WO2013183027A1

WO2013183027A1 - Self propelled vehicle particularly suitable for moving between rows for tillage, treatment and fruit or vegetable harvesting.

Info

Publication number: WO2013183027A1
Application number: PCT/IB2013/054668
Authority: WO
Inventors: Daniele RODIGHIERO
Original assignee: Rodighiero Daniele
Priority date: 2012-06-08
Filing date: 2013-06-06
Publication date: 2013-12-12
Also published as: ITVR20120118A1

Abstract

The present invention relates to a self-propelled vehicle particularly suitable for operating between rows of fruit plants, which has a front part (2) and a rear driving part (3) mounted on axles (1a, 1b), on each of which a pair of wheels (4a, 4b) is mounted for rotation, at least one pair being steering, thereby defining, in use, a fore (F) and a rear (R) vehicle front, the vehicle comprising a superstructure frame (3a) at the rear part thereof including at least one pair of lower longitudinal members (5a, 5b), at least one pair of upper longitudinal members (6a, 6b), and a plurality of upright elements (9a, 9b, 9c) which rigidly connect the upper and lower pairs of longitudinal members to one another.

Description

SELF PROPELLED VEHICLE PARTICULARLY SUITABLE FOR MOVING BETWEEN ROWS FOR TILLAGE, TREATMENT AND FRUIT OR VEGETABLE HARVESTING. This invention relates to a self propelled vehicle, particularly suitable for moving between rows of plants for tillage, treatment and harvesting of fruits or vegetables, particularly between quite low rows, such as rows of dried-fruit plants, e.g. almond, pistachio and hazel plants.

Many machines or self propelled vehicles have been proposed up to now for carrying out tillages, such as pruning, harvesting of fruits or the like between the rows. Tillage and harvesting of dried fruits, in particular of almonds, pistachios and hazelnuts, are increasingly carried out in an automated way generally by using machines, tractors or specific equipments for each tillage, which entails constant research aimed at facilitating and accelerating the execution of such tillages. If all this is accompanied by improvements in genetic respects to the fruit plants, it is possible to increase the production both in so far as quality and quantity are concerned with consequent reduction of production costs. On the other hand, the international market, which is being continuously transformed, has led, on the one hand, to a growing increase of the fruit demand and, on the other, to a reduction of the sale price.

Thus, new production methods and techniques are constantly introduced. To this end, in order to increase the productivity of large lots of land, the plants are arranged on rows at closer distance from one another compared to the past, in order to better exploit the land surface and to accelerate the tillage, treatment and harvesting operations, which entails reduced height and width dimensions of the rows. Specific self-propelled machines are then increasingly used suitable for moving between the rows without damaging the plants, and to make it possible to carry out the required tillage. Currently used self-propelling equipments or vehicles for dried fruit harvesting include standard tractors of very small size both in so far as height and width are concerned. Such tractors make it possible to carry out several operations, among which pesticide treatments, fertilization treatments and handling of the soil in order to keep a uniform and clean mantle to expedite harvesting.

Of course, the use of these relatively low dimensions tractors entails heavy restrictions in terms of performance and productivity, as well as security. They have in fact a reduced output power, and that is why they require the use of reduced dimension tillage and/or treatment equipment. Consequently, a number of passages between two rows, for example, must be executed in order to complete disinfestation operations, which inevitably prolongs the treatment times and increases costs at the productivity expense. Furthermore, small dimension tractors are generally used without protection cab, and thus during the land and plant treatments, the risk exists that the operator, with no protection, inhales noxious substances with high danger for his health. One should also bear in mind that the operator is not motivated to install or keep installed a cab on his tractor, since the overall dimensions in height of the cab would constitute a serious obstacle for the tractor while moving through the tree branches of the plants arranged in rows.

It should also be borne in mind that the cabs, even those of the so-called low- slung type installed on large size tractors, still extend above the overall dimensions of the engine, and thus they hit the branch ends of the plants, thereby causing the flowers or fruits to drop prematurely, or even breaking them and damaging the plant. This, besides causing a loss of harvest, reduces the production in following years. The cab, in fact, is usually located on the rear axle of the tractor, which of course constitutes a lower limit of the cab itself.

