奥地利专利AT518918A1 Vehicle with lateral lifting device

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专利摘要:
The invention relates to a vehicle (1) with lateral lifting device (2), in particular side loader, comprising at least a first axle carrier (3) and a second axle carrier (4), wherein the two axle carriers (3, 4) are connected by means of a laterally eccentrically arranged connecting structure (3). 5) are coupled together and wherein the lifting device (2) in a free space (6) between the two axle beams (3, 4) is arranged. The first axle carrier (3) has a first wheel pair (15) and the second axle carrier (4) has a second wheel pair (17), wherein each of the individual wheels (16) of the wheel pairs (15, 17) about a vertically oriented axis of rotation (32) is rotatably mounted. The vehicle (1) is movable in a first direction of travel (10) parallel to a longitudinal axis (7) of the vehicle (1) and movable in a second direction of travel (11) transversely to the longitudinal axis (7) of the vehicle (1).
公开号:AT518918A1
申请号:T50678/2016
申请日:2016-07-26
公开日:2018-02-15
发明作者:Schuetzeneder Herbert
申请人:Bulmor Holding Gmbh；
IPC主号:

专利说明:

Summary
The invention relates to a vehicle (1) with a lateral lifting device (2), in particular a side stacker, comprising at least a first axle support (3) and a second axle support (4), the two axle supports (3, 4) being connected by means of a connection structure ( 5) are coupled to each other and the lifting device (2) is arranged in a free space (6) between the two axle supports (3, 4). The first axle carrier (3) has a first wheel pair (15) and the second axle carrier (4) has a second wheel pair (17), each of the individual wheels (16) of the wheel pairs (15, 17) about a vertically aligned axis of rotation (32) is rotatably mounted. The vehicle (1) can be moved in a first direction of travel (10) parallel to a longitudinal axis (7) of the vehicle (1) and in a second direction of travel (11) transversely to the longitudinal axis (7) of the vehicle (1).
Fig. 1/39
N2016 / 10300 AT-00
The invention relates to a vehicle with a lateral lifting device, in particular a side stacker.
Forklifts are known from WO 01/12493 A1 and WO 03/059799 A1, which can be moved in several directions.
The forklifts known from WO 01/12493 A1 and WO 03/059799 A1 have the disadvantage that they are not or only to a limited extent suitable for off-road use and can therefore only be used to a limited extent away from flat and paved surfaces, such as in halls.
The object of the present invention was to provide a forklift which can also be used on surfaces which are not fastened.
This object is achieved by a vehicle according to the claims.
According to the invention, a vehicle is designed with a lateral lifting device, in particular a side stacker. The vehicle comprises at least a first axle support and a second axle support, the two axle supports being coupled to one another by means of a connection structure arranged laterally off-center, and the lifting device being arranged in a free space between the two axle supports, the connection structure being arranged on the lateral edge of the axle support, so that the vehicle is U-shaped in plan view and the two parallel legs of the U-shaped vehicle are formed by the axle beams and the free space for receiving the lifting device is formed on the open side of the U-shaped arrangement, the first axle carrier a first pair of wheels and the two / 39
N2016 / 10300-AT-00 te axle carrier has a second pair of wheels. Each of the individual wheels of the wheel pairs is rotatably supported about a vertically aligned axis of rotation. The vehicle can be moved parallel to a longitudinal axis of the vehicle in a first direction of travel and can be moved transversely to the longitudinal axis of the vehicle in a second direction of travel.
An advantage of the design of the vehicle according to the invention is that the tilting stability of the vehicle is increased by the formation of pairs of wheels on the individual axle supports. At the same time, the rotatable mounting of the individual wheels of the wheel pairs around a vertically oriented axis of rotation achieves the highest possible maneuverability and flexibility of the vehicle.
