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EP0179256A1 - Véhicule articulé transversalement - Google Patents

Véhicule articulé transversalement Download PDF

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Publication number
EP0179256A1
EP0179256A1 EP85111605A EP85111605A EP0179256A1 EP 0179256 A1 EP0179256 A1 EP 0179256A1 EP 85111605 A EP85111605 A EP 85111605A EP 85111605 A EP85111605 A EP 85111605A EP 0179256 A1 EP0179256 A1 EP 0179256A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
joint according
rotation
axis
parallel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP85111605A
Other languages
German (de)
English (en)
Other versions
EP0179256B1 (fr
Inventor
Max Brändli
Hansueli Feldmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Digitron AG
Original Assignee
Inventio AG
JD Technologie AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG, JD Technologie AG filed Critical Inventio AG
Priority to AT85111605T priority Critical patent/ATE39677T1/de
Publication of EP0179256A1 publication Critical patent/EP0179256A1/fr
Application granted granted Critical
Publication of EP0179256B1 publication Critical patent/EP0179256B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07586—Suspension or mounting of wheels on chassis

Definitions

  • the present invention relates to a joint for a vehicle which is cross-divided within its wheel base for the movable connection of two vehicle parts which can be pivoted about an axis of rotation against stops with wheels rigidly guided in the vertical direction.
  • Such joints are generally applicable when it comes to ensuring a stable and accurate travel on vehicles with more than 3 wheels on uneven road surfaces.
  • the vertical forces are statically indefinite in vehicles with more than three wheels rigidly guided in the vertical direction.
  • Such vehicles are known to have the problem that the grip of at least one, for example steerable, drive wheel can be reduced in the event of an uneven road surface, which impairs the tilting stability and makes it more difficult to drive on uneven ground.
  • Such static uncertainties can be remedy by installing joints, which is generally required for n axis lines (n-2).
  • a lift truck in which a pendulum joint is arranged between the drive part and the load carrier part, which oscillates the two vehicle parts about a pendulum pin parallel to the loader longitudinal axis against two preloaded support elements arranged between the vehicle parts enables.
  • the pendulum pin thus forms an axis of rotation extending in the longitudinal direction of the loader about which the drive part and load carrier part pivot relative to one another.
  • the two support elements each consist of an elastic ring clamped between limiting sleeves and are arranged at the greatest possible distance from the pendulum pin. They each have an axial pressure-transmitting slide washer and limit the amplitude of the mutual pivoting of the drive part and load carrier part.
  • a first disadvantage of this articulated connection is that a pivoting of the two carriage parts about an axis of rotation running transversely to the longitudinal axis of the carriage is not possible or is not possible to the desired extent. If vehicles equipped in this way have more than 2 axles, they are not able to compensate for uneven wear of the wheel bandages in the longitudinal direction of the wagon or to adapt to roadways that have transverse ripples or are made up of horizontal, rising and falling sections det. This has proved to be particularly disadvantageous since F lur dirty Wege often have more than two axles and need to drive in an increased mass ramps with considerable slope or large pitch. In all these cases, the grip of one or more wheels can be reduced in spite of the present pendulum joint, which has a negative effect on the driving behavior and the stability against tipping, particularly in the case of steered and braked drive wheels.
  • the present pendulum joint cannot be displaced in the longitudinal direction of the car due to its design and is therefore not suitable for influencing the load on the axles.
  • different arrangements of the pendulum pin are provided, but not in the longitudinal direction of the carriage but only transversely to it. There is therefore no possibility ability to adjust the distribution of the axle loads to the operating conditions or the course of the road by longitudinally displacing the pendulum joint. The invention seeks to remedy this.
  • Fig. 1 shows a cross-divided industrial truck 1 with a load-bearing ride-on part 3, which is supported on one end on rollers 9, 9 'and on the other hand can be coupled to a drive part 2 via the joint according to the invention in order to be carried and guided by the latter.
  • the industrial truck 1 provided for the application of the invention can also be cross-divided twice and consist of a ride-on part 3, which is supported on both ends by an identically constructed, mirror-symmetrically arranged drive part 2.
  • the drive part 2 has at least one steered and braked drive wheel 4 and is further supported by at least two symmetrically arranged, self-steering support wheels 5, 5 '.
  • the wheels 4, 5, 5 ', 9, 9' which are rigidly guided in the vertical direction, determine 3 axis lines 4.1, 5.1, 5.1 'and 9.1, 9.1', so that for the unambiguous definition of the vertical support of the industrial truck 1 (3-2), ie 1 joint according to the invention is required.
  • Figures 2 and 3 represent the basic structure of the drive-side vehicle end part and show schematically in elevation or in perspective how drive part 2 and ride-on part 3 are movably connected to one another with the joint according to the invention.
  • the connection according to the invention consists of two support elements arranged on both sides of the vehicle 1 symmetrically to its vertical longitudinal center plane, namely 6, 6 'for forces running in the transverse and vertical directions of the drive part 2 and 7, 7' for tensile and braking forces.
  • This serves as a virtual axis of rotation A for the virtual joint, which has the same effect as the articulated connection through the support elements 6, 6 'and 7, 7'
  • the arrangement of the support elements 6, 6 'and 7, 7' and the course of the parallel pendulum supports 15, 15 ' are chosen so that the resulting virtual axis of rotation A optimally corresponds to the operational requirements. This is explained in detail in FIGS. 4 and 5.
  • the steerable drive wheel 4, the trailing support wheels 5, 5 'and the rollers 9, 9' are designed and arranged in a known manner.
  • FIG. 4 shows the basic relationship between the joint according to the invention, as it is formed by the support elements 6, 6 'and 7, 7', and the virtual swivel joint which has the same effect.
  • Its virtual axis of rotation A results as a straight line 28 between the transverse plane 29 parallel to the height axis 19 of the vehicle part 2 through the support rollers 11, 11 'and the plane 30 through the two parallel pendulum supports 15, 15'.
  • the deflection angle a between the longitudinal central axis 24 of the drive part 2 and the longitudinal central axis 25 of the ride-on part 3 serves for the quantitative detection of the deflection of the two vehicle parts 2, 3 made possible by the support elements 6, 6 'and 7, 7'.
  • each deflection angle a corresponds to a position of the support rollers 11, 11 'in the coulisse 8 or 8', an inclination of the parallel pendulum supports 15, 15 'and a virtual axis of rotation A.
  • FIGS. 5a-d show two vehicle parts 2, 3 connected according to the invention on uneven road surfaces, four, particularly frequently occurring, being shown: namely a cross-wave (41), a concave-convex (42), a convex-convex (43) and a lane (44) rotated about the longitudinal direction.
  • a cross-wave 41
  • a concave-convex 42
  • a convex-convex 4
  • a lane (44) rotated about the longitudinal direction.
  • the grip of all vehicle wheels 4, 5, 5 ', 9, 9' is guaranteed.
  • the joint according to the invention makes it possible to have roadways which, up to now, have not been, or have only been, restricted with more than 3 wheels rigidly guided in the vertical direction could be driven.
  • four particularly typical courses are shown in FIGS. 6b-6e in comparison with a horizontal roadway 33 according to FIG. 6a; namely the transitions between horizontal paths 27 and rising or falling ramps 31 and 32.
  • the steering of the drive wheel 4 in the drive part 2 can be done manually in a known manner, by means of a Drawbar, or - as provided in Fig. 1 - automatically, by scanning a guideline embedded in the ground or shown in a vehicle-based memory.
  • the trailing support wheels 5, 5 ' are self-steering because they have steering axes 5.2, 5.2' arranged at a distance from their running axes 5.1, 5.1 '.
  • the industrial truck 1 can be moved both forwards and backwards, the drive part 2 leading in the main direction of travel "forwards" in order to pull the travel part 3.
  • the joint according to the invention is therefore used equally for the transmission of tensile and braking forces.
  • FIGS. 2 and 3 show in detail how the support elements 6, 6 '; 7, 7 'for the function of the joint according to the invention and how this function is determined exclusively by the mutual deflection of the two vehicle parts 2, 3, regardless of their position in relation to the horizontal.
  • both vehicle parts 2, 3 are shown on the horizontal road in FIGS. 2 and 3, while in FIG. 4 the traveling part 3 is additionally deflected by the angles + a and -a relative to the horizontal drive part 2.
  • the virtual rotation axis A moves parallel to itself and goes to the new virtual axis of rotation A. about. The same process is repeated for negative deflection -a.
  • the pendulum supports 15, 15 'pivot into the inclinations 40, 40', the support rollers 11, 11 'move into the positions 37, 37' and the virtual axis of rotation A merges into the virtual axis of rotation A 2 .
  • the position of the virtual axis of rotation A with respect to the drive part 2 depends on the deflection angle Q
  • its parallel displacement is an exclusive function of the deflection direction, regardless of the deflection angle ue from which the deflection takes place. Accordingly, the virtual axis of rotation A shifts in the positive direction when deflected, downward in the forward direction and upward in the negative direction when deflected.
  • the joint according to the invention functions as compensation for the unevenness, so that with the five vehicle wheels 4, 5, 5 ', 6, 6' provided, a statically clearly determined vertical support is achieved.
  • 5d are compensated by the torsional elasticity of the vehicle 1.
  • Oblique-wave roadways, not shown here, can be controlled by the interaction of the joint according to the invention and torsional elasticity.
  • FIGS. 6a-6e show the function of the joint according to the invention on different road surfaces; namely when driving on the flat, horizontal road 33 according to FIG. 6a, the positive gradient transitions according to FIGS. 6b, 6e and the negative gradient transitions according to FIGS. 6c, 6d.
  • the drive wheel 4 When entering the ascending ramp 31 according to FIG. 6b, the drive wheel 4 produces an increased drive torque, which necessitates an increase in its axle load. This is brought about by the torque of the tensile force acting on the drive part 2, since its point of action shifts downwards with the virtual axis of rotation A in the forward direction of travel when the deflection is positive.
  • the subsequent exit on the horizontal path 27 (FIG.
  • the drive torque on the drive wheel 4 is reduced by the max. Do not exceed driving speed.
  • the axle load on the drive wheel 4 is reduced in this area because, as a result of the negative deflection, the virtual axis of rotation A and thus the point of application of the tractive force are shifted upward in the reverse travel direction.
  • a further reduction in the drive torque is required at the transition from the horizontal carriageway 27 to the descending ramp 32 according to FIG. 6d if the max. Driving speed must not be exceeded.
  • the reduction in the axle load that this enables is in turn set automatically by virtue of the virtual deflection due to the negative deflection of the two vehicle parts 2, 3 The axis of rotation and thus the point of application of the tractive force are shifted upwards.
  • the braking torque must be reduced during the exit from the descending ramp 32 shown in FIG. 6e in order to gradually switch over to a drive torque.
  • This allows a corresponding reduction in the axle load on the drive wheel 4, for which purpose the virtual axis of rotation and thus the point of application of the braking force are shifted downwards by the deflection of the two vehicle parts.
  • the virtual axis of rotation A is displaced from its central position by the positive and negative deflections + a and -a such that the torques acting on the drive part 2 as a result of the tensile and braking forces act automatically on the axle load of the drive wheel 4 adapt to the drive and braking torques to be provided by it.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)
  • Vessels, Lead-In Wires, Accessory Apparatuses For Cathode-Ray Tubes (AREA)
  • Heterocyclic Carbon Compounds Containing A Hetero Ring Having Oxygen Or Sulfur (AREA)
  • Vehicle Body Suspensions (AREA)
  • Soil Working Implements (AREA)
  • Agricultural Machines (AREA)
  • Arrangement Of Transmissions (AREA)
  • Body Structure For Vehicles (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
EP85111605A 1984-10-26 1985-09-13 Véhicule articulé transversalement Expired EP0179256B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85111605T ATE39677T1 (de) 1984-10-26 1985-09-13 Quergeteiltes fahrzeug mit gelenkig verbundenen teilen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH5134/84 1984-10-26
CH513484 1984-10-26

Publications (2)

Publication Number Publication Date
EP0179256A1 true EP0179256A1 (fr) 1986-04-30
EP0179256B1 EP0179256B1 (fr) 1989-01-04

Family

ID=4288516

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85111605A Expired EP0179256B1 (fr) 1984-10-26 1985-09-13 Véhicule articulé transversalement

Country Status (8)

Country Link
US (1) US4690422A (fr)
EP (1) EP0179256B1 (fr)
JP (1) JPS61105203A (fr)
AT (1) ATE39677T1 (fr)
CA (1) CA1262747A (fr)
DE (1) DE3567195D1 (fr)
ES (1) ES8609049A1 (fr)
FI (1) FI84158C (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2184255A1 (fr) * 2008-11-10 2010-05-12 Frederick Leslie Brown Chariots élévateurs autopropulsés

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB476991A (en) * 1935-06-07 1937-12-15 Yale & Towne Mfg Co Improvements in and relating to lifting trucks
US2395345A (en) * 1942-09-10 1946-02-19 Irvin F Schreck Industrial truck
GB1376868A (en) * 1973-05-29 1974-12-11 Stockamoellan Ab Fork lift trucks
GB2071050A (en) * 1980-03-11 1981-09-16 Jungheinrich Kg Lift truck having an articulated joint intermediate a load carrier member and a drive member
US4463832A (en) * 1982-04-08 1984-08-07 Clark Equipment Company Industrial truck

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2370866A (en) * 1943-07-05 1945-03-06 Salsbury Corp Industrial truck
US2601171A (en) * 1947-02-14 1952-06-17 Irvin F Schreck Power propelled truck of the type provided with a steering handle connected to a swiveled traction wheel
US2640611A (en) * 1948-10-22 1953-06-02 Clark Equipment Co Industrial truck
SE172996C1 (fr) * 1957-09-25 1960-10-04
FR1229113A (fr) * 1958-06-14 1960-09-05 Chariot élévateur à fourche, perfectionné
US3105705A (en) * 1960-12-15 1963-10-01 Richard Paul Pierre Coupling arrangement between a halftrailer and a tractor
US3246713A (en) * 1963-11-29 1966-04-19 Universal American Corp Industrial truck
US3378159A (en) * 1967-02-13 1968-04-16 Clark Equipment Co Upright mounting means for lift truck
FR2347254A1 (fr) * 1976-04-09 1977-11-04 Baroni Michel Tracteur auto-chargeur, tous terrains et porte-outils

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB476991A (en) * 1935-06-07 1937-12-15 Yale & Towne Mfg Co Improvements in and relating to lifting trucks
US2395345A (en) * 1942-09-10 1946-02-19 Irvin F Schreck Industrial truck
GB1376868A (en) * 1973-05-29 1974-12-11 Stockamoellan Ab Fork lift trucks
GB2071050A (en) * 1980-03-11 1981-09-16 Jungheinrich Kg Lift truck having an articulated joint intermediate a load carrier member and a drive member
US4463832A (en) * 1982-04-08 1984-08-07 Clark Equipment Company Industrial truck

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2184255A1 (fr) * 2008-11-10 2010-05-12 Frederick Leslie Brown Chariots élévateurs autopropulsés

Also Published As

Publication number Publication date
EP0179256B1 (fr) 1989-01-04
ATE39677T1 (de) 1989-01-15
JPS61105203A (ja) 1986-05-23
ES547821A0 (es) 1986-09-01
ES8609049A1 (es) 1986-09-01
US4690422A (en) 1987-09-01
CA1262747A (fr) 1989-11-07
FI84158B (fi) 1991-07-15
FI854162A0 (fi) 1985-10-24
DE3567195D1 (en) 1989-02-09
FI84158C (fi) 1991-10-25
FI854162L (fi) 1986-04-27

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