The patent US-3 901 005 shows a self propelled vehicle for fruit harvesting which includes a chassis formed by a plurality of tubular uprights, longitudinal members and cross-members, and also supports the driving seat. The chassis is mounted on the wheels, and lies entirely at an upper level with respect to the wheels once the vehicle has been assembled.

The operating position or cab is open and arranged on top of the chassis, so that the operator has a good visibility particularly while executing manoeuvring operations.

Moreover, the chassis is basically shaped as an inverted U, i. e. with an open part thereof facing downwards, so that it can move over a plant row to be treated in a bridge-like fashion.

Patent US-5 170 614 discloses a self propelled vehicle for fruit harvesting, similar to that described above and equipped with a chassis mounted on wheels and a side cab. The front wheels are supported by the chassis by means of front L-shaped stirrups that are anchored underneath their respective uprights.

Furthermore, the chassis is open downwards, so that it can pass in a bridgelike fashion over and along a plant row to carry out fruit harvesting operations.

Patent ES-20 231 773 relates to a harvesting vehicle and has a chassis comprising a series of tubular cross members. Patent application US-2002029551A1 discloses a fruit harvesting vehicle including a chassis open upwards, which supports an overhanging cab at a front lateral part raised from ground.

The basement of the chassis is formed by two plates basically inclined with respect to a horizontal line, that, since the harvester has to move over a row, delimit an opening facing downwards, thereby allowing the plants to enter the chassis in order to carry out harvesting operations.

Patent ES-2 262 384A1 discloses a machine equipped with a chassis mounted on wheels which are basically within the transversal overall dimensions of the machine.

US-2005/229576 discloses another prior art vehicle for processing nuts and fruits.

Moreover, all the above mentioned patent documents disclose vehicles, where each wheel is supported by a respective pin or semi-axle, and no axles or bridges are provided which transversally extend from one side of the vehicle to the other, so as to support both the wheels on the right side of the vehicle and the wheels on the left side.

The main object of the present invention is to provide a self-propelled vehicle of limited width and height for carrying out operations between rows of plants.

Another object of the present invention is to provide a self-propelled vehicle suitable for carrying out a number of tillage operations, such as maintenance operations of the plant rows, and also for pulling or pushing equipments or tools on wheels.

Another object of the present invention is to provide a vehicle as indicated above, which has at least one front and/or rear power take-off for pulling or pushing and driving agricultural devices, accessories and/or equipments for the tillage and maintenance of the land or plant rows.

Another object of the present invention is to provide a self-propelled vehicle, in which it is possible easily to insert components, such as an engine or transmission means.

These and other objects, which will better appear hereinafter, are achieved by a self-propelled vehicle particularly suitable for operating between rows of fruit plants, which has a front part and a rear driving part mounted on axles, on each of which a pair of wheels are mounted for rotation, at least one pair being steering, thereby defining, in use, a fore and a rear vehicle front,

the vehicle comprising a superstructure frame at the rear part thereof, which includes:

at least one pair of lower longitudinal members, in use, rigidly connected to one another by lower cross-members,

at least one pair of upper longitudinal members, in use, rigidly connected to one another by upper cross-members,

a plurality of upright elements, which rigidly connect the upper and lower pairs of longitudinal members to one another,

the at least one pair of lower longitudinal members being at a mutual distance shorter than the mutual distance between the at least one pair of upper longitudinal members, thereby remaining within the transversal overall dimensions of the at least one pair of upper longitudinal members, and

the at least one pair of upper longitudinal members overhangingly extending at the fore part to limit and support an operating cab underneath thereof, the at least one pair of upper longitudinal members being substantially parallel to each other, thus the at least one pair of upper longitudinal members are at the same mutual distance for their whole length from the rear front up to the fore front and up to the operating cab of the vehicle.