Furthermore, it may be expedient if a first axle is formed on the first axle support, which is used to receive the first pair of wheels, and a second axle is configured on the second axle support, which is used to receive the second pair of wheels. The advantage here is that by forming an axis on which the individual wheels of the wheel pairs are formed, increased stability or strength of the wheel holder can be achieved. In addition, an axle is easy to install in the axle carrier and can also be easily removed or replaced for maintenance purposes.
Furthermore, it can be provided that each of the individual wheels is received on a wheel holder, which wheel holder has a radial bearing with a horizontally oriented axis of rotation for rotatably receiving a wheel and an axial bearing with a vertically oriented axis of rotation by means of which the wheel holder can rotate freely about the vertically oriented axis of rotation the axle beams are stored. The advantage here is that such a wheel holder can be of the same design for each of the individual wheels and thus the complexity in the manufacture of the vehicle can be reduced, as a result of which the quality of the vehicle can be improved.
In addition, it can be provided that the axles are each mounted in an approximately centered manner in an oscillating manner with respect to a horizontal pivot point. The advantage here is that the swinging / 39
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Axes unevenness in the underground can be compensated. In addition, the pendulum-mounted axles can actively set an angle of inclination of the axle supports relative to the ground.
As an alternative to this, it can be provided that the axles are each mounted off-center in an oscillating manner with respect to a horizontal pivot point. The advantage here is that, despite the adjustment of the inclination angle, this measure can be used to ensure that, for example, the distance between the receiving fork and the floor is not inadvertently adjusted when the inclination angle is adjusted. This can be achieved by arranging the pivot point as close as possible in the area of the fork.
According to a development, it is possible for the axles to be coupled to the respective axle carrier by means of at least one adjusting means which is arranged at a distance from the horizontal pivot point. It is advantageous here that the inclination of the axle support relative to the axle can be actively adjusted by the adjusting means. The further the actuating means are spaced from the fulcrum, the lower the force acting on the actuating means, the necessary actuating path also increasing with increasing spacing of the actuating means. The actuating means can be designed, for example, in the form of a hydraulic cylinder. Furthermore, it is also conceivable for the adjusting means to be designed, for example, in the form of an electric motor with an adjusting spindle.
Furthermore, it may be expedient if the individual wheels are freely rotatably received on the axles of the axle supports by means of the axial bearing formed on the wheel holder with a vertically oriented axis of rotation. The advantage here is that the wheel holder accommodated on the axles can ensure that the vertically oriented axis of rotation of the wheel holder is aligned at right angles to the ground in as many applications as possible.
In addition, it can be provided that the axles are each coupled to the respective axle support by means of at least two adjusting means spaced apart from one another and that the axis can be pivoted with respect to the axle support about a virtual horizontal pivot point by adjusting the adjusting means. Here is an advantage / 39
N2016 / 10300-AT-00 that the axles are not supported at a fixed pivot point to the axle supports, but that the pivot point can be freely moved in terms of both height and width, and thus the flexibility of the vehicle can be increased.
Furthermore, it can be provided that a rotary motor is formed, on which a pinion is arranged and is coupled to a gearwheel formed on the wheel holder by means of a mechanical coupling, preferably a rotating traction means. The advantage here is that such a design of a rotary motor for angular adjustment of the wheel holder can result in the wheel holder being accommodated on the axle support or on the axle in a manner that is theoretically freely rotatable through 360 °. As an alternative to a revolving traction device, the mechanical coupling can be implemented, for example, by a gearwheel.
According to a special design, it is possible for the traction means to be designed in the form of a drive chain. The advantage here is that such a drive chain is robust and insensitive to dirt. It can also absorb relatively high forces. In an alternative variant, it can also be provided that the traction means is formed, for example, by a toothed belt.
According to an advantageous development, it can be provided that the rotary motor is designed as a hydraulic motor. Such a hydraulic motor can apply the greatest possible force to the traction device with the smallest possible design.
In an alternative embodiment variant it can be provided that a hydraulic cylinder is formed, by means of which the wheel holder can be rotated about the vertically oriented axis of rotation. A hydraulic cylinder can be installed in the vehicle to save space and can also be easily controlled.
