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EP3696133B1 - Chariot de manutention doté d'un toit de protection du conducteur - Google Patents

Chariot de manutention doté d'un toit de protection du conducteur Download PDF

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Publication number
EP3696133B1
EP3696133B1 EP20153496.3A EP20153496A EP3696133B1 EP 3696133 B1 EP3696133 B1 EP 3696133B1 EP 20153496 A EP20153496 A EP 20153496A EP 3696133 B1 EP3696133 B1 EP 3696133B1
Authority
EP
European Patent Office
Prior art keywords
industrial truck
strut
struts
crown
nominal
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.)
Active
Application number
EP20153496.3A
Other languages
German (de)
English (en)
Other versions
EP3696133A1 (fr
Inventor
Michael Schüler
Helmut Lohmann
Holger Brunckhorst
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.)
Jungheinrich AG
Original Assignee
Jungheinrich 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 Jungheinrich AG filed Critical Jungheinrich AG
Publication of EP3696133A1 publication Critical patent/EP3696133A1/fr
Application granted granted Critical
Publication of EP3696133B1 publication Critical patent/EP3696133B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B66F9/07545—Overhead guards

Definitions

  • the present invention relates to an industrial truck with an overhead guard which has a crown and at least two struts connected to a vehicle frame.
  • the overhead guard fulfills the task of protecting the driver from falling loads. These loads can originate, for example, from a load carrying means with a high lift or other falling loads or objects, for example in a warehouse. With regard to the requirements of the overhead guard, it is defined which mechanical loads a overhead guard must at least withstand.
  • One of these possible load requirements is defined by the so-called Oregon test, in which an elongated load with a predetermined weight falls centrally onto the overhead guard from a predetermined height. The aim of these tests is to protect the driver by ensuring sufficient survival space even after the load and the associated deformation of the overhead guard. In addition to these requirements for the stability of the overhead guard, the overhead guard naturally also impairs the driver's view of the surroundings.
  • the overhead guard is too large, it is difficult to look upwards. If the overhead guard is held in place by a large number of struts, the view of the surroundings is also restricted. In the case of overhead guards, a distinction must also be made as to whether this offers protection to a seated or standing driver. For the standing driver, the overhead guard is generally to be equipped with longer struts, which naturally creates particular problems with regard to its stability and buckling of the struts.
  • the invention is based on the object of providing an industrial truck with a driver's protection roof which, with simple means, ensures sufficient survival space for a driver in the event of a load.
  • the object is achieved by an industrial truck with the features of claim 1.
  • the subjects of the subclaims form advantageous refinements.
  • the industrial truck according to the invention has an overhead guard which has a crown and at least two struts connected to a vehicle frame.
  • the struts are located on opposite sides of the vehicle and carry the crown.
  • two or more of the at least two struts each have at least one desired kink in which the strut is inclined inward.
  • an outwardly curved contour is thus created, in which the distance between the struts towards the crown is preferably smaller.
  • the expression "inclined inwards” does not refer to an absolute orientation of the struts in space, but to a relative deviation from a straight course produced by the desired kink.
  • a strut that runs outward from a vehicle center vertical up to its desired bend and runs outward less strongly after the desired bend or runs along a vertical is also inclined inward at the desired bend.
  • the load is absorbed and passed into the vehicle frame via the struts.
  • the strut is first deformed in its intended kink.
  • the acting load is converted into deformation work of the strut at the desired kink.
  • the struts bend outwards, as the intended kink already points inwards. Inside and outside is defined for the struts in such a way that inward denotes a direction towards the vehicle, in the middle of the vehicle, while outward denotes a direction away.
  • the predetermined target kink in two or more struts it is ensured that both struts are deformed outwards and the roof does not shift sideways or kink.
  • the applied load is absorbed by at least two struts and thus better diverted into the vehicle frame. There is thus a deformation of the struts, which leads to a uniform bulging of the struts. A partial kinking of an individual strut, which then excessively restricts the survival space for an operator, can be avoided in this way.
  • the desired kink is provided by a fold in the strut.
  • the fold in the strut is preferably aligned horizontally, the strut being inclined with the fold inwards.
  • Each strut preferably has a first strut section which is connected to a frame and which merges into a second strut section at a desired bend.
  • the second strut section preferably runs inclined inwards, so that the distance between two second strut sections decreases towards the crown.
  • the use of a fold also has the particular advantage that it is visually almost negligible and the wall thickness of the strut is not reduced. Initial investigations have shown that a bending angle of less than 10 °, preferably less than 5 °, is sufficient to achieve the controlled, uniform deformation of the strut in the event of a load.
  • the strut When using a desired kink per strut, the strut opens into the roof crown at a kink angle of the desired kink. If a first strut section is vertical, the kink angle is equal to the angle in the desired kink. If the first strut section has an inward or outward inclination, the bending angle deviates from a bending angle in the desired kink. In order to avoid this, provision can be made for a second desired kink with an opposite orientation to be provided for each of the desired bends.
  • a first goes with the frame of the vehicle connected strut section in the first desired kink in an intermediate section. The intermediate section merges with the second desired bend into a third strut section connected to the crown and / or the roof.
  • the first and second setpoint bends per strut are preferably dimensioned in such a way that the first and third strut sections run parallel to one another.
  • the first and third strut sections preferably run vertically, while the intermediate section provided between the two desired bends runs obliquely to this.
  • the overhead guard is provided with a circumferential crown which is connected to the strut.
  • the circumferential crown can be arranged horizontally and a horizontally extending connecting edge can be provided for the struts. The connection to hold the crown is then made along the connecting edge.
  • at least one of the struts has a crown section at its end facing the crown, which is connected to the rest of the crown of the overhead guard.
  • a crown running around in one or a few sections is not provided, but sections of the crown are attached to an end region of the strut in order to form the overall circumferential crown together with this end region.
  • the vehicle is equipped with a stand under the overhead guard.
  • the provision of the overhead guard for a stand is a particular technical challenge, because the stand requires longer struts due to its height, which have a greater tendency to kink on one side in the event of a sudden load. This technical challenge is all the greater when the overhead guard is held by only two struts for a good view of the area.
  • the industrial truck is preferably equipped with a high-lift frame so that the overhead guard also protects the driver from falling loads.
  • the strut is made from a flat sheet of metal.
  • the flat metal sheet forms a flat surface without a profile in the longitudinal direction, which minimizes the visual restriction of the field of vision into the surroundings.
  • the desired bend of the struts is provided in an upper half of the strut, this means that, based on the total length of the strut, the desired bend is arranged closer to the protective roof than to the vehicle frame.
  • Fig. La shows an industrial truck 10 in a view from the side.
  • the industrial truck has a drive part 12 and a load part 14.
  • the load part 14 has an at least two-section lifting mast 15, the load arms 18 of which can be raised in free lift and high lift.
  • the load part 14 also has wheel arms 20 which are each supported at their end facing away from the vehicle via one or more load rollers.
  • the drive part 12 has a vehicle component compartment 14 and an operating area 16.
  • the vehicle 10 is controlled by one in the operating area 16 standing operator.
  • the operator controls the vehicle via an operating element 22.
  • the operating area 16 is protected from above by a driver's canopy 24 which is supported by two struts 26 and has a crown 28.
  • the crown 28 is carried by the strut 26 along a horizontally extending connection 30.
  • the detailed structure of the roof, which is held by the crown 28, is not shown.
  • a pane of glass can be present here, for example.
  • struts or grids with or without a protective pane can also form the roof within the crown.
  • Figure 1b shows outwardly directed arrows B and double arrows shown as distance arrows C and C ', the distance C' being smaller than the distance C.
  • FIG. 1b shows outwardly directed arrows B and double arrows shown as distance arrows C and C ', the distance C' being smaller than the distance C.
  • a desired kink 32 is provided.
  • the desired bend 32 runs horizontally and ensures that the strut 26 buckles outwards under load from above, so that an O-shaped configuration is present after the load (cf. Fig. 2 ).
  • the struts run vertically in their section connected to the vehicle frame and, after the desired bend, towards one another with a decreasing distance.
  • the struts can also not run vertically in their section connected to the vehicle frame, for example with increasing distance to the outside and then run less strongly to the outside vertically or even to the inside with decreasing distance from the desired bend towards the roof.
  • Fig. 2 shows a view of the driver's platform in the operating area 16.
  • the driver's platform is laterally limited by side walls 38a, 38b, which protect an operator standing on the driver's platform from a side collision.
  • Fig. 2 shows the overhead guard with its crown 28 in its regular position. After a force F acts on the crown 28, it is deformed horizontally to the roof crown 28 '. The two struts 26 are deformed approximately evenly to form the struts 26 'under the acting force F. The deformation is controlled outwards into an O-shape.
  • the desired kinks 32 are inclined inwardly only by a few degrees, for example up to 1 ° or up to 5 ° or up to 10 °.
  • the kinks 32 are created by a horizontal canting of the otherwise flat strut.
  • the strut consists of a flat sheet of metal with a uniform thickness and has no profile. The horizontal arrangement of the desired kinks and the arrangement of these at the same height on the two opposite struts promotes that the struts deform evenly outwards under load and, as shown, bend symmetrically outwards.
  • the strut 26 does not run completely horizontally, but is inclined at an angle with respect to the vertical. If the roof 28 is arranged exactly horizontally, the angle A is an obtuse angle, while the angle A 'is an acute angle.
  • the inclination of the strut 26 has a number of advantages in the event of a load. On the one hand, this increases the length of the connection 30 between the strut 26 and the crown 28. The connection of the strut 26 to the frame is also given a longer interface.
  • the torques acting on the struts in particular in the configuration with only two struts, can be better absorbed without major deformations occurring in the longitudinal direction of the vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Claims (15)

  1. Chariot de manutention (10) doté d'un toit de protection du conducteur (24), qui présente une couronne (28, 28') et au moins deux montants (26, 26') attachés à un châssis de véhicule, qui portent la couronne (28, 28') en étant disposés sur les côtés opposés du véhicule, caractérisé en ce que deux ou plus desdits deux montants (26, 26') au moins présentent respectivement au moins une pliure théorique (32), le montant respectif (26, 26') étant incliné vers l'intérieur.
  2. Chariot de manutention selon la revendication 1, caractérisé en ce que chaque montant (26, 26') présente une première partie de montant reliée au châssis et se continue par une seconde partie de montant à sa pliure théorique, dans lequel la distance (C, C') entre les deux parties de montant diminue en direction de la couronne (28, 28').
  3. Chariot de manutention (10) selon la revendication 1 ou 2, caractérisé en ce que la pliure théorique (32) présente un chanfreinage dans le montant (26, 26').
  4. Chariot de manutention (10) selon l'une des revendications 1 à 3, caractérisé en ce que précisément deux montants (26, 26') sont prévus pour le toit de protection du conducteur (24).
  5. Chariot de manutention (10) selon l'une des revendications 1 à 4, caractérisé en ce qu'au moins deux des pliures théoriques (32) sont pratiquées à la même hauteur sur différents montants.
  6. Chariot de manutention (10) selon l'une des revendications 1 à 5, caractérisé en ce que chacune des pliures théoriques (32) présente une seconde pliure théorique (32) orientée à l'opposé, à tel point qu'une première partie de montant reliée au châssis se continue par une partie intermédiaire dans la première pliure théorique (32), qui se continue par une troisième partie de montant reliée à la couronne (28, 28') dans la seconde pliure théorique (32).
  7. Chariot de manutention (10) selon la revendication 6, caractérisé en ce que la première partie de montant et la troisième partie de montant s'étendent parallèlement l'une à l'autre.
  8. Chariot de manutention (10) selon l'une des revendications 1 à 7, caractérisé en ce que le toit de protection du conducteur (24) est pourvu d'une couronne périphérique (28, 28'), qui est reliée au montant (26, 26').
  9. Chariot de manutention (10) selon l'une des revendications 1 à 7, caractérisé en ce qu'au moins l'un des montants (26, 26') présente une partie de couronne à son extrémité tournée vers le toit de protection du conducteur (24), qui est reliée à la couronne (28, 28') du toit de protection du conducteur (24).
  10. Chariot de manutention (10) selon l'une des revendications 1 à 9, caractérisé en ce que le véhicule présente une place debout sous le toit de protection du conducteur (24).
  11. Chariot de manutention (10) selon l'une des revendications 1 à 10, caractérisé en ce qu'un moyen porte-charge doté d'une grande levée est prévu.
  12. Chariot de manutention (10) selon l'une des revendications 1 à 11, caractérisé en ce que les montants (26, 26') sont fabriqués à base d'une tôle métallique plane.
  13. Chariot de manutention (10) selon l'une des revendications 1 à 12, caractérisé en ce que les angles des pliures théoriques (32) sont inférieurs à 10 degrés, de préférence inférieurs à 5 degrés.
  14. Chariot de manutention (10) selon l'une des revendications 1 à 13, caractérisé en ce que la pliure théorique (32) s'étend à l'horizontale.
  15. Chariot de manutention (10) selon l'une des revendications 1 à 14, caractérisé en ce qu'au moins l'un des montants (26, 26') est incliné dans le sens longitudinal du véhicule en s'éloignant d'une partie de charge (14) du véhicule.
EP20153496.3A 2019-01-25 2020-01-24 Chariot de manutention doté d'un toit de protection du conducteur Active EP3696133B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019101918.4A DE102019101918A1 (de) 2019-01-25 2019-01-25 Flurförderzeug mit einem Fahrerschutzdach

Publications (2)

Publication Number Publication Date
EP3696133A1 EP3696133A1 (fr) 2020-08-19
EP3696133B1 true EP3696133B1 (fr) 2021-07-21

Family

ID=69191903

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20153496.3A Active EP3696133B1 (fr) 2019-01-25 2020-01-24 Chariot de manutention doté d'un toit de protection du conducteur

Country Status (2)

Country Link
EP (1) EP3696133B1 (fr)
DE (1) DE102019101918A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2216313A1 (de) * 1972-04-05 1973-10-18 Jungheinrich & Co Maschf Schutzdach fuer fahrzeuge, insbesondere gabelstapler
DE2614041A1 (de) * 1976-04-01 1977-10-06 Petri Ag Energieabsorptionselement
US4202565A (en) * 1978-06-02 1980-05-13 Hon Industries Inc. Retractable overhead guard
JPH10147496A (ja) * 1996-11-20 1998-06-02 Toyota Autom Loom Works Ltd 産業車輌のヘッドガード
DE10046634B4 (de) * 2000-09-20 2004-09-23 Daimlerchrysler Ag Pedalbetätigungsanordnung für ein Kraftfahrzeug
DE202012008838U1 (de) * 2012-09-14 2012-10-22 Philipp Glöckner Höhenverstellbares Fahrerschutzdach
DE102013004347A1 (de) * 2013-03-14 2014-09-18 Jungheinrich Aktiengesellschaft Flurförderzeug mit einem Fahrerschutzdach
DK2980004T3 (en) * 2014-07-31 2018-07-30 Weidemann GmbH Lowerable driver's protection roof.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE102019101918A1 (de) 2020-07-30
EP3696133A1 (fr) 2020-08-19

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