747 WO2010077185A1 (fr) 2008-12-29 2008-12-29 Procédé pour actionner un agencement de grue, agencement de grue et véhicule comprenant un agencement de grue

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WO2010077185A1 true WO2010077185A1 (fr) 2010-07-08

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PCT/SE2008/000747 WO2010077185A1 (fr) 2008-12-29 2008-12-29 Procédé pour actionner un agencement de grue, agencement de grue et véhicule comprenant un agencement de grue

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1431696A1 (de) * 1965-12-20 1969-01-02 Irion & Vosseler Flurfoerdergeraet
US3874515A (en) * 1973-05-16 1975-04-01 Fmc Corp Counterweight jack mechanisms for cranes and the like
DE3229444A1 (de) * 1982-08-06 1984-02-16 Franz Xaver 8000 München Sedelmayer jun. Autokran
DE3934499A1 (de) * 1989-10-16 1991-04-18 Georg Deuringer Fahrzeug, insbesondere kran- oder transportfahrzeug fuer fertiggaragen
JPH0873189A (ja) * 1994-08-31 1996-03-19 Tadano Ltd トラック搭載型クレーンの安全装置
JP2000118955A (ja) * 1998-10-08 2000-04-25 Shimauchi Jidosha Tokki Seisakusho:Kk 積載形トラッククレーン車
WO2009046264A1 (fr) * 2007-10-05 2009-04-09 Nmhg Oregon, Llc Système de stabilisation à régulation de charge

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1431696A1 (de) * 1965-12-20 1969-01-02 Irion & Vosseler Flurfoerdergeraet
US3874515A (en) * 1973-05-16 1975-04-01 Fmc Corp Counterweight jack mechanisms for cranes and the like
DE3229444A1 (de) * 1982-08-06 1984-02-16 Franz Xaver 8000 München Sedelmayer jun. Autokran
DE3934499A1 (de) * 1989-10-16 1991-04-18 Georg Deuringer Fahrzeug, insbesondere kran- oder transportfahrzeug fuer fertiggaragen
JPH0873189A (ja) * 1994-08-31 1996-03-19 Tadano Ltd トラック搭載型クレーンの安全装置
JP2000118955A (ja) * 1998-10-08 2000-04-25 Shimauchi Jidosha Tokki Seisakusho:Kk 積載形トラッククレーン車
WO2009046264A1 (fr) * 2007-10-05 2009-04-09 Nmhg Oregon, Llc Système de stabilisation à régulation de charge

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