In particular, it can be advantageous if each of the individual wheels of the vehicle is coupled to a drive motor for driving the wheels. The advantage here is that this measure ensures that the vehicle / 39
N2016 / 10300-AT-00 can be improved. In addition, the individual drive motors can have a different drive speed in accordance with the currently occurring steering angle, as a result of which tensions within the vehicle can be avoided. The drive motors can also be accommodated on the wheel holder and thus together with the wheel holder can be rotated relative to the individual axle carriers.
In addition, it can be provided that the drive motor for driving the wheels is designed as a hydraulic motor. The advantage here is that a hydraulic motor with the smallest possible size and weight can apply the highest possible torque. In addition, a hydraulic motor has the lowest possible susceptibility to errors.
According to an advantageous development, provision can be made for the wheel holder to be rotatable in the vertically oriented axis of rotation by a maximum angle between 180 ° and 400 °, in particular between 210 ° and 360 °, preferably between 250 ° and 290 °. The advantage here is that when the wheel holder is rotated in such a maximum angle of rotation range that the vehicle can be maneuvered in all directions and the supply line for the energy supply to the drive motor of the individual wheels can be made as simple as possible since there are no multiple revolutions the wheel mount comes.
Furthermore, it can be provided that at least two of the wheels or all of the wheels have a diameter between 10 inches and 50 inches, in particular between 12 inches and 50 inches, preferably between 14 inches and 50 inches. Wheels with a diameter in the specified range can still be turned surprisingly well with high off-road mobility in order to achieve good maneuverability of the vehicle.
Furthermore, it can be provided that a support plane is formed on which elongate objects picked up by the lifting device can be deposited, the support plane being arranged above the wheels. An advantage / 39
N2016 / 10300-AT-00 is that such a support level facilitates the transport of long bar material, the freedom of movement of the wheels being as large as possible.
It is clear to the person skilled in the art that, analogously to an axial bearing with a vertically oriented axis of rotation which is formed in the wheel holder, it can also be provided that the corresponding axial bearing by means of which the wheel holder is freely rotatably mounted on the axle supports about the vertically oriented axis of rotation Axle beams or the axles can be formed and thus perform the same function.
The radial bearing for rotatably receiving a wheel on the wheel holder can also be formed directly in one of the wheels.
For a better understanding of the invention, this will be explained in more detail with reference to the following figures.
Each show in a highly simplified, schematic representation:
Figure 1 is a perspective view of a vehicle with a lateral lifting device obliquely from above.
2 shows a perspective view of a vehicle with a lateral lifting device from obliquely below with the wheels in a first position;
3 shows a perspective view of a vehicle with a lateral lifting device from obliquely below with the wheels in a second position;
4 is a perspective view of an axle with wheel mounts rotatably mounted thereon;
5 shows a further perspective view of an axle with wheel holders rotatably mounted thereon;
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6 shows a schematic illustration of a further exemplary embodiment of the vehicle with the center of rotation of the axle suspension;
7 shows a schematic illustration of a further exemplary embodiment of the vehicle with two adjusting means and slide bearing;
Fig. 8 is a schematic plan view of another embodiment of the vehicle.
To begin with, it should be noted that in the differently described embodiments, the same parts are provided with the same reference numerals or the same component names, and the disclosures contained in the entire description can be applied analogously to the same parts with the same reference numerals or the same component names. The location information selected in the description, e.g. above, below, to the side, etc., referring to the figure described and illustrated immediately, and if the position is changed, these are to be applied accordingly to the new position.
1 shows a perspective view from above of a vehicle 1 with a lateral lifting device 2. Such a vehicle 1 is also referred to in technical terms as a side stacker.
In FIGS. 2 and 3, the vehicle 1 is shown in further perspective views from below, the same reference numbers or component designations being used for the same parts as in the previous figures. To avoid unnecessary repetition, reference is made to the detailed description in the preceding figures.