Advantageously, the at least one pair of upper overhangingly extending longitudinal members are curved downwards, in use, at the fore front and delimit at least the front of the operating cab, the at least one pair of upper longitudinal members being at the same mutual distance for their whole length from the rear front up to the respective curved part.

Even more advantageously, the operating cab includes a basement at a lower or equal level with respect to that of the pair of lower longitudinal members, and is structurally connected to them.

Preferably, the operating cab is within the overall dimensions both in height and in width of the superstructure chassis.

Most preferably, a housing zone is delimited between the lower longitudinal members, a rear portion of the upper longitudinal members, the cross-members and the uprights, the housing zone having one or more upwards facing openings delimited by a rear part of the upper longitudinal members and the cross- members connecting the longitudinal members.

Furthers aspects and advantages of the present invention will better appear from the following detailed description of specific embodiments of a vehicle, the description being made with reference to the accompanying drawings, in which:

- Figures 1 and 2 are side views of an embodiment of a vehicle according to the present invention with various accessories; - Figure 3 is a perspective view slightly from below of the vehicle of Figs. 1 and 2;

- Figures 4 and 5 are perspective views slightly from above with removed parts of the vehicle of Figs. 1 and 2;

- Figures 6 and 7 are front and rear views, respectively, of the vehicle of Figs. 4 and 5;

- Figure 8 is a perspective view slightly from above of an embodiment of the superstructure frame of a vehicle according the present invention;

- Figure 9 is a perspective view of the rear part of the frame of Fig. 8;

- Figure 10 is a perspective view on an enlarged scale of the front part of the operating cab of the frame of Fig. 8;

- Figure 1 1 is a side view of the front part of Fig. 10;

- Figures 12 and 13 are diagrammatic side views, which illustrate a modified embodiment of the frame of Fig. 8;

- Figures 14 and 15 are diagrammatic rear views which illustrate the height and width overall dimensions of other known constructional versions; and

- Figure 16 is a diagrammatic rear view which shows height and width overall dimensions of a self-propelled vehicle according the present invention.

In the accompanying drawings, the same or equal parts or components are indicated with the same reference numerals.

With reference first to Figures 1 to 5, there is illustrated a self-propelled vehicle 1 , particularly suitable for operating between rows of fruit plants, which has a front part 2 and a rear driving part 3 mounted on axles 1 a and 1 b. On each axle a pair of wheels 4a, 4b are mounted for rotation, of which at least one is a pair of steering wheels, so as to define, in use, a fore F and a rear or back R vehicle front. More particularly, each wheel is mounted for rotation at a respective end of a respective axle. Preferably, the vehicle includes a front axle 1 a and a rear axle 1 b, as well as a motor group M supported by the chassis at the rear part thereof.

Moreover, the self-propelled vehicle 1 includes, at the rear part 3 thereof, a superstructure frame or chassis 3a carried by the two axles 1 a and 1 b, preferably within the overall dimensions thereof. The superstructure frame 3a in the illustrated embodiment comprises:

- a pair of lower longitudinal members 5a and 5b, in use, rigidly connected to one another by lower cross-members 8a, 8b and 8c.

- a pair of upper longitudinal members 6a and 6b, in use, rigidly connected to one another by upper cross-members 7a, 7b and 7c, and

- a plurality of upright elements 9a, 9b, 9c, which rigidly connect the pair of lower longitudinal members 5a and 5b to the upper cross-members 7a, 7b and 7c.

The pair of lower longitudinal members 5a and 5b extend to a mutual distance A shorter than the mutual distance B between the pair of upper longitudinal members 6a and 6b (see Fig. 7), thereby remaining within the transversal overall dimensions of the pair of upper longitudinal members 6a and 6b. The longitudinal members 5a, 5b, as well as the rear part of the upper longitudinal members 6a and 6b are, for example, substantially horizontal.

Moreover, the pair of upper longitudinal members 6a and 6b overhanging extend at one or both fore and rear fronts, in order to delimit and support under them an operating cab compartment 10 at the fore part 2. The upper longitudinal members 6a, 6b are substantially parallel to each other, and thus they are at the same mutual distance for their whole length from the rear front R up to the fore front F and up to the operating cab of the vehicle. Preferably, also the lower longitudinal members 5a and 5b are substantially parallel to each other.

Preferably, both the lower and upper longitudinal members are tubular and welded to their respective uprights and cross members, and form a lattice structure therewith. However, other rigid types of connection can be provided between longitudinal members, cross-members and uprights, e. g. bolting, use of gudgeon pins, riveting and the like.

Preferably, the axles 1 a, 1 b transversely cross the rear driving part 3, so as to connect a wheel on one side of the vehicle with a wheel on the other side of the vehicle. Preferably, there is a pair of front wheels 4b and a pair of rear wheels 4a, each one being supported externally to the chassis: two wheels being externally connected to a lower longitudinal member 5a, in a fore and rear position, respectively, of the rear driving part 3 of the vehicle, and two wheels being externally connected to the other lower longitudinal member 5b, in fore and rear position, respectively, of the rear driving part 3 of the vehicle. It will be understood, that steering means can be provided for the front wheels 4a (see in particular Fig. 4) and/or for the rear wheels 4b (see in particular Fig. 5).

It will be understood that the wheels, particularly the steering wheels, are supported at a required minimum distance from the lower longitudinal members 5a and 5b.

Preferably, the uprights 9a, 9b and 9c have their upper end resting and fixed within the overall dimensions of the upper longitudinal members 6a and 6b and have their lower end fixed, abutting or resting within the overall dimensions of their respective lower longitudinal member 5a, 5b.

More particularly, the rear uprights 9a have an upper end fixed to their respective rear cross member 7a and a lower end fixed to the rear end of their respective lower longitudinal member 5a, 5b.

Alternately, the uprights are inclined with respect to a vertical direction, and have an upper end fixed to a respective upper longitudinal member and a lower end fixed to a respective lower longitudinal member.

The rear cross members 7a as well as the rear uprights 9a can advantageously be used to act as anchor elements for the towing hooks, or as connection means to equipments and working tools T1 , as further explained hereinafter.

It will be noted that, in use, the upper longitudinal members 6a and 6b are at a not much higher level than that of the installed motor M, and delimit an ideal covering plan almost parallel to the ground, i. e. to the longitudinal axis of the vehicle. Advantageously, the upper part of the chassis or frame 3a is flat and load-bearing.

With a chassis as that described above, between the lower longitudinal members 5a and 5b, the rear part 12a and 12b of the upper longitudinal members 6a and 6b, the cross members 7a, 7b, 7c, 8a, 8b, and the uprights 9a, 9b and 9c, a housing zone RZ for a motor M is delimited (see Figs. 1 and 2), which has one or more openings facing upwards delimited by the rear part 12a, 12b of the upper longitudinal members 6a, 6b, and by the connecting cross members 7a, 7b, 7c. The width of the openings of the zone RZ is defined by the distance of the upper longitudinal members 6a and 6b, and thus the structure of the chassis according the present invention has a transversal width of the wheel lower supporting part smaller than the upper part, the latter having an opening so wide as to permit an easy insertion of the motor and the components to be installed in the housing zone RZ. Alternatively, owing to their dimensions the components should be inserted into the chassis or frame 3a from one of the two sides, which would consequently make the assembly of the vehicle difficult.

With a substantially latticework chassis or frame 3a, as described above, an easy and direct access to the motor M and to the other components of the vehicle for any repair or maintenance service is ensured.

The motor M is preferably located in an intermediate position between the axles 1 a and 1 b in line with the direction of travel of the self-propelled vehicle 1 . As the motor M is quite heavy, its location in an intermediate position between the axles distributes the weight among the axles and counterbalances the overhanging weight of the operator located in the operating cab 10, thereby ensuring stability to the vehicle.

If one wishes to locate in position the motor M after the chassis or frame 3a has been installed, it is particularly advantageous that the distance A between the lower longitudinal members 5a and 5b is shorter than the reciprocal distance B between the upper longitudinal members 6a and 6b, thereby allowing an easier installation of the motor M in its mounting position. To this end, the cross members 7c will be provided in such a position so as not to constitute a hindrance to the passage of the motor M.

More particularly, the operating cab 10 is limited in front and above by the upper longitudinal members 6a and 6b, which at their overhanging terminal portion are advantageously curved, in use, downwards (see in particular Figs. 1 and 2) to delimit the front, and at least in part, the sides of the operating cab 10. At its lower end, the cab has a basement 1 1 that can be at the same level as that of lower longitudinal members 5a and 5b, in which case it is supported by respective extensions of the lower longitudinal members 5a and 5b. More advantageously, the basement 1 1 is supported at a lower level with respect to the lower longitudinal members, as shown in Figs. 1 and 2.

The operating cab is preferably within the overall dimensions both in height and width of the superstructure chassis or frame 3a. The front curved part 12c, 12d of each longitudinal members 6a 6b preferably lays in the same vertical plane as its respective rear part 12a, 12b, and thus the curved front parts 12c, 12d are at the same distance B as the rear parts 12a, 12b. Therefore, preferably, the upper longitudinal members are at the same mutual distance for their whole length from the rear front R up to the respective curved part 12c, 12d.

In this case, the width of the basement 1 1 is preferably substantially equal to the distance between the upper curved longitudinal members 6a, 6b.

A bridge-crossing member 13 can be provided to bridge connect the front curved part 12c, 12d of the curved longitudinal members 6a, 6b, which member is arranged to provide a holding or support point at the front of the vehicle for working tools T2 (see in particular Figs. 2, 3, 4 and 5), e. g. a power takeoff and a three point power lift. This makes it possible to install accessories or tools, which by being in the direction of travel and visible from the driver's seat, become easy to use by an operator. It will be understood that, by providing also fore power takeoffs, it is possible to carry out two tillages at the same time, i. e. both at the front and at the back, thereby reducing both the number of runs on the ground to be treated and the costs. The operating cab can be for example closed by panel elements connected to the longitudinal members 12c, 12d and/or the basement 1 1.

With such a structure, the cab is sturdy and suitable for withstanding stresses, without the need of bringing further modifications to strengthen the structure itself.

The rear driving part 3 can include substantially inclined front uprights 9b that extend in a vertical plane, and are bridge connected by an upper cross-member 7b and a cross-member 8c at an intermediate height. More particularly, the front uprights 9b have their upper end proximal to the back R of the vehicle, and a lower end proximal to the front F of the vehicle, the fore end of the lower longitudinal members 5a 5b being connected to the intermediate cross-member 8c, e. g. by welding, bolting or the like methods.

The basement 1 1 can be fixed at its rear end to the lower end of the front uprights 9b, by welding, bolting or the like methods.

Suitable reinforcing elements for the structure can be provided, such as tie rod elements or the like.

According to a variant illustrated in Figs. 8 to 13, the upper longitudinal members 6a, 6b are not in one piece, each one having instead a rear section 12a 12b and a curved front section 12c 12d, this last one being fixed and extending from the anterior part of the respective rear stretch 12a, 12b. The front sections 12c,12d can be fixed to the rear sections 12a 12b, e. g. by welding or bolting (see Figs. 12 and 13). Preferably, the upper longitudinal members are at the same mutual distance for their whole length from the fore front F or rear sections 12a, 12b up to the curved parts or front sections 12c, 12d. With reference to Figs. 14 and 15, there it are illustrated rear views of vehicles according the state of the art, whereas Fig. 16 shows a vehicle according the present invention, such vehicles differing in height and width.

The vehicles, such as those in accordance with the present invention, i. e. with an upward opened chassis or frame, where elements, like the motor, the transmission, the fuel tank and the radiator, must be inserted from above during assembling, must have an opening with larger dimensions of predetermined values in order to ensure an easy insertion of such components.

The vehicles of Figs. 14, 15 and 16 have the same width L at the top, but different:

- maximum track C, i. e. the width or transversal size of the vehicle with wheels,

- maximum height H, i. e. the height of the chassis or frame mounted on wheels, and

- free space S between chassis or superstructure frame and inside of the wheel.

With reference first to Fig. 14, there is shown a vehicle equipped with a chassis with upper longitudinal members at a distance equal to that of the lower longitudinal members, and wheels supported on pins or axles which horizontally extend from the lower longitudinal members. This solution permits to obtain a reduced height H to the detriment of the track C, which is quite wide, in order to ensure, among other things, minimum space S required to ensure a minimum steering. In Fig. 15, there is instead shown a vehicle with a conventional chassis, i. e. always with upper longitudinal members at a distance equal to that of the lower longitudinal members, but with the wheels mounted below the chassis.

With such a solution a limited track C can be obtained to the detriment of the height H of the machine, which is the sum of the wheel height and the chassis height. In a vehicle such as that described above, besides obvious disadvantages in terms of height, the vehicle barycenter is also at a quite high level, this causing lower stability which could compromise safe use of such vehicle, particularly when it is used on uneven and hindered lands.

In Fig. 16 there is shown a solution according the present invention, with which a small height of the machine and a reduced track C are obtained at the same time since the chassis is narrower at the lower part with respect to the upper part thereof. With such a solution, the track is not large, and a minimum guaranteed space S required to obtain a sufficient steering is ensured at the same time.

It will be understood that a solution according the present invention permits to obtain advantages both in terms of height and width, while keeping a sufficient width of the chassis to permit the insertion, during the assembling, of all the components, such as those described above.

A machine is thus obtained with reduced height and width dimensions, in which multifunction equipments or tools can be, also simultaneously, installed on the rear or front part. The vehicle can also be equipped with high powered propulsors, which can increase its performance.

On the other hand, the operating cab is placed at the rear axis at a predetermined level from the ground in conventional vehicles, whereas the operating cab is located in a fore position and is secured to the chassis, for example by electric-welded connections or by mechanical connections, such as bolts, in a vehicle according to the present invention.

This can be made since there are no transmission members in the lower part, and it is thus possible to reduce the overall dimensions in order to obtain a compact vehicle, particularly in so far as height is concerned. This makes it possible that the total height of the vehicle is smaller than that of the machines proposed up to now, and that the vehicle has a low barycenter and consequently a high stability.

The shape of the front part, in particular of the curved front part of the longitudinal members 6a, 6b then allows better sliding along them by the plant branches during the working steps, even inside a nursery, without damaging the plants. Moreover, such a shape increases the operator's visibility, and thus the safety when the vehicle is used.

At the front axis, wheels-suspensions can be mounted with hydraulic cylinders, which besides improving the stability of the vehicle during working make it possible to increase the height from the ground of the front part of the operating cab, while making it easier for the vehicle to cross irregular lands at the same time.

With reference now to the above mentioned patent documents, it will be noted that US-3 901 005 discloses a chassis with upper longitudinal members at the same distance as the lower longitudinal members, the chassis being also entirely mounted above the wheels, the vehicle being quite high.

The operating cab is then open and located on top of the chassis, and thus it is not within the overall dimensions of the chassis, and the chassis does not include lower cross members that connect the lower longitudinal members; on the contrary it has a bridge structure to allow the plants to pass under the chassis.

Finally, it should be noted that with this particular structure it is impossible to use complete axles which can cross the chassis and connect both front wheels and both rear wheels, but semi-axles are used or other systems that can be applied on the external part of the chassis without crossing the transversal section of the chassis.

In the vehicle disclosed in the patent US-5 170 614, the upper longitudinal members are at the same distance as that of the lower longitudinal members. In such vehicle the operating cab is located above a wheel in a lateral position beyond the overall dimensions of the chassis. Moreover, the chassis has a bridge structure, so that it can be crossed below by the plants to be treated.

In so far as the vehicle of the patent ES-20 231 773 is concerned, it is shown without operating cab. The driver's seat is located in a central position and at the top. Three parallel axles are also provided for the wheels owing to the vehicle length in order to achieve a correct balance of the weights during working operations and at full-load.

US-2002029551A1 instead teaches a vehicle equipped with an overhanging cab at the front part, but in a lateral position and at a higher level than the basement. Furthermore, the chassis has an opening at the lower part in order to allow the plants to pass inside of it.

This particular solution does not permit to use complete axles for the wheels, which cross the chassis, but semi-axles are used, which are mounted outside the chassis. ES-2 262 384A1 teaches a vehicle with no operating cab, and with upper longitudinal members in line with the lower ones.

US-2005/229576 discloses a vehicle extremely different from the vehicle of the present application, in that:

- the lower longitudinal members of US-2005/229576 are not at a mutual distance shorter than the mutual distance between the upper longitudinal members,

- the upper longitudinal members of US-2005/229576 are not connected by upper transverse members, since the upper longitudinal members of US- 2005/229576 are connected by one transverse member only; and

- the upper longitudinal members of US-2005/229576 are not at the same mutual distance for their whole length from the fore front up to the rear front and up to the operating cab.As a matter of fact, the vehicle taught by US- 2005/229576, apart from the cab, substantially corresponds to the prior art vehicle shown in Figure 14.

More particularly, the lower longitudinal members of US-2005/229576 are at a distance corresponding to the mutual distance between the upper longitudinal members, and four upper longitudinal members are provided, i. e. two front upper longuitudinal members and two rear upper longitudinal members, with the front upper longitudinal members (delimiting the cab) at a mutual distance lower that the mutual distance between the rear upper longitudinal members.

Clearly, the vehicle of US-2005/229576 besides structurally differing from a vehicle according to the present application, does not provide the advantages of the present application, i. e. a vehicle having a satisfactory height and width, and a large operating cab, which is located in a fore position, and secured to the chassis.

These advantages are obtainable owing to the claimed feature combination.

As a matter of fact, the person skilled in the art would have not found any hints or clues to modify the vehicle of US-2005/229576 in order to obtain the vehicle of the present application.

Should the person skilled in the art, for an unknown reason, decide to approach the lower longitudinal members of US-2005/229576, he should also locate in a different manner the other components of the vehicle, i. e. the person skilled in art should devise a new vehicle.

Moreover, although the maximum width of the vehicle of US-2005/229576 is determined by the wheel distance, the wheel distance is determined by the distance of the lower longitudinal members, and the wheels should be located at a minimum distance from the respective lower longitudinal member, otherwise no steering thereof would be possible.

The differences between the subject-matter of the present application (see Figure 16) and the vehicle taught by US-2005/229576 (see Figure 14) make it possible to obtain a vehicle having a compact structure, with a small height, and a reduced track, and with a large operating cab, i. e. such differences solve a technical problem in a new and non obvious manner, and thus the vehicle according to the present application is deemed to be considered new and inventive over the teachings of US-2005/229576.

The above described vehicle is subject to various modifications and variations within the scope as defined by the claims.

Claims

1. A self-propelled vehicle particularly suitable for operating between rows of fruit plants, which has a front part (2) and a rear driving part (3) mounted on axles (1 a, 1 b), on each of which a pair of wheels (4a, 4b) is mounted for rotation, at least one pair being steering, thereby defining, in use, a fore (F) and a rear (R) vehicle front,

characterized in that it comprises a superstructure frame (3a) at the rear part thereof, which includes:

at least one pair of lower longitudinal members (5a, 5b), in use, rigidly connected to one another by lower cross members (8a, 8b, 8c),

at least one pair of upper longitudinal members (6a, 6b), in use, rigidly connected to one another by upper cross members (7a, 7b, 7c),

a plurality of upright elements (9a, 9b, 9c) which rigidly connect the upper and lower pairs of longitudinal members to one another,

said at least one pair of lower longitudinal members (5a, 5b) being at a mutual distance (A) shorter than the mutual distance (B) between said at least one pair of upper longitudinal members (6a, 6b), thereby remaining within the transversal overall dimensions of said at least one pair of upper longitudinal members (6a, 6b), and

said at least one pair of upper longitudinal members (6a, 6b) overhangingly extending at the fore part to limit and support an operating cab (10) underneath thereof,

said at least one pair of upper longitudinal members (6a, 6b) being substantially parallel to each other, thus said at least one pair of upper longitudinal members (6a, 6b) are at the same mutual distance (B) for their whole length from said rear front (R) up to said fore front (F) and up to said operating cab (10) of said vehicle.

2. A vehicle as claimed in claim 1 , characterized in that said at least one pair of upper overhangingly extending longitudinal members (6a, 6b) are curved downwards, in use, at said fore front and delimit at least the front of said operating cab (10), said at least one pair of upper longitudinal members (6a, 6b) being at the same mutual distance (B) for their whole length from said rear front (R) up to the respective curved part (12c, 12d).

3. A vehicle as claimed in claim 2, characterized in that said operating cab (10) comprises a basement (1 1 ) at a lower or the same level as that of the pair of lower longitudinal members (5a, 5b), and is structurally connected thereto.

4. A vehicle as claimed in any previous claim, characterized in that said operating cab is within the overall dimensions both in height and width of said superstructure chassis (3a).

5. A vehicle as claimed in claim 3, characterized in that said basement (1 1 ) has a width substantially corresponding to the distance between said pair of upper longitudinal members (6a, 6b).

6. A vehicle as claimed in any previous claim, characterized in that said upright elements (9a, 9b, 9c,) are secured in position within the transversal overall dimensions of said pair of upper longitudinal members (6a, 6b), and have their upper end secured to a respective cross member (7a, 7b, 7c).

7. A vehicle as claimed in claim 6, characterized in that said upright elements (9a, 9b, 9c) extend, in use, in a substantially parallel or inclined direction with respect to a vertical.

8. A vehicle as claimed in any preceding claim when depending upon claim 2, characterized in that it comprises at least one bridge connecting cross-member (13) for the front curved part (12c, 12d) of said upper longitudinal members (6a, 6b), designed to provide a support for hooks or working tools (T2).

9. A vehicle as claimed in any previous claim, characterized in that said upper longitudinal members (6a, 6b) comprise a number of sections each having a rear portion (12a, 12b) at said rear driving part, and a fore curved part (12c, 12d) secured and extending from the front end of a respective rear portion (12a, 12b), the rear portions (12a, 12b) of said upper longitudinal members (6a, 6b) being at a mutual distance (B) equal to the mutual distance (B) between said fore curved parts (12c, 12d) of said upper longitudinal members (6a, 6b).

10. A vehicle as claimed in any previous claim, characterized in that said rear driving part (3) comprises front uprights (9b) each laying in a vertical plane and bridge connected to one another by an upper cross-member (7b) and a cross- member (8c) at their intermediate level, the front end of said lower longitudinal members (5a, 5b) being connected to said intermediate cross-member (8c), whereas said basement (1 1 ) is secured at the rear end thereof to the lower end of said front uprights (9b).

1 1 . A vehicle as claimed in any preceding claim, characterized in that said wheels (4a, 4b) are mounted for rotation on pivot pins or axles (1 a, 1 b), said axles (1 a, 1 b) crossing said rear driving part (3) thereby connecting one wheel (4a, 4b) on one side of the vehicle and externally to a lower longitudinal member (5a, 5b) to a wheel (4a, 4b) on the other side of the vehicle and externally to the other lower longitudinal member (5a, 5b).

12. A vehicle as claimed in any preceding claim, characterized in that between said lower longitudinal members (5a, 5b), a rear part (12a, 12b) of said upper longitudinal members (6a, 6b), said cross-members (7a, 7b, 7c; 8a, 8b, 8c) and said uprights (9a, 9b, 9c) a housing zone (RZ) is delimited which has one or more openings facing upwards delimited by said rear part (12a, 12b) of said upper longitudinal members (6a, 6b) and by said cross-members (7a, 7b, 7c) connecting them.

13. A vehicle as claimed in claim 12, characterized in that it comprises an engine (M) located in an intermediate position between said axles (1 a, 1 b).