WO2017161397A1

WO2017161397A1 - Vehicle having a lateral lifting device

Info

Publication number: WO2017161397A1
Application number: PCT/AT2017/060072
Authority: WO
Inventors: Herbert SCHÜTZENEDER; Peter Schweitzer
Original assignee: Bulmor Holding Gmbh
Priority date: 2016-03-25
Filing date: 2017-03-23
Publication date: 2017-09-28
Also published as: AT518164B1; AT518164A4

Abstract

The invention relates to a vehicle (1) having a lateral lifting device (2), comprising at least a first axle carrier (3) and a second axle carrier (4), wherein the two axle carriers (3, 4) are coupled to each other by means of a connecting construction (5) arranged laterally eccentric and wherein the lifting device (2) is arranged in a free space (6) between the two axle carriers (3, 4). The two axle carriers (3, 4) and the connecting construction (5) are modularly constructed and are each designed as a separate component group, wherein the connecting construction (5) is coupled on a first side (49) to the first axle carrier (3), whereby a first connection point (50) is formed, and on a second side (51) to the second axle carrier (4), whereby a second connection point (52) is formed.

Description

Vehicle with lateral lifting device

The invention relates to a vehicle with lateral lifting device.

From EP 0 870 727 B1 and EP 2 518 010 B1 various embodiments of side loaders are known.

The sideloaders known from EP 0 870 727 B1 and EP 2 518 010 B1 have the disadvantage that they have a complex design and therefore have to be produced in a complicated and expensive manner from a production engineering point of view.

The object of the present invention was to overcome the disadvantages of the prior art and to provide a vehicle and a method for assembling the vehicle, which is simple and inexpensive to manufacture.

This object is achieved by a device and a method according to claims 1 and 20. The vehicle according to the invention is equipped with a lateral lifting device. The

The vehicle comprises at least a first axle carrier and a second axle carrier, wherein the two axle carriers are coupled to one another by means of a laterally eccentrically arranged connecting construction, and wherein the lifting device is arranged in a free space between the two axle carriers. The two axle beams and the connecting structure are of modular design and each designed as a separate component group, wherein the connecting structure is coupled at a first side to the first axle, whereby a first connection point is formed, and is coupled at a second side to the second axle, whereby a second connection point is formed. An advantage of the construction of the vehicle according to the invention is that vehicles of different lengths can be made available by the modular design, wherein the two axle carriers do not have to be redesigned or need to be slightly adapted. The different lengths of the vehicle can be adjusted by varying the length of the vehicle Connecting construction can be achieved. As a result, on the one hand, the production costs for such a vehicle can be lowered and, on the other hand, the quality of the vehicle can be improved due to the standardization of certain components. Furthermore, it may be expedient if the axle carriers are each coupled to the connecting construction at a connecting plane. The advantage here is that such a connection plane can be easily formed to reach the defined area for connecting the axle with the connecting structure. Furthermore, it can be provided that the connecting plane is formed by at least one connecting plate. The advantage here is that a connecting plate is ideally designed for receiving fastening means and beyond the connecting structure by means of the connecting plate is well positioned relative to the axle beams. In addition, it can be provided that the connecting structure and the axle carrier are connected to one another by means of a thermal joining connection, preferably a welded connection. The advantage here is that a thermal joint connection is easy to manufacture and also has a high strength. Alternatively, it may be provided that the connecting structure and the axle are connected to each other by means of at least one fastening means, preferably a screw. The advantage here is that such a connection is non-destructive solvable and thus, if necessary, a vehicle already in use can be provided with a new connection structure and thus the length of the vehicle can be changed in retrospect.

According to a further development, it is possible for a centering means, in particular a centering pin, to cooperate with a corresponding centering counterpart, in particular a bolt receptacle, whereby the first axle carrier is positioned relative to the connecting structure and / or the second axle carrier relative to the connecting structure is positioned. The advantage here is that the position accuracy between the connecting structure and axle can be improved. It will continue facilitated by this measure the assembly between connecting structure and axle. In addition, the centering bolts can be used for power transmission between connecting structure and axle. Also advantageous is an expression, according to which it can be provided that the connecting structure is designed as a framework. The advantage here is that a connecting structure designed in this way can have the greatest possible rigidity with the lowest possible weight. In addition, it may be provided that supply lines running between the first axle carrier and the second axle carrier, such as power lines and / or hydraulic lines, are guided in the region of the connecting structure, wherein the supply lines are coupled in the region of the connection point by means of a coupling. The advantage here is that the supply lines during assembly of the connecting structure with the axle beams can be easily coupled or that in a possible disassembly of the connecting member and the axle, the supply lines can be easily separated.

Also advantageous is an embodiment according to which it can be provided that the connection construction is designed to be telescopic, and as a result a length of the vehicle can be varied. In particular, it can be achieved that the length of the vehicle can be adapted to the respective application requirements, in particular to the respective components to be transported or to the space available in the area of application of the vehicle. Such a telescoping function of the connecting structure can be achieved, for example, by means of profiles which can be displaced in relation to one another. In addition, for example, a hydraulic cylinder may be provided by means of which the length of the vehicle can be actively adjusted. Of course, in a telescopic connection construction, the lifting device must be telescopic, for example in the area of the strut. According to a particular embodiment, it is possible for the lifting device to comprise at least one first lifting mast with a first vertically movable fork holder receptacle and a second lifting mast with a second vertically movable fork holder receptacle. An advantage of this training of the vehicle is that through the training of two Lifting masts the clearance between the two axle beams may have a higher length than conventional sideloaders. In particular, this allows the clear length of the free space to be chosen so large that the components to be transported are shorter than the clear length of the free space. As a result, the components to be conveyed can be lowered even if they are within the width of the vehicle, thereby facilitating loading of the lowermost shelf level of shelves built close to each other. In addition, a higher load can be absorbed by the two masts. In particular, when the two masts are synchronized with each other, a fork holder can be moved evenly by the two masts.

Furthermore, it may be expedient if the two masts are horizontally displaceable in the transverse direction of the vehicle. The advantage here is that the component to be transported can be laterally pushed out of the width of the vehicle by this measure and thereby can be stored in a storage rack. In particular, it may be provided that the lifting masts are displaceable between a rest position and an extended position. In the rest position, the support forks of the fork holder are within the width of the vehicle and the masts are moved as close to the connection construction. In the extended position of the masts the support forks of the fork holder are laterally opposite the width of the vehicle and the masts are moved to the connecting structure opposite side of the vehicle.

Furthermore, it can be provided that the two masts are supported by means of a strut together. The advantage here is that the stability of the lifting device can be improved by this measure, whereby the overall stability of the vehicle can be improved.

In addition, it can be provided that the first mast has a first guide unit on a first side facing the first axle carrier and that the second mast has a second guide unit on a second side facing the second axle carrier. The advantage here is that by this measure, the two masts, which are assembled to the lifting device, can be slidably received in the free space of the vehicle. In particular, this makes it possible to achieve the displacement of the lifting mast between the rest position and the extended position. Also advantageous is an embodiment, according to which it can be provided that the two guide units each have at least two horizontally spaced main guide rollers with horizontally oriented rotation axis, which main guide rollers each interact with a guide rail arranged in the axle carriers, wherein the main guide rollers for receiving the on the lifting device acting load and the torque acting on the lifting device are formed, and that the two guide units each have at least one acting in the horizontal longitudinal direction of the vehicle stabilization module, which serves for horizontal positioning of Hauptfüh- tion rollers in the guide rail. In particular, by the stability module can be achieved that the overall rigidity of the vehicle can be increased. This may be necessary especially when the vehicle has a free space with a large clear width and thus the connecting structure has a large length, whereby the basic stability of the vehicle is reduced.

According to a development, it is possible for the stabilization module to have a stabilization guide roller with a vertically oriented rotation axis, which stabilization guide roller interacts with a stabilization guide rail arranged in the axle carriers. The advantage here is that such a stabilization guide roller on the one hand can absorb high forces and beyond is very wear and maintenance in continuous operation.

Alternatively, it may be provided that the stabilization module has two sliding elements, which interact with the stabilization guide rail arranged in the axle carriers. An advantage of such sliding elements is that they are inexpensive and easy to install on the stabilization module.

In addition, it can be provided that two drive units are formed, which serve for the horizontal displacement of the masts in the transverse direction of the vehicle. The use of two drive units, which are preferably arranged opposite each other on the lifting device, is that the lifting device has an increased torsional rigidity or that both masts can be extended or retracted uniformly. Furthermore, it can be provided that the drive units each comprise at least one hydraulic cylinder. The advantage here is that hydraulic cylinders are possible low maintenance and simple design and also can muster a sufficient thrust at the highest possible speed.

According to a particular embodiment, it is possible that a fork holder is formed, which is coupled on a first side with the first fork holder receptacle of the first mast and is coupled on a second side with the second fork holder receptacle of the second mast. The advantage here is that such a trained fork holder, which is coupled to both masts, may have a high overall length and thus may be formed, for example, for receiving a plurality of roll-shaped components to be transported or may be formed for receiving long components to be transported.

According to an advantageous development, it can be provided that the two lifting masts each have a telescopic running rail system, on each of which the fork holder receptacle is arranged. By this measure, it can be achieved that the two masts can have increased flexibility or increased lift.

In particular, it may be advantageous if the telescopic rail system of the masts comprises a first pair of rails with two U-shaped single rails, wherein the open ends of the two U-shaped formed individual rails are arranged opposite to each other and wherein the fork holder receptacle is formed on a carriage which has at least four guide rollers, wherein in each case two guide rollers are guided in pairs in one of the U-shaped single rails and wherein the U-shaped formed individual rails are guided in a second pair of rails slidably. A track system constructed in this way can have increased stability, as a result of which the positioning accuracy of the component to be transported can be improved, particularly in the raised position.

Furthermore, it can be provided that the first axle carrier has a first wheel pair and the second axle carrier has a second wheel pair, with both wheel pairs being steerable. Is an advantage Here, that can be reduced by the possibility of steering both wheel pairs of the turning circle of the vehicle and thus the flexibility of the vehicle can be increased. This may be necessary in particular when using the vehicle in narrow aisles.

In addition, it can be provided that the connecting structure is arranged on the lateral edge of the axle, so that the vehicle is formed in plan view U-shaped, wherein the two mutually parallel legs of the U-shaped vehicle formed by the axle and the space for Recording the Hubeinrich- device is formed on the open side of the U-shaped arrangement. The advantage here is that by these measures, the width of the free space can be as large as possible and thus the support forks of the fork can have the greatest possible length.

Furthermore, it can be provided that the connecting structure and the axle carriers can be disassembled from one another without destruction by releasing the fastening means. The advantage here is that the frame structure of the vehicle must not be destroyed and thus preserved for other applications to replace the connecting structure or for disassembly of the connecting structure of the axle beams. In addition, it may be expedient if a floor construction is arranged in the free space. Such a floor construction can give the vehicle additional stability. In particular, it may be advantageous if the bottom construction is also designed as a modular component and is coupled with the axle carriers and / or with the connecting structure, if necessary releasably.

Furthermore, it can be provided that at least one extendable support is arranged on the first axle carrier and / or on the second axle carrier, wherein the support is arranged in particular laterally of the axle carrier near the free space. The advantage here is that an extendable support can relieve the tires of the vehicle on the side of the component to be transported and thereby the stability of the vehicle can be increased. The support can be extended in particular when the vehicle is stationary. Furthermore, it may also be useful if several Stüzen are formed. The supports should be arranged as close to the lateral edge of the vehicle in order to achieve the best possible Abstuezwirkung. According to a development, it is possible that a driver's cab is formed, which is arranged centrally with respect to a longitudinal axis of the vehicle on the first axle. The advantage here is that the view of the component to be transported can be improved by a centrally located driver's cab.

Furthermore, it can be provided that a clear length of the free space between 3m and 20m, in particular between 4m and 18m, preferably between 7m and 15m. The advantage here is that a vehicle with such a large clearance length of the free space is suitable for a variety of purposes and a large number of different components can be absorbed by the lifting device, the components are also lowered within the vehicle down to the ground can.

Furthermore, it may be expedient if, in the region of the connecting construction, a sensor, in particular in the form of strain gauges, is arranged which detects a torque introduced into the connecting structure, which torque can be compensated by inclining one of the two axle carriers. The advantage here is that this can be compensated in the connection structure occurring stresses. This may be necessary in particular during operation of the vehicle on an uneven surface.

Alternatively or additionally, it may be provided that both on the first and on the second axle a tilt sensor is arranged, by means of which the current inclination of the axle can be measured, with a control can be set in such a way, in which a difference between inclination differences of the axle by Adjustment of the wheel pairs can be compensated. The advantage here is that this can be compensated in the connection structure occurring stresses. This may be necessary in particular during operation of the vehicle on an uneven surface. Furthermore, a vehicle fleet is provided with at least two vehicles with lateral lifting device, wherein both vehicles are formed according to the above description, and wherein the first axle and the second axle of both vehicles are identically formed and wherein the connecting structure of the two vehicles has a different length. The advantage here is that such a vehicle fleet is efficient and inexpensive to manufacture. Furthermore, in the production method for producing a vehicle with a lateral lifting device, it is provided that the production method comprises the following method steps:

- Providing a first axle carrier;

- Providing a second axle carrier;

- providing a connection structure;

- Providing the lifting device;

- Connecting the connecting structure with the first axle carrier and the second axle carrier;

- Installing the lifting device.

An advantage of the method according to the invention is that the quality of the vehicle can be improved by the defined method steps and at the same time the productivity during assembly of the vehicle can be increased.

The orientation of the two masts is substantially vertical. For the sake of simplicity, this document only speaks of a vertical displaceability of the fork holder receptacle or of a vertical alignment of the rails of a lifting mast. However, it is also possible that the masts are designed to be adjustable in their angle, or that there complete vehicle can be tilted laterally. A deviation from the vertical due to the inclination of the vehicle or due to the inclination of the lifting mast is also considered to be substantially vertical and is therefore included in the scope of protection. If this document speaks of vertical, deviations of the absolute vertical caused by the inclination of the vehicle are therefore also meant. As described here, the term horizontal alignment is used, in which also small deviations in angle are included due to the inclination of the vehicle.

For a better understanding of the invention, this will be explained in more detail with reference to the following figures.

In each case, in a highly simplified, schematic representation: Figure 1 is a perspective view of a first embodiment of a side stacker obliquely from above.

FIG. 2 is another perspective view of the first embodiment of the side stacker obliquely from above; FIG.

3 shows the first embodiment of the side stacker in a plan view;

4 is a perspective view of a lifting device of the first embodiment of the side stacker;

5 shows the first embodiment of the side loader in a perspective view obliquely from below;

Fig. 6 is a schematic representation of an embodiment of the connection between the axle and connecting structure in a plan view;

7 is a schematic representation of an embodiment of the guide unit of the lifting device in a side view;

8 is a perspective view of a second embodiment of the side stacker obliquely from above;

Fig. 9 is a perspective view of an embodiment of a support fork;

10 is a perspective view of a third embodiment of the side stacker obliquely from above.

By way of introduction, it should be noted that in the differently described embodiments, the same parts are provided with the same reference numerals or the same component designations, the disclosures contained in the entire description being analogously applied to the same parts with the same reference numerals or the same component designations. you can. Also, the position information selected in the description, such as top, bottom, side, etc. related to the immediately described and illustrated figure and these position information in a change in position mutatis mutandis to transfer to the new location. Fig. 1 shows a perspective view of a vehicle 1 with lateral lifting device 2. Such a vehicle 1 is referred to in the jargon as a sideloader.

In Figures 2 and 3, the vehicle 1 is shown in further illustrations. In the figure 4, the lifting device 2 is shown in a perspective view.

The following description is based on a synopsis of the various representations of the first embodiment of the vehicle 1 in Figures 1 to 4, wherein not all parts of the figures are registered in all the component numbers, but for clarity, the components have been designated only in those figures in which They are particularly obvious. It is understood that it is clear to those skilled in the art how to combine different views from different angles.

The vehicle 1 has a first axle carrier 3 and a second axle carrier 4, which are coupled together by a connecting structure 5. In particular, the two axle carriers 3, 4 and the connecting structure 5 are coupled to one another such that a free space 6 results on one side of the vehicle 1. Seen in the plan view of FIG. 3, the vehicle 1 has a U-shaped shape, wherein the two parallel legs of the U by the first axle 3 and the second axle 4 are formed.

In order to make the free space 6 as large as possible, the connecting structure 5 is seen in plan view of the vehicle 1 arranged laterally off-center. In a preferred embodiment, the connecting structure 5 is arranged as far as possible on the edge 12 of the axle carrier 3, 4, so that the free space 6 is as large as possible. In other words, as seen in plan view, the connecting structure 5 is spaced as far as possible from the central longitudinal axis 7 of the vehicle 1. Another factor for the size of the free space 6 is the width of the connecting structure 5. The narrower the connecting structure 5 is carried out, the wider the free space 6 can be. The connecting structure 5 should therefore have the highest possible stiffness and torsional stiffness with the smallest possible dimensions. This can be achieved, for example, by designing the connecting structure 5 in the form of a truss. For this purpose, individual sheets may be welded together to form the connecting structure 5.

In an alternative variant can also be provided that the connecting structure 5 is welded together in a profile construction of different individual sheets, or that a sheet is bent into a frame profile.

Also, the axle 3, 4 may be designed as a sheet metal construction, with individual sheets for each axle 3, 4 may be welded together. In particular, it is provided that the axle beams 3, 4 and the connecting structure 5 are each prefabricated as separate, self-contained welded constructions and joined together in a further assembly step.

As a longitudinal direction 8 of the vehicle 1 that direction is defined which is parallel to the direction of travel of the vehicle 1. Seen in plan view, the transverse direction 9 of the vehicle 1 is formed at an angle of 90 ° to the longitudinal direction 8 of the vehicle 1.

Preferably, it may be provided that the vehicle 1 has a main movement direction, wherein this is selected such that the first axle support 3 is forward in forward travel, so that the first axle support 3 can also be referred to as a front axle support. The second axle carrier 4 can be analogously referred to as a rear axle carrier.

Furthermore, it can be provided that a driver's cab 10 is arranged on the vehicle 1, wherein the driver's cab 10 is preferably arranged on the first axle carrier 3. In the embodiment variant of the vehicle 1 according to FIGS. 1 to 3, the driver's cab 10, viewed in the direction of travel, is arranged on the left side of the vehicle 1. In other words, it can be provided that the driver's cab 10 is arranged on the same side of the vehicle 1 as the connecting structure 5. Furthermore, it can be provided that a support plane 11 is formed on the first axle carrier 3 and / or on the second axle carrier 4, on which elongated objects received by the lifting device 2 can be deposited. The contact plane 11 can be formed by the scribed arrangement of the driver's cab 10 and the connecting structure 5.

The first axle carrier 3 preferably comprises a first wheel pair 13 and the second axle carrier 4 preferably comprises a second wheel pair 14. The wheel pairs 13, 14 are preferably arranged on a pendulum axle. Alternatively, it can also be provided that the wheel pairs 13, 14 each have an independent suspension. By adjusting the distance of the

Welded construction of the axle carrier 3, 4 relative to the pairs of wheels 13, 14 can be an angular inclination of the axle 3, 4 and thus the lifting device 2 adjustable. This can be achieved, in particular, by arranging on one side of the respective wheel pair 13, 14 an adjusting device, such as a hydraulic cylinder, with which one side of the axle carrier 3, 4 can be raised relative to the wheel and thereby an inclination is adjustable.

In a development, it can also be provided that a sensor is arranged in the region of the connecting structure 5, which measures the twisting of the connecting structure 5 or the torque occurring at the connecting structure 5. By means of the sensor data, by means of the individual adjusting devices of the wheel pairs 13, 14 an excessive distortion of the connecting structure 5 can be compensated. This may be necessary in particular if the connecting structure 5 has a large length and thus has only a slight torsional rigidity and if at the same time the ground on which the vehicle 1 is to be operated is very uneven.

In particular, it can be provided that the first pair of wheels 13 is steered in order to be able to control the vehicle 1. Furthermore, it is also conceivable that alternatively or in addition to the second pair of wheels 14 is directed. If both the first pair of wheels 13 and the second pair of wheels 14 are steered, the possible radius of curvature of the vehicle 1 can thereby be reduced. Furthermore, it can be provided that, in order to increase the possible payload of the vehicle 1, a further pair of wheels is arranged on the first axle carrier 3 and / or on the second axle carrier 4. The axle beams 3, 4 can be seen in plan view, have approximately a rectangular cross-section. In particular, it can be provided that the first axle carrier 3 serves to receive the driver's cab 10 and the second axle carrier 4 serves to receive a drive motor. The vehicle 1 can be driven by means of an internal combustion engine, such as a diesel engine or a gas engine, which are preferably arranged in the second axle carrier 4. This internal combustion engine may, for example, be coupled to a generator, wherein all actuating and travel drives of the vehicle 1 may be designed in the form of an electric motor.

Alternatively, it can be provided that the internal combustion engine is coupled to a hydraulic unit and that all actuators or travel drives are designed in the form of a hydraulic motor.

In yet another embodiment, it may be provided that all actuators or traction drives are designed in the form of an electric motor, wherein the drive power is not provided by a generator, but by a battery.

The distance or the arrangement of the first axle carrier 3 and the second axle carrier 4 to each other determines not only the length 15 of the vehicle 1 but also the light length 16 of the free space. 6

In particular, it can be provided that similar vehicles 1 with different lengths 15 can be produced, the axle carriers 3, 4 being constructed identically in vehicles of different lengths 15 and only the length of the connecting structure 5 being varied.

In some applications, it may be necessary that the clear length 16 of the free space 6 is greater than a length of a component 17 to be transported. be enough that the component to be transported 17 of the lifting device 2, which is arranged between the two axle beams 3, 4, within a width 18 of the vehicle 1 can be lowered almost to the ground. This makes it possible for the lowermost floor of a shelf to be loaded by the vehicle 1 without the transportable component 17 being pushed out of the vehicle 1 sideways. This brings in particular the advantage that the vehicle 1 even in narrow aisles, which are barely wider than the width 18 of the vehicle 1, a lower shelf level can be loaded.

In order to make the clear length 16 of the free space 6 as large as possible, it can be provided that the lifting device 2 extends as far as possible over the length 16 of the free space 6. For this purpose, it can be provided that a lifting mast is formed with a large width.

In an alternative variant, it can be provided that the vehicle 1 has a first mast 19 and a second mast 20, which are arranged at a distance from one another and which have a first fork holder receptacle 21 and a second fork holder receptacle 22. The fork holder receptacles 21, 22 are in particular formed on a carriage 23, which is received in the lifting mast 19, 20 and which is displaceable in the vertical direction relative to the axle beams 3, 4, whereby the component 17 to be transported can be positioned in the vertical direction. It may be particularly advantageous if the two carriages 23 of the two masts 19, 20 can be raised or lowered synchronously to each other.

Furthermore, it can be provided that the vehicle 1 comprises a fork holder 24, wherein the fork holder 24 may be coupled to the first fork holder receptacle 21 on a first side 25 and the second side 26 of the fork holder 24 may be coupled to the second fork holder receptacle 22. The connection between fork holder receptacle 21, 22 and fork holder 24 may be formed in particular in the form of a releasable connection, so that the fork holder 24 can be easily decoupled from the lifting masts 19, 20.

Furthermore, it can be provided that one or more support fork 27 are accommodated on the fork holder 24, the support forks 27 being displaceable in the longitudinal direction 8 on the fork holder 24 can be included. As a result, the distance between two adjacent support forks 27 can be varied. The support forks 27 may be in the form of conventional forklifts. In an alternative variant, it is also possible that the support forks 27 have a different shape in order to be able to convey various components 17.

Furthermore, it can be provided that between the two lifting masts 19, 20, a strut 28 is formed, wherein the two masts 19, 20 can be supported relative to each other by the strut 28, whereby the rigidity of the lifting device 2 and the complete vehicle 1 are increased can. As can be clearly seen from FIG. 4, it can be provided that the lifting device 2 is formed by the two lifting masts 19, 20 and the strut 28 into a unit. The strut 28 may be formed by simple shape profiles, which are arranged between the two masts 19, 20. Furthermore, it is also conceivable that the brace 28 is executed, for example, in the form of a framework. It can be particularly advantageous if two struts of the strut 28 have the greatest possible distance from one another, wherein a first strut is connected in particular to the lower end of the lifting masts 19, 20 and a second strut is connected to the upper end of the masts 19, 20. As a result, the stiffening effect of the brace 28 can be increased.

As can be seen particularly well from a combination of FIGS. 1 and 4, the lifting device 2, which comprises the first lifting mast 19 and the second lifting mast 20, is received in the free space 6 of the vehicle 1. In particular, it can be provided that on a first side 29 of the first mast 19, a first guide unit 30 is arranged and on a second side 31 of the second mast 20, a second guide unit 32 is arranged. The guide units 30, 32 serve to accommodate the lifting masts 19, 20 in the transverse direction 9 of the vehicle 1 slidably in the free space 6 can. As a result, the support forks 27 and thus the component 17 to be transported can be pushed laterally out of the vehicle 1 in the transverse direction 9.

Furthermore, it can be provided that the strut 28 are connected to a second side 33 of the first lifting mast 19 or to a first side 34 of the second lifting mast 20. The Connection between brace 28 and masts 19, 20 may be carried out in particular in the form of a welded joint.

Alternatively, it can also be provided that the brace 28 is connected to the lifting masts 19, 20 by means of a fastening means.

Furthermore, it can be provided that the two guide units 30, 32 each have two main guide rollers 35, which are arranged on the lifting device 2 such that a rotational axis 36 of the main guide rollers 35 is aligned in the longitudinal direction 8 of the vehicle 1. Preferably, the two main guide rollers 35 of a guide unit 30, 32 are arranged spaced from each other. As a result, in addition to a vertically acting force, a torque acting on the lifting masts 19, 20, which are applied on the basis of the mass of the component 17 to be transported, can also be absorbed by the main guide rollers 35.

In particular, it is provided that the main guide rollers 35 cooperate with a guide rail 37, which is formed in the first axle 3 and in the second axle 4. Furthermore, it can be provided that two drive units 38 are formed, which serve to adjust the lifting masts 19, 20 in the transverse direction 9 of the vehicle 1. The drive units 38 can be arranged in particular in the vicinity of the axle carrier 3, 4, so that the two drive units 38 have the greatest possible distance from one another.

It can thereby be achieved that the lifting device 2 has a high stability. The drive unit 38 may comprise, for example, a hydraulic cylinder 39, which is designed to be able to move the lifting masts 19, 20 in the transverse direction 9. Preferably, it can be provided that the two drive units 38 are switched synchronously with each other in order to achieve a uniform ejection of the two masts 19, 20.

In an alternative variant, it can be provided that the drive unit 38 comprises a servomotor with a traction means, such as a toothed belt or a chain, wherein the two masts 19, 20 are coupled to the traction means, whereby the adjustment of the Lifting device 2 can be achieved. In yet another embodiment, it can be provided that the drive unit 38 has, for example, an adjusting spindle, such as a threaded spindle. Furthermore, it can be provided that the first guide unit 30 or the second guide unit 32 has a stabilization module 40, which serves for guiding or positioning the main guide rollers 35 in the longitudinal direction 8 of the vehicle 1. The stabilization module 40 can in particular interact with a stabilizing rail 41, which can be arranged in the first axle carrier 3 or in the second axle carrier 4. In particular, it can be provided that the stabilization module 40 comprises one or more sliding elements 42, which are received in the stabilization guide rail 41 and thereby the sliding guide of the stabilization module 40 in the stabilization guide rail 41 can be achieved. Another possible embodiment of the stabilization module 40 is shown in FIG. 7.

The stabilization module 40 may additionally serve to increase the rigidity of the vehicle 1.

Furthermore, as shown in FIG. 5, it may optionally be provided that at least one extendable support 67 is arranged on the first axle carrier 3 and / or on the second axle carrier 4. It is advantageous if the support 67 is arranged near a longitudinal side of the axle carrier 3, 4 and close to the free space 6. In order not to disturb the operation of the vehicle 1 in narrow aisles can be provided that the support 67 is disposed within the width 18 of the vehicle 1. The support 67 is preferably arranged on that side of the vehicle 1 on which the free space 6 is formed. Furthermore, it can be provided that two supports 67 are formed on one side of the vehicle 1 per axle carrier 3, 4, wherein one of the supports 67 can be arranged in each case in front of and behind the wheel.

In a further embodiment, not shown, it can be provided that, in addition to the support 67, which is arranged on the side of the vehicle 1 on which the free space 6 is formed, at least one support 67 on the opposite side of the vehicle 1 is arranged. This can also be the case with both axle carriers 3, 4. As can be seen particularly well from a combination of FIGS. 1 and 3, it can be provided that the two lifting masts 19, 20 each have a telescopic running rail system 43, whereby the carriage 23 is adjustable in the vertical direction. In particular, it is provided that the two lifting masts 19, 20 are controlled such that the carriages 23 of the two masts 19, 20 are moved synchronously with each other. The rail system 43 may have a first pair of rails 44, which are arranged directly next to the carriage 22. The first pair of rails 44 may have two individual rails 45, which are U-shaped and formed at an open end 46 of the U for receiving a guide roller 47 of the carriage 23.

In particular, it is provided that two guide rollers 47 are formed on the carriage 23 on both sides, which serve for load bearing and torque absorption in the carriage 23. Furthermore, it can be provided that the first pair of rails 44 is also slidably received via guide rollers in a second pair of rails 48. As a result, the telescopic function of the lifting mast 19, 20 can be achieved.

Furthermore, it is provided that the two axle 3, 4 and the connecting structure 5 are modular and are each formed as a separate component group. In particular, a first side 49 of the connecting structure 5 can be coupled to the first axle carrier 3, whereby a first connection point 50 is formed. Furthermore, a second side 51 of the connecting structure 5 may be coupled to the second axle support 4, whereby a second connection point 52 is formed. The connection points 50, 52 may be formed by a material connection, in particular a joint connection, such as a welded connection.

In a further embodiment, it is also conceivable that the connection points 50, 52 are formed by the fact that the first axle carrier 3 and / or the second axle carrier 4 are coupled to the connecting structure 5 by attachment means 53. Such fastening means 53 can be screws, for example.

FIG. 6 shows a further embodiment of the first connection point 50, which is possibly independent of itself, wherein the same reference numerals again refer to the same parts or component names as used in the preceding figures 1 to 5. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding figures 1 to 5 or reference. FIG. 6 shows a schematic representation of the first connection point 50 between the first axle carrier 3 and the connection structure 5. The second connection point 52 can be designed analogously to this representation or to this description. For the sake of brevity, the second junction 52 will not be described separately, but it will be understood that it is within the ability of those skilled in the art to form the analogies of the first junction 50 and the second junction 52.

As can be seen from FIG. 6, it can be provided that the first axle carrier 3 is connected to the connecting structure 5 by means of a fastening means 53. In particular, it can be provided that a connecting plate 54 is formed on the connecting structure 5, which is formed in a flange-like manner and which holds the fastening means

54 serves. The fastening means 54 need not be arranged in the outer region of the connecting structure 5, but it is also conceivable that the fastening means 54 are arranged hidden in the inner region of the connecting structure 5. Furthermore, it can be provided that a connecting plane through the connecting plate 54

55 is formed, which is a clear parting plane between the connecting structure 5 and the first axle 3. Such a connection plane 55 can also be formed in a welded construction or in a simple frame construction without a connecting plate 54.

Furthermore, it can be provided that, for example, on the first axle 3, a centering pin

56 is formed, which cooperates with a bolt receptacle 57. The bolt receptacle 57 can in this case be formed in the connecting structure 5, in particular in the connecting plate 54. Alternatively, it is also conceivable that the centering pin 56 is formed on the connecting structure 5 and the bolt receptacle 57 on the first axle 3. Furthermore, it can be provided that 5 supply lines 58 are formed in the connecting structure, which can be designed in particular as power lines or as hydraulic lines. The supply lines 58 may be coupled together in the region of the connection point 50 by means of a coupling 59.

FIG. 7 shows a further embodiment of the connection between the first guide unit 30 and the first axle support 3, which may be independent of itself, wherein the same reference numerals or component designations are used again for the same parts as in the preceding FIGS. 1 to 5. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding figures 1 to 5 or reference. Since the connection between the second guide unit 32 and the second axle carrier 4 can be constructed the same, this will not be described separately.

As can be seen from FIG. 7, it can be provided that the stabilization module 40 of the guide unit 30 has a stabilization guide roller 60 which interacts with the stabilizer guide rail 41. In particular, it may be provided that the stabilization guide roller 60 is arranged such that a rotation axis 61 of the stabilization guide roller 60 is arranged substantially vertically. FIG. 8 shows another embodiment of the vehicle 1 with a lateral lifting device 2, which is possibly independent of itself, wherein the same reference numerals or component designations are used again for the same parts as in the preceding FIGS. 1 to 7. To avoid unnecessary repetition, reference is made to the detailed description in the preceding figures 1 to 7 or reference.

As can be seen from FIG. 8, provision can be made for a bottom construction 62 to be formed in the free space 6, which serves to stabilize or support the connecting structure 5. Furthermore, it can be seen from FIG. 8 that it can be provided that a traction means 63 can be provided as the drive unit 38 for adjusting the lifting masts 19, 20 in the transverse direction 9. In addition, as can be seen in FIG. 8, the driver's cab 10 can be arranged centrally on the vehicle 1, in particular centrally with respect to the longitudinal axis 7 of the vehicle 1 on the first axle carrier 3. By such an arrangement of the driver's cab 10, the view of the machine operator on the component 17 to be transported can be improved.

Furthermore, it can be provided that the driver's cab 10 is rotatably arranged on the first axle carrier 3. By this measure, the view of the machine operator on the component 17 to be transported can also be improved. Furthermore, it can be provided that the first pair of wheels 13 is designed in the form of an articulated steering.

Furthermore, as can be seen in FIG. 8, it may be provided that special carrying forks 27 are provided for components 17 to be transported, which are designed in the form of coils, which serve to receive the components 17 to be transported.

The support forks 27 are particularly designed to cooperate with a round mandrel 64 of a shelf designed to receive the spool. FIG. 9 shows a further embodiment of the support fork 27, which may be independent of itself, wherein the same reference numerals or component designations are used again for the same parts as in the preceding FIGS. 1 to 8. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding figures 1 to 8 or reference.

In particular, as can be seen from Fig. 9, be provided that the support fork 27 a first Traggab elseite 65 and a second support fork was te 66, wherein the mandrel 64 when placing the component 17 on the shelf between the two support fork sides 65, 66 is introduced and the subsequent lowering of the fork holder 24, the load of the component 17 is transferred from the support fork 27 on the mandrel 64. FIG. 10 shows a further embodiment of the vehicle 1 with lateral lifting device 2, which may be independent of itself, wherein the same reference numerals or component designations are used again for the same parts as in the preceding FIGS. 1 to 9. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding Figures 1 to 9 or reference.

In the embodiment of FIG. 10, similar to the embodiment of FIG. 1, the first pair of wheels 13 of the first axle support 3 is directed. The driver's cab 10 is arranged centrally in the embodiment of FIG. 10 with respect to the longitudinal axis 7 of the vehicle 1, wherein the driver's cab 10 may also be designed to be rotatable in order to improve the view of the component to be transported.

The embodiments show possible embodiments, it being noted at this point that the invention is not restricted to the specifically illustrated embodiments of the same, but rather also various combinations of the individual embodiments are mutually possible and this possibility of variation due to the doctrine of technical action by representational Invention in the skill of those skilled in this technical field. The scope of protection is determined by the claims. However, the description and drawings are to be considered to interpret the claims. Individual features or combinations of features from the illustrated and described different embodiments may represent for themselves inventive solutions. The problem underlying the independent inventive solutions can be taken from the description.

All statements of value ranges in the present description should be understood to include any and all sub-ranges thereof, e.g. is the statement 1 to 10 to be understood that all sub-areas, starting from the lower limit 1 and the upper limit 10 are included, ie. all sections start with a lower one

Limit of 1 or greater and end at an upper limit of 10 or less, eg 1 to 1.7, or 3.2 to 8, 1, or 5.5 to 10. For the sake of order, it should finally be pointed out that for a better understanding of the construction, elements have been shown partially unevenly and / or enlarged and / or reduced in size.

S e c e c o f e c e s t a c tio n vehicle 30 first guide unit

Lifting device 31 second side second mast first axle support 32 second guide unit

second axle carrier 33 second side first mast connecting structure 34 first side second mast free space 35 main guide roller guide longitudinal axis vehicle

Longitudinal direction of the vehicle 36 Rotation axis Main guide roller Transverse direction of the vehicle 37 Guide rail Main guide driver's cab

Support level 38 Drive unit

Edge of axle carrier 39 Hydraulic cylinder

first pair of wheels first axle support 40 stabilization module

second pair of wheels second axle strut 41 Stabilization guide rail ger 42 Sliding element

Length of the vehicle 43 Track system

clear length 44 first pair of rails

Component to be transported 45 Single rail first rail pair Width vehicle 46 open end Single rail first mast 47 Guide roller Carriage second mast 48 Second pair of rails

first fork holder receptacle 49 first side connecting structure second fork holder receptacle

Carriage 50 first connection point

Fork holder 51 second side connecting constructor side fork holder tion

second side fork holder 52 second joint

Fork carrier fork 53 Fasteners

Strut 54 connecting plate

first page first mast 55 connection level centering

bolt Hole

supply lines

clutch

Stabilization guide roller Rotation axis Stabilization guide roller

floor construction

traction means

mandrel

first carrying fork side

second carrying fork side

support

Claims

Patent claims

1. vehicle (1) with lateral lifting device (2), comprising at least a first axle carrier (3) and a second axle carrier (4), wherein the two axle carrier (3, 4) by means of a laterally eccentrically arranged connecting structure (5) are coupled together and wherein the lifting device (2) is arranged in a free space (6) between the two axle carriers (3, 4), characterized in that the two axle carriers (3, 4) and the connecting structure (5) have a modular construction and each as a separate component group are formed, wherein the connecting structure (5) on a first side (49) is coupled to the first axle carrier (3), whereby a first connection point (50) is formed, and on a second side (51) with the second axle carrier (4 ), whereby a second connection point (52) is formed.

2. Vehicle according to claim 1, characterized in that the axle carriers (3, 4) are each coupled to the connecting structure (5) at a connecting plane (55).

3. Vehicle according to claim 2, characterized in that the connecting plane (55) is formed by at least one connecting plate (54). 4. Vehicle according to one of the preceding claims, characterized in that the connecting structure (5) and the axle carrier (3,

4) by means of a thermal joint connection, preferably a welded joint, are interconnected.

5. Vehicle according to one of claims 1 to 3, characterized in that the connecting structure (5) and the axle carrier (3, 4) by means of at least one fastening means (53), preferably a screw, are interconnected.

6. Vehicle according to one of the preceding claims, characterized in that in the connection point (50, 52) has a centering, in particular a centering pin (56), with a corresponding Zentriermittelgegenstück, in particular a bolt receptacle (57), cooperating, whereby the first axle carrier (3) is positioned relative to the connecting structure (5) and / or the second axle support (4) is positioned relative to the connecting structure (5).

7. Vehicle according to one of the preceding claims, characterized in that the connecting structure (5) is designed as a framework.

8. Vehicle according to one of the preceding claims, characterized in that between the first axle carrier (3) and the second axle carrier (4) extending supply lines (58), such as power lines and / or hydraulic lines are guided in the region of the connecting structure (5), wherein the supply lines (58) in the region of the connection point (50, 52) are coupled by means of a coupling (59).

9. Vehicle according to one of the preceding claims, characterized in that the connecting structure (5) is telescopic, and thereby a length (15) of the vehicle (1) is variable.

10. Vehicle according to one of the preceding claims, characterized in that the lifting device (2) has at least one first lifting mast (19) with a first vertically movable fork holder receptacle (21) and a second mast (20) with a second vertically movable fork holder receptacle (22). includes.

11. Vehicle according to claim 10, characterized in that the two masts

(19, 20) horizontally in the transverse direction (9) of the vehicle (1) are displaceable.

12. Vehicle according to claim 10 or 11, characterized in that the two masts (19, 20) by means of a strut (28) are supported against each other.

13. Vehicle according to one of claims 10 to 12, characterized in that the first mast (19) on a first axle (3) facing first side (29) has a first guide unit (30) and that the second mast (20) has a second guide unit (32) on a second side (31) facing the second axle carrier (4).

14. Vehicle according to claim 13, characterized in that the two guide units (30, 32) each have at least two horizontally spaced main guide rollers (35) with horizontally oriented rotation axis (36), which main guide rollers (35) each with a in the Acherträgern (3, 4) arranged guide rail (37) cooperate, wherein the main guide rollers (35) for receiving the on the lifting device (2 ) and the two guide units (30, 32) each comprise at least one stabilization module (40) acting in the horizontal longitudinal direction (8) of the vehicle (1) for horizontal positioning of the main guide rollers (35) in the guide rail (37) is used.

15. Vehicle according to one of the preceding claims, characterized in that the first axle carrier (3) has a first pair of wheels (13) and the second axle carrier (4) has a second pair of wheels (14), wherein both wheel pairs (13, 14) are steerable ,

16. Vehicle according to one of the preceding claims, characterized in that the connecting structure (5) on the lateral edge (12) of the axle (3, 4) is arranged so that the vehicle (1) is formed in plan view U-shaped, wherein the two mutually parallel legs of the U-shaped vehicle (1) by the axle (3, 4) are formed and the free space (6) for receiving the lifting device (2) is formed on the open side of the U-shaped arrangement.

17. Vehicle according to claim 5, characterized in that the connecting structure (5) and the axle carrier (3, 4) by dissolving the fastening means (53) are non-destructively removable from each other.

18. Vehicle according to one of the preceding claims, characterized in that in the free space (6) a bottom construction (62) is arranged.

19. Vehicle fleet with at least two vehicles (1) with lateral lifting device

(2), characterized in that both vehicles (1) are designed according to one of the preceding claims, wherein the first axle carrier (3) and the second axle carrier (4) of both vehicles (1) are identical and wherein the connecting structure ( 5) of the two vehicles (1) has a different length (15).

20. A manufacturing method for producing a vehicle (1) with lateral lifting device (2), in particular a vehicle (1) according to one of the preceding claims, characterized in that the manufacturing method comprises the following method steps:

- Providing a first axle carrier (3);

- Providing a second axle carrier (4);

- Providing a connecting structure (5);

- Providing the lifting device (2);

- Connecting the connecting structure (5) with the first axle carrier (3) and the second axle carrier (4);

- Install the lifting device (2).