The following description is based on an overview of the various representations of the first exemplary embodiment of the vehicle 1 in FIGS. 1 to 3, with not all component numbers being entered in each of the figures, but for the sake of clarity, the components were only identified in those figures in which they were particularly identified are clearly visible. It will / 39
N2016 / 10300-AT-00 assumed that it is clear to the person skilled in the art how different views can be combined with one another from different angles.
The vehicle 1 has a first axle carrier 3 and a second axle carrier 4, which are coupled to one another by a connecting structure 5. In particular, the two axle supports 3, 4 and the connecting structure 5 are coupled to one another in such a way that there is a free space 6 on one side of the vehicle 1. Seen from above, the vehicle 1 has a U-shaped shape, the two parallel legs of the U being formed by the first axle support 3 and the second axle support 4.
In order to make the free space 6 as large as possible, the connection structure 5 is arranged laterally off-center as seen in plan view of the vehicle 1. In a preferred embodiment variant, the connecting structure 5 is arranged as far as possible on the edge 14 of the axle supports 3, 4, so that the free space 6 is as large as possible. In other words, seen in plan view, the connection 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, the wider the free space 6 can be. The connecting structure 5 should therefore have the highest possible dimensional and torsional rigidity with the smallest possible dimensions. This can be achieved, for example, in that the connecting structure 5 is designed in the form of a framework. For this purpose, individual sheets can be welded together to form the connecting structure 5.
In an alternative variant, it can also be provided that the connecting structure 5 is welded together in a profile construction from different individual metal sheets, or that a metal sheet is bent into a frame profile.
The axle supports 3, 4 can also be designed as a sheet metal construction, it being possible for individual sheets to be welded together to form the respective axle supports 3, 4/39
N2016 / 10300-AT-00. In particular, it can be provided that the axle supports 3, 4 and the connecting structure 5 are each prefabricated as separate welding constructions and are joined together in a further assembly step.
Alternatively, it can be provided that the axle supports 3, 4 and the connecting structure 5 are formed from continuous metal sheets.
The direction which is parallel to the longitudinal axis 7 of the vehicle 1 is defined as the longitudinal direction 8 of the vehicle 1. Seen in the top 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.
It can preferably be provided that the vehicle 1 can be moved in a first direction of travel 10, which is oriented in the longitudinal direction 8 of the vehicle 1. In addition, it can be provided that the vehicle 1 can be moved in a second direction of travel 11, which is oriented in the transverse direction 9 of the vehicle 1. Of course, it can be provided that the vehicle 1 can be steered both when moving in the first direction of travel 10 and when moving in the second direction of travel 11 and can therefore transition from a straight line in one of these directions of travel 10, 11 to cornering.
Of course, it can be provided that the vehicle 1 is moved with respect to the directions of travel 10, 11 both in forward travel and in reverse travel.
Furthermore, it can be provided that the vehicle 1 is moved in any direction of travel, which lies at any angle between the first direction of travel 10 and the second direction of travel 11.
In a predominant driving position, also referred to as the first direction of travel 10, it can be provided that the first axle support 3 is at the front when driving forward, so that the first axle support 3 can also be referred to as the front axle support. Analogously to this, the second axle support 4 can be referred to as the rear axle support.
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Furthermore, it can be provided that a driver's cabin 12 is arranged on the vehicle 1, the driver's cabin 12 preferably being 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 12 is seen in the first direction of travel 10 and is arranged on the left side of the vehicle 1. In other words, it can be provided that the driver's cab 12 is arranged on the same side of the vehicle 1 as the connecting structure 5. Inside the driver's cab 12 there is a driver's cab on which all the operating elements are arranged and a driver who controls the vehicle 1 can take a seat , In a further development it can be provided that the driver's cab 12 and / or the driver's cab is designed to be rotatable about a vertical axis relative to the axle beams 3, 4, so that the main line of sight of the vehicle driver can be adapted to the respectively set direction of travel.
Furthermore, it can be provided that a support plane 13 is formed on the first axle support 3 and / or on the second axle support 4, on which elongate objects picked up by the lifting device 2 can be placed. The support level 13 can be formed by the described arrangement of the driver's cab 12 and the connecting structure 5.
The first axle carrier 3 preferably comprises a first pair of wheels 15 with at least two individual wheels 16 and the second axle carrier 4 preferably comprises a second pair of wheels 17 with likewise at least two individual wheels 16.
The first pair of wheels 15 is preferably arranged on a first axis 18 and the second pair of wheels 17 is preferably arranged on a second axis 19.
As an alternative to this, it can also be provided in an exemplary embodiment (not shown) that the wheel pairs 15, 17 each have an independent wheel suspension. By adjusting the distance of the welded construction of the axle supports 3, 4 relative to the individual wheels 16 of the wheel pairs 15, 17, an angular inclination of the axle supports 3, 4 and thus the lifting device 2 can be adjustable in such an independent wheel suspension.
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In particular, it can be provided that only the first pair of wheels 15 or the second pair of wheels 17 is steered to control the vehicle 1 while driving in one of the directions of travel in order to be able to control the vehicle 1. For this purpose it can be provided that the respective other pair of wheels 15, 17 remains in the preset position.
Furthermore, it is also conceivable that both the first pair of wheels 15 and the second pair of wheels 17 are steered. The possible curve radius of the vehicle 1 can thus be reduced.
The axle supports 3, 4 can have a rectangular cross section when viewed in plan view. In particular, it can be provided that the first axle carrier 3 serves to accommodate the driver's cab 12 and the second axle carrier 4 serves to accommodate 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 support 4. This internal combustion engine can, for example, be coupled to a generator, it being possible for all the actuating and travel drives of the vehicle 1 to be 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 the actuators or travel drives are designed in the form of a hydraulic motor.
In yet another embodiment variant it can be provided that the actuators or travel drives are designed in the form of an electric motor, the drive energy not being provided by a generator but by a battery.
As can also be seen from FIGS. 1 to 3, it can be provided that the lifting device 2 comprises a lifting mast 20. The lifting masts 20 serve to lift the components 21 to be transported. A lifting carriage 22 is received on the lifting masts 20 and can be displaced in the vertical direction relative to the axle beams 3, 4. Stacker forks 23 are arranged on the carriage 22, which for / 39
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Serve recording of the component 21 to be transported. As an alternative to stacker forks 23, other receiving elements for receiving a load can be arranged on the carriage 22.
As can be seen particularly well from a summary of FIGS. 1 to 3, the lifting device 2, which comprises the lifting mast 20, is accommodated in the free space 6 of the vehicle 1. In particular, it can be provided that a first guide unit 25 is arranged on a first side 24 of the mast 20 and a second guide unit 27 is arranged on a second side 26 of the mast 20. The guide units 25, 27 serve to accommodate the lifting masts 20 in the transverse direction 9 of the vehicle 1 in the free space 6. As a result, the forks 23 and thus the component 21 to be transported can be pushed out laterally from the vehicle 1 in the transverse direction 9.
FIG. 4 shows a perspective view of the axle 18, 19 on which a pair of wheels 15, 17 is arranged obliquely from above, the same reference numerals or component designations being used for the same parts as in the previous FIGS. 1 to 3. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding FIGS. 1 to 3.
5 shows a perspective view of the axis 18, 19 obliquely from below, the same reference numerals or component designations as in the preceding FIGS. 1 to 4 being used for the same parts. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding FIGS. 1 to 4.
The following description refers to an overview of FIGS. 4 and 5.
The illustration in FIGS. 4 and 5 can concern both the first axis 18 and the second axis 19. Both axes 18, 19 of the vehicle 1 can be of the same design. Alternatively, it is also conceivable to / 39
N2016 / 10300-AT-00 that the first axis 18 and the second axis 19 of the vehicle 1 are designed differently.
As can be seen from FIG. 4, provision can be made for a wheel holder 28, which serves to receive the wheels 16, to be received on the axles 18, 19 in each case in the lateral edge region. The wheel holder 28 has a radial bearing 29, on which the wheel 16 is rotatably received on the wheel holder 28 about a horizontally oriented axis of rotation 30.
It can be provided that the radial bearing 29 is arranged in the wheel 16 and a pin is arranged on the wheel holder 28, which interacts with the radial bearing 29.
Alternatively, it can be provided that the radial bearing 29 is formed directly in the wheel holder 28 and that the wheel 16 is fixedly connected to a pin which interacts with the radial bearing 29.
The wheel holder 28 can be L-shaped, one side of the wheel holder 28 facing the axle 18, 19 and a second side of the wheel holder 28 facing the wheel 16.
In the exemplary embodiment shown, the wheel holder 28 is designed as a bent part, lateral struts being arranged on the wheel holder 28 to increase the stability.
In a further exemplary embodiment it can be provided that the wheel holder 28 is designed as a cast part.
As can further be seen from FIG. 4, provision can be made for an axial bearing 31 to be formed on the wheel holder 28, by means of which the wheel holder 28 is received on the axis 18, 19 so as to be rotatable about a vertically oriented axis of rotation 32. The axial bearing 31 can be designed, for example, in the form of a roller bearing ring. Alternatively, it is also conceivable that the axial bearing 31 is formed by a sliding bearing.
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By means of the axial bearing 31 it can be achieved that each of the individual wheel brackets 28 can be rotated individually and independently of one another relative to the axle carrier 3, 4 or to the axle 18, 19.
In particular, it is provided that the vertically oriented axis of rotation 32 of the axial bearing 31 and the horizontally oriented axis of rotation 30 of the radial bearing 29 are oriented at an angle of 90 ° to one another.
The axis 18, 19 or the wheel holder 28 are preferably designed in such a way that the wheel holder 28 is rotatably received on the axis 18, 19 at an angle of 360 ° about the vertically oriented axis of rotation 32.
Furthermore, a rotary motor 33 can be provided, which is designed to drive the rotary movement of the wheel holder 28 about the vertically oriented axis of rotation 32.
As can be seen in FIG. 4, the rotary motor 33 can be coupled to a pinion 34, which is coupled in motion to a gearwheel 36 via a traction means 35. The gear 36 is directly coupled to the wheel holder 28 and serves to initiate a rotational movement of the wheel holder 28 about the vertically oriented axis of rotation 32. The traction means 35 is stretched all the way between the pinion 34 and the gear 36.
In a preferred embodiment variant, it is provided that the traction means 35 is designed as a drive chain 37.
In a further embodiment variant, it can also be provided that the traction means 35 is designed in the form of a toothed belt.
In yet another output variant, it can also be provided that the pinion 34 of the rotary motor 33 and the gearwheel 36 are coupled in motion on the wheel holder 28 by means of a further intermediate gearwheel.
In yet another embodiment variant it can be provided that the rotary motor 33 is placed on the vertically aligned axis of rotation 32 and a / 39
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Output shaft of the rotary motor 33 is directly coupled in motion to the wheel holder 28.
The rotary motor 33 can be designed, for example, in the form of a hydraulic motor or approximately in the form of an electric motor.
In yet another embodiment variant, not shown, it can be provided that another adjusting means, such as a hydraulic cylinder, is designed to rotate the wheel holder 28 with respect to the vertically oriented axis of rotation 32.
It can further be provided that a drive motor 38 for driving the wheels 16 is formed on the wheel holder 28. The drive motor 38 for driving the wheels 16 can also be designed, for example, in the form of a hydraulic motor or an electric motor. In particular, it can be provided that at least two of the wheels 16 of the vehicle 1 are driven by means of their own drive motor 38.
In a further embodiment variant, it can be provided that three of the wheels 16 are driven by their own drive motor 38.
In yet another embodiment variant it can be provided that all of the wheels 16 are driven by their own drive motor 38.
Furthermore, provision can be made for the axis 18, 19 to be rotatably received on an axis receptacle 40 of the axle carrier 3, 4 about a horizontal axis of rotation 39. It can thereby be achieved that the axles 18, 19 are accommodated on the axle carrier 3, 4 in an oscillating manner. In order to achieve this, it can be provided that a rotary bearing 41 is formed, which acts between the axes 18, 19 and the axle mount 40.
As shown in FIG. 4, the rotary bearing 41 can be arranged in the center of the axis 18, 19. Thus, the vertically aligned axes of rotation 32 can both have the same normal distance from the horizontal axis of rotation 39 of the axes 18, 19. Thus, when the axis 18, 19 is tilted relative to the axis / 39
N2016 / 10300-AT-00 carrier 3, 4 moves the two wheels 16 arranged on an axle 18, 19 in opposite directions by the same amount in the direction of the axle carrier 3, 4 or moves away from it.
As can be seen from FIG. 4, it can be provided that an adjusting means 42 is arranged at a distance from the horizontal axis of rotation 39, which is used to adjust the inclination between the axis 18, 19 and the axle support 3, 4. Here, the actuating means 42 can be coupled to the axle 18, 19 at a first point of application and coupled to the axle support 3, 4 at a second point of application and thus extend between them.
The adjusting means 42 can be designed, for example, in the form of a hydraulic cylinder.
In an alternative embodiment variant it can also be provided that the adjusting means 42 is designed in the form of a spindle drive.
In particular, the angle between the axis 18, 19 and the axle support 3, 4 can be adjusted by changing the length of the adjusting means 42. As can be seen in the embodiment variant according to FIG. 4, provision can be made for an adjusting means 42 to be arranged on both sides of the axes 18, 19. It can thereby be achieved that the force acting on the adjusting means 42 is halved. However, care must be taken that the two actuating means 42 are moved synchronously with one another, since the mechanical system comprising the rotary bearing 41 and two actuating means 42 is mechanically overdetermined. In order to achieve a sufficiently precise positioning of the adjusting means, corresponding sensors for length detection can be formed on the adjusting means 42.
In a further embodiment variant it can also be provided that the adjusting means 42 is designed in the form of a rotary motor which is arranged, for example, on the axle carrier 3, 4 and whose output shaft is coupled to the axis 18, 19. This coupling of the output shaft of the rotary motor to the axis 18, 19 can also be realized, for example, with the interposition of a transmission gear.
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In a further development it can also be provided that a sensor is arranged in the area of the connecting structure 5 or at another location, which measures the twisting of the connecting structure 5 or the torque occurring at the connecting structure 5. With the aid of the sensor data, excessive twisting of the connection structure 5 can be compensated for by setting a different inclination of the first axis 18 and the second axis 19 by means of the individual adjusting means 42.
This can be necessary in particular if the distance between the first axis 18 and the second axis 19 is of great length and if at the same time the ground on which the vehicle 1 is to be operated is very uneven.
FIG. 6 shows a schematic illustration of a further exemplary embodiment of the vehicle 1, the same reference numbers or component designations as in the preceding FIGS. 1 to 5 being used for the same parts. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding FIGS. 1 to 5.
As shown in the alternative embodiment according to FIG. 6, it is also conceivable that the rotary bearing 41 is not arranged in the center of the axis 18, 19, but that the rotary bearing 41 is arranged near one of the wheels 16. It can thereby be achieved that when the axis 18, 19 is tilted relative to the axle carrier 3, 4, the distance of at least one of the wheels from the axle carrier 3, 4 remains unchanged or at least almost unchanged and only the distance of the second wheel 16 from the axle carrier 3, 4 changes becomes.
In the exemplary embodiment according to FIG. 6 there is only one adjusting means 42, the adjusting means 42 being arranged on a side of the axis 18, 19 opposite the rotary bearing 41.
FIG. 7 shows a schematic representation of a further embodiment variant of the connection between the axle carrier 3, 4 and the axle 18, 19, again with / 39
N2016 / 10300-AT-00 the same reference numerals or component names as in the previous Figures 1 to 6 are used for the same parts. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding FIGS. 1 to 6.
As can be seen from FIG. 7, it can be provided that a first adjusting means 42 is arranged on the first side of the axis 18, 19 and a second adjusting means 42 is arranged on the second side of the axis 18, 19, the axis 18, 19 is not connected to the axle support 3, 4 via a fixed pivot point, but is secured against horizontal displacement between the axes 18, 19 and axle support 3, 4 via a linear guide 43. A linear displacement between axis 18, 19 and axle carrier 3, 4 is possible by means of the linear guide 43.
The linear guide 43 can be designed, for example, in the form of a link guide.
Alternatively, it can also be provided that the linear guide 43 is designed in the form of another form-fitting slide bearing guide, such as a dovetail guide.
In yet another alternative variant it can also be provided that the linear guide 43 is designed in the form of a recirculating ball guide.
By using a linear guide 43 together with two actuating means 42 which act independently of one another, it can be achieved that, for tilting the axis 18, 19 relative to the axle carrier 3, 4, the horizontal axis of rotation 39 can be designed as a virtual axis and this can be any one Can take position between the two adjusting means 42.
For example, it is conceivable that one of the two adjusting means 42 is extended by an amount x and the second of the two adjusting means 42 is shortened by the same amount x, so that the virtual horizontal axis of rotation 39 lies exactly between the two adjusting means 42. In a further application it is conceivable that, in order to set a tilt angle of the axis, one of the two adjusting means 42 is left unchanged in its position and the second of the / 39
N2016 / 10300-AT-00 two adjusting means 42 is extended or shortened by a certain amount. This results in an axis of rotation 39 exactly in the point of application of the actuating means 42 which is left unchanged in its position. Of course, it is also conceivable to set an arbitrary position of the horizontal axis of rotation 39 by correspondingly different adjustment of the adjusting means 42.
In yet another application variant, it is conceivable that both adjusting means 42 are lengthened or shortened at the same time, and thus the distance of the axle carrier 3, 4 relative to the axis 18, 19 is changed without the tilting of the axle carrier 3, 4 relative to the axis 18 To change 19.
8 shows a further exemplary embodiment of the vehicle 1 in a schematic view from below, the same reference numerals or component designations as in the preceding FIGS. 1 to 7 being used for the same parts. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding FIGS. 1 to 7.
As can be seen from FIG. 8, it can be provided that each of the wheels 16 can be rotated relative to the vehicle 1 individually and independently of one another with respect to their direction of travel. It appears optimal here if each of the wheels 16 can be rotated relative to the vehicle 1 by an angle of rotation 44 of approximately 270 °. This makes sense for several reasons. On the one hand, by a limited rotatability of the wheel 16 relative to the axle support 3, 4, it can be achieved that various power supply lines, such as electrical lines or hydraulic lines, can be routed from the axle support 3, 4 to the respective wheel holder 28, for example by the drive motor 38 for the wheels 16 to be able to supply with energy.
On the other hand, it can be achieved that both with the main alignment of the wheels 16 in the first direction of travel 10, for example, the wheels 16 of the second axle beam 4 can be pivoted either 90 ° to the left or 90 ° to the right in order to achieve a maximum turning or a maximum steering movement of the vehicle To be able to achieve 1. With all wheels 16 in / 39 main aligned
N2016 / 10300-AT-00 the second direction of travel 11, for example, those wheels 16 which are arranged in the region of the connecting structure 5 can also be swiveled by an angle of 90 ° to the left or to the right of the second direction of travel 11 in order to achieve maximum steