WO2014195577A1 - Arrangement and method for enabling rotation movement between tandem or caterpillar axle and body of vehicle - Google Patents
Arrangement and method for enabling rotation movement between tandem or caterpillar axle and body of vehicle Download PDFInfo
- Publication number
- WO2014195577A1 WO2014195577A1 PCT/FI2014/050444 FI2014050444W WO2014195577A1 WO 2014195577 A1 WO2014195577 A1 WO 2014195577A1 FI 2014050444 W FI2014050444 W FI 2014050444W WO 2014195577 A1 WO2014195577 A1 WO 2014195577A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- tandem
- auxiliary
- rotation
- axle
- Prior art date
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- 230000033001 locomotion Effects 0.000 title claims abstract description 40
- 238000000034 method Methods 0.000 title claims abstract description 7
- 230000005484 gravity Effects 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 5
- 108010066114 cabin-2 Proteins 0.000 description 4
- 230000008859 change Effects 0.000 description 4
- 230000000087 stabilizing effect Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 231100001261 hazardous Toxicity 0.000 description 3
- 230000036541 health Effects 0.000 description 3
- 239000011435 rock Substances 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 210000002346 musculoskeletal system Anatomy 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 230000003867 tiredness Effects 0.000 description 1
- 208000016255 tiredness Diseases 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/18—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17
- B62D21/186—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17 for building site vehicles or multi-purpose tractors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
- B60G5/02—Resilient suspensions for a set of tandem wheels or axles having interrelated movements mounted on a single pivoted arm, e.g. the arm being rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
- B60G5/04—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid
- B60G5/06—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid the arms turning on a common pivot, e.g. being rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G99/00—Subject matter not provided for in other groups of this subclass
- B60G99/002—Suspension details of the suspension of the vehicle body on the vehicle chassis
-
- 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
- B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
- B60P3/40—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying long loads, e.g. with separate wheeled load supporting elements
- B60P3/41—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying long loads, e.g. with separate wheeled load supporting elements for log transport
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D24/00—Connections between vehicle body and vehicle frame
- B62D24/04—Vehicle body mounted on resilient suspension for movement relative to the vehicle frame
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/077—Superstructures for load-carrying vehicles characterised by the connection of the superstructure to the vehicle frame
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D53/00—Tractor-trailer combinations; Road trains
- B62D53/02—Tractor-trailer combinations; Road trains comprising a uniaxle tractor unit and a uniaxle trailer unit
-
- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01G—HORTICULTURE; CULTIVATION OF VEGETABLES, FLOWERS, RICE, FRUIT, VINES, HOPS OR SEAWEED; FORESTRY; WATERING
- A01G23/00—Forestry
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/07—Off-road vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/08—Agricultural vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/09—Construction vehicles, e.g. graders, excavators
-
- 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
- B60G2800/01—Attitude or posture control
- B60G2800/019—Inclination due to load distribution or road gradient
- B60G2800/0194—Inclination due to load distribution or road gradient transversal with regard to vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/40—Special vehicles
- B60Y2200/41—Construction vehicles, e.g. graders, excavators
- B60Y2200/417—Articulated frame vehicles
Definitions
- the present invention relates to an arrangement according to the preamble of claim 1 for enabling rotation movement between the tandem or caterpillar axle and body of a vehicle.
- the present invention also relates to an arrangement according to the preamble of claim 8 for enabling rotation movement between the tandem or caterpillar axle and body of a vehicle.
- One significant field of application for this type of solution is a stabilization system for stabilizing the lateral roll of the cabin of a vehicle with articulated steering, for instance.
- One vehicle group of this type is found in forest machines, the drivers of which often are, due to their working conditions iri a swaying vehicle, the recipients of a lot of low-frequency (0.5 to 10 Hz) vibration with a randomly varying amplitude that has been found hazardous to health.
- the ill effects of such a vibration to the driver are tiredness, lower work efficiency, and stress directed to the musculoskeletal system and spine; especially the lower back.
- the effect of this vibration on a person's health has been discussed by Griffin (1990) and Dupruis & Zerlett (1986), among others.
- the crosswise movements, or lateral sway, in relation to the longitudinal axis of the machine are known to be the most hazardous.
- the sways are typically caused by a wheel or caterpillar of the forwarder on one side going over a high obstacle, such as rock or stump. These sways are typically the stronger, the more uneven the terrain is and the higher the velocity of the vehicle is.
- the swaying of the vehicle affects not only the comfort of the driver, but also the stability of the vehicle and especially the terrain- friendliness of the forest machine. By damping the sways, it is possible to increase the velocity of the vehicle, which affects directly the output of the vehicle.
- Forest machines mostly have a two-body structure, in which case the front and rear parts are connected to each other by a joint with two degrees of freedom that makes the steering of the machine possible and conventionally also permits these body parts to rotate in relation to each other, if the axles of both parts are fixed stationary to the body parts.
- Another conventional arrangement is to arrange the axle of one body to be a rocker axle, if a degree of freedom permitting the rotation of the bodies substantially in relation to the longitudinal axis of the machine has not been implemented in the joint between the bodies of the machine.
- both ordinary and rocker tandem axles are generally used.
- Rocker tandem axles are usually fixed to the body.
- a tandem axle distributes the attractive force and surface pressure more evenly to the terrain and evens out the sway to some extent.
- a tandem axle typically allows for a better advancement in slope terrain and in poorly bearing terrain conditions due to a larger contact surface and lower surface pressure.
- the centre of gravity of the machine can also be made lower without essentially compromising the ground clearance, and this affects advantageously to the stability of the machine.
- Ordinary two-wheel axles can be fastened both fixedly and in an articulated manner to the body, i.e. as a swing axle.
- the second axle is usually a fixed one, while the other swings.
- the swinging movements of the vehicle cabin is controlled by a device, in which an axle that substantially swings in relation to the longitudinal axis of the vehicle is arranged to the front body that is arranged rotatingly to the rear body.
- the front body also has at least one actuator for controlling this swing axle.
- the shift of the centre of gravity of the front body in a transverse direction to the longitudinal axis of the front body causes in the actuator a push or pull movement that evens out the shift of the centre of gravity, until balance is achieved in the actuator and the front body is in a substantially horizontal position.
- the mass to be moved by this type of device is relatively small, so the need for hydraulic power required in the device is not unreasonably high.
- rocker tandem axle could then be applied to swing in relation to the longitudinal axis of the vehicle and simultaneously to the main body of the vehicle.
- the joint construction of such a rocker tandem axle would become large and expensive due to its requirements.
- the expensiveness of the structure is explained by the fact that due to its four contact points to the surface of the terrain, which are relatively far apart from each other, a rocker tandem axle would cause considerably higher forces to the body structures than a more conventional two-wheel swing axis that does not break the ground in the lateral direction when steering a vehicle with articulated steering. This phenomenon is especially emphasized in vehicles with articulated steering, such as forest machines.
- auxiliary body is, in turn, articulated substantially concentrically to the main body of the vehicle that has an ordinary tandem or caterpillar axle equipped with differential gear.
- the main body thus connects in a known manner the steering joint of the vehicle with articulated steering and the tandem or caterpillar axle rigidly arranged to the main body.
- stress is transmitted from the steering joint to the bolt fastening of the tandem or caterpillar axle as before without needing to have a heavy bearing system in between, like a swinging tandem or caterpillar axle would require.
- the solution of the invention does not need to separately articulate the rocker tandem axle to the vehicle body that bears the forces generated from the terrain and power transmission, it is also mainly possible to prevent increase in the dead weight of the vehicle. At the same time, it has been possible to keep the articulation mechanics of the vehicle as simple as possible, and the hydraulics or steering of the vehicle does not become substantially more complex than before.
- the heating, ventilation and control device cabling and tubes between the cabin and auxiliary body cannot be damaged by the continuous friction directed to them in conventional anti-roll and stabilization solutions of the cabin.
- the operational reliability of the vehicle is much improved in comparison with a structure that is capable of adjusting just the horizontal position of the cabin.
- the invention also provides other considerable advantages. Therefore, in addition to improving the comfort and ergonomics of the driver, the vehicle can be driven at a higher speed, which improves its productivity. For instance, the ability to go over a significantly high and so-called "short" obstacle, such as a rock or stump in the terrain, is clearly better than in the prior- art solutions, because the auxiliary body supporting the cabin in relation to the main body, or some other auxiliary body placed on this main body can be kept in a straighter position than before.
- the surface pressures of the wheel are distributed more evenly than before on the base, whereby the terrain and root system damages caused otherwise by a forest machine are reduced while it is easier to move on a soft base.
- peak load directed on an individual tandem or caterpillar axle system half can be reduced, while the load is distributed more evenly on all wheels of the machine.
- a high forest machine used on a thinning site for instance, and especially a cargo space loaded high on top of the forest machine, can be driven through even a narrow logging road without damaging the trees on the side of the road. This is possible, because the body of the vehicle can be kept in a substantially vertical position better than before. This way, it is possible to avoid damage caused by the lateral roll to the surrounding trees.
- Figure 1 shows a schematic axonometric figure of arranging the present body structure into a forest machine
- Figure 2 shows a partly cut detail view of the front body structure of the forest machine according to Figure 1 ,
- Figure 3 is a schematic representation of how the auxiliary body and main body are joined together
- FIGS 4 and 5 show how the present arrangement behaves when going over an obstacle
- Figure 6 shows an alternative embodiment of the body structure
- Figure 7 shows a cargo space to be mounted on the auxiliary body according to Figure 6.
- the structure and operation of the present arrangement is expressed in a forest machine environment. Even though the embodiment shown is a forest machine with articulated steering, the present arrangement is not restricted to this operating environment, but can also be utilized in other vehicles, both in one- and multi-body vehicles, whether they are provided with articulated steering or not.
- a preferred embodiment of the arrangement for a vehicle comprises a forest machine, of which the figure shows a front body 1 and a cabin 2 arranged on the front body.
- the front body is provided with a tandem axle 3 extending to both sides thereof with only the right-hand-side tandem axle in its traveling direction equipped with wheels 4.
- a rear body 5 is connected to the front body with a body joint 6 of two degrees of freedom.
- the rear body is also provided with a tandem axle 7 extending to both sides thereof with only the right-hand-side tandem axle in its traveling direction equipped with wheels 8 in the figure.
- the joint connecting the front and rear bodies permits in a manner known per se both the rotation of the front and rear bodies essentially in relation to the longitudinal axis of the vehicle (a rotating joint enabling adaptation to the shape of the terrain) and the rotation of the front and rear bodies in relation to each other and the vertical axis intersecting the joint (articulated steering joint).
- tandem axle with wheels can also be implemented with an axle that instead of a tandem axle with wheels is provided with caterpillars on the opposite sides of the body, for instance.
- This type of tandem or caterpillar axle preferably swings, but the operational idea disclosed in the following can also be implemented in a non-swinging tandem or caterpillar axle.
- At least one of the front body 1 or rear body 5 is formed of a main body 9 and an auxiliary body 11 connected to it to rotate laterally in relation to the longitudinal axis 0 of the vehicle or an essentially parallel axis.
- the longitudinal axis refers herein to an axis that is substantially parallel to the driving direction of the vehicle.
- the front and rear bodies of the vehicle are preferably provided with tandem axles 3 and 7 and with preferably swinging wheel axles, at least one of these tandem axles are connected substantially rigidly to a main body 9 of said type.
- the body in question then also has at least one actuator 2 to control the rotation movement between the main body and auxiliary body.
- the lateral sway acting on the cabin 2 and the changes in motion status caused by them as well as positional changes taking place in view of the acceleration vector caused by earth gravity initiate in the actuator 12 a pulling movement to compensate for this positional change.
- the auxiliary body can be arranged to remain substantially horizontal and the lateral roll of the auxiliary body caused by the unevenness of the terrain to the vehicle can be reduced or eliminated.
- the horizontal position refers to a normal orientation of a space, in which the bottom surface of the space - in this case, the floor of the cabin, for example - is essentially horizontal and the driver driving the vehicle in the cabin sits in an essentially upright position.
- Figures 2 and 3 show in more detail the main body 9 forming the front and/or rear body and the auxiliary body 11 that rotates in relation to the longitudinal axis 10 of the vehicle or an essentially parallel axis.
- the auxiliary body should preferably be connected to the main body by a rotating joint, which in the figures is formed by at least two bearing systems 3 and 14, to provide sufficient structural rigidity. Further, it is advantageous to arrange the rotation axis of the rotating joints to be substantially congruent with the rotation axis of the body joint 6 that permits the rotation of the front and rear bodies in relation to the longitudinal axis of the vehicle.
- the rotation axis of this rotating joint is represented herein by the longitudinal axis 10 of the main body marked in Figures 2 and 3.
- the rotating joint can be provided by using the body joint 6 that allows the rotation of the front and rear bodies in relation to the longitudinal axis of the vehicle as the second bearing system 4, as shown in Figure 2.
- the auxiliary body 11 is arranged to the main body 9 via substantially parallel crosswise structures in them.
- at least two flanges 15 extend from the auxiliary body against the crosswise walls 16 in the main body; the figure showing only the front pair of the walls.
- the crosswise walls and flanges are attached to each other by bearings that are preferably at a slight distance from each other in the direction of the longitudinal axis of the vehicle to permit their relative rotation in relation to the longitudinal axis 0.
- the actuator 12 controlling the relative rotation of the main body 9 and auxiliary body 11 comprises a hydraulic or pneumatic actuator connected to opposite lugs 7 and 18 in two body parts, as shown in Figure 2.
- a linear motor or some other actuator capable of sufficiently fast movement combined with a suitable transmission or operating mechanics.
- both tandem or caterpillar axles 3 and 7 in the vehicle are connected to a main body 9 and 9b in the body 1 and 5 receiving the tandem or caterpillar axle
- both auxiliary bodies 11 and 11 b are also arranged to rotate in relation to the longitudinal axis 10 of the vehicle or an axis substantially parallel to it.
- This type of vehicle preferably has two control systems for the actuator 12 and 12b independent of each other.
- the first control system controls the lateral roll between the main and auxiliary bodies in the front body 1 , for instance.
- the second control system controls the lateral roll between the main and auxiliary bodies in the rear body 5, for instance.
- This type of control system controlling the operation of a rear body actuator is at the same time preferably in cooperation with the control system of the body joint 6 that connects the front and rear bodies of the vehicle.
- FIG. 6 This last-mentioned embodiment is shown in Figures 6 and 7.
- the auxiliary body 11b fitted with bearings to the main body 9b is at its opposite end fitted with bearings to the front body via the body joint 6, which at the same time forms the second bearing system of the rotating joint required in the system.
- a cargo space 19 of the forest machine is arranged substantially rigidly to the auxiliary body, which means that maintaining the horizontal position of the cargo space during driving can be arranged to take place using both the actuators controlling the operation of the body joint and the actuator in connection with the main body 9b.
- Figures 4 and 5 express the operation of the present arrangement and method.
- the vehicle approaches an obstacle that rises vertically from the surrounding terrain 20 and is located on one side of the vehicle.
- the left-hand-side wheel tandem axle of the vehicle begins to go over the obstacle 21 by evening with a swinging motion the lateral sway caused by the obstacle and directed, among other things, to the cabin 2.
- the control system and the sensors controlling its operation in the vehicle detect a change in the motion status in the vehicle and especially a positional change taking place in view of the acceleration vector caused by earth gravity, and initiate a pulling movement in the actuator 12 to compensate for the positional change.
- the auxiliary body 11 is generally kept horizontal in the sideward direction and the angular velocity of the rotation around the longitudinal axis of the auxiliary body at zero. In some situations, it may also be preferable to tilt the auxiliary body temporarily, if this improves the compensation of the lateral sway. This can be done for example in situations, where the mechanical play of the controlled joint or actuator prevents a complete correction of the lateral roll to the horizontal, but the compensation of the lateral sway should be possible in both directions.
- the pulling movement of the actuator 12 causes in the auxiliary body 11 supporting the cabin 2 a rotation around the longitudinal axis 10, with which the otherwise harmful lateral sway is quickly and energy-efficiently compensated for.
- said auxiliary body 11 can preferably be kept substantially stationary at least in relation to axles parallel to the longitudinal axis 10 against rotation, and the main body 9 articulated below the auxiliary body 11 with its tandem axles moves in accordance with the shape of the terrain.
- the present arrangement may, in. accordance with what is stated above, comprise a vehicle with just one body part 1 provided with a tandem axle 3 or caterpillar axle.
- This type of body part comprises a main body 9 and an auxiliary body 11 connected thereto to rotate in relation to the longitudinal axis in the main direction of travel of the vehicle, whereby a tandem or caterpillar axle is connected substantially rigidly to the main body.
- the body part 1 By providing the body part 1 with at least one actuator 12 located between the main body 9 and auxiliary body 11 , it is possible to manage the relative rotation movement of the main body and auxiliary body in a controlled manner. This type of control takes place when forces are directed to the vehicle, which act in a direction transverse to the longitudinal axis of the vehicle.
- the position of the auxiliary body kept horizontal to earth gravity (horizontal plane) can for example be measured with inertia sensors known per se, such as an inclinometer, gyroscope, various one- or multi-axle acceleration sensors or a combination of one or more of the above.
- a pushing or pulling movement is achieved in the actuator 12 to steer the auxiliary body to rotate in relation to the main body so as to maintain the substantially horizontal position of the auxiliary body.
- a pushing or pulling movement is achieved in the actuator 12 to steer the auxiliary body to rotate in relation to the main body so as to maintain the substantially horizontal position of the auxiliary body.
- the auxiliary body 11 is arranged to the main body 9 by a rotating joint, which may comprise at least two concen- trie bearing systems, for instance, at a distance from each other in the direction of the rotation axis.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Architecture (AREA)
- Structural Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Health & Medical Sciences (AREA)
- Public Health (AREA)
- Environmental Sciences (AREA)
- Forests & Forestry (AREA)
- Ecology (AREA)
- Biodiversity & Conservation Biology (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
RU2015154663A RU2652515C2 (en) | 2013-06-03 | 2014-06-03 | Device for providing pivotal motion between a tandem or crawler axle and a vehicle body and also a relevant method |
CN201480038386.3A CN105377677B (en) | 2013-06-03 | 2014-06-03 | For the device and method for making to be rotated between tandem type shaft or crawler type axle and vehicle body |
EP14807590.6A EP3003840B1 (en) | 2013-06-03 | 2014-06-03 | Arrangement and method for enabling rotation movement between tandem or caterpillar axle and body of vehicle |
BR112015030281-5A BR112015030281B1 (en) | 2013-06-03 | 2014-06-03 | ARRANGEMENT AND METHOD TO ALLOW ROTARY MOVEMENT BETWEEN THE DOUBLE OR TRACTOR AXLE AND THE VEHICLE BODY |
CA2913962A CA2913962C (en) | 2013-06-03 | 2014-06-03 | Arrangement and method for enabling rotation movement between tandem or caterpillar axle and body of vehicle |
US14/895,414 US9738321B2 (en) | 2013-06-03 | 2014-06-03 | Arrangement and method for enabling rotation movement between tandem or caterpillar axle and body of vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FI20135615A FI125426B (en) | 2013-06-03 | 2013-06-03 | Arrangement and method for enabling rotation of a vehicle bogie or roller axle and chassis |
FI20135615 | 2013-06-03 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014195577A1 true WO2014195577A1 (en) | 2014-12-11 |
Family
ID=52007621
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FI2014/050444 WO2014195577A1 (en) | 2013-06-03 | 2014-06-03 | Arrangement and method for enabling rotation movement between tandem or caterpillar axle and body of vehicle |
Country Status (8)
Country | Link |
---|---|
US (1) | US9738321B2 (en) |
EP (1) | EP3003840B1 (en) |
CN (1) | CN105377677B (en) |
BR (1) | BR112015030281B1 (en) |
CA (1) | CA2913962C (en) |
FI (1) | FI125426B (en) |
RU (1) | RU2652515C2 (en) |
WO (1) | WO2014195577A1 (en) |
Cited By (1)
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CN116767365A (en) * | 2023-08-22 | 2023-09-19 | 国家林业和草原局哈尔滨林业机械研究所 | Wheel-track combined bridge-winding swing type hilly mountain land working platform |
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FI126994B (en) * | 2016-08-31 | 2017-09-15 | Ponsse Oyj | Arrangement and method for enabling rotation in a vehicle or a moving machine |
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IT201700032682A1 (en) * | 2017-03-24 | 2018-09-24 | Zona Eng & Design S A S Di Zona Mauro & C | HIGH-MOBILITY ATV VEHICLE, FOR USE, FOR EXAMPLE, IN CIVIL EMERGENCY AND RESCUE ACTIVITIES, IN AGRICULTURAL FIELD OR IN EARTH MOVEMENT ACTIVITY |
RU2661268C1 (en) * | 2017-06-28 | 2018-07-13 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Донской государственный аграрный университет" (ФГБОУ ВО Донской ГАУ) | Mobile power unit |
US11490559B2 (en) * | 2017-07-21 | 2022-11-08 | Perma-Green Supreme, Inc. | Steering assistance systems, roll control systems, and vehicles having the same |
NO343670B1 (en) * | 2018-04-21 | 2019-05-06 | Svela Solutions As | Torsjons-bogie hjuloppheng for tilhengere |
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CN110228772A (en) * | 2019-05-30 | 2019-09-13 | 广州市中立智能装备科技有限公司 | A kind of AGV trolley and its walking mechanism |
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- 2014-06-03 BR BR112015030281-5A patent/BR112015030281B1/en active IP Right Grant
- 2014-06-03 EP EP14807590.6A patent/EP3003840B1/en active Active
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Also Published As
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US9738321B2 (en) | 2017-08-22 |
BR112015030281A2 (en) | 2017-07-25 |
EP3003840B1 (en) | 2018-08-01 |
BR112015030281B1 (en) | 2021-06-29 |
EP3003840A1 (en) | 2016-04-13 |
EP3003840A4 (en) | 2017-02-22 |
US20160114833A1 (en) | 2016-04-28 |
FI125426B (en) | 2015-10-15 |
CN105377677B (en) | 2017-12-01 |
FI20135615A (en) | 2014-12-04 |
RU2652515C2 (en) | 2018-04-26 |
RU2015154663A (en) | 2017-07-14 |
CA2913962A1 (en) | 2014-12-11 |
CN105377677A (en) | 2016-03-02 |
CA2913962C (en) | 2019-12-31 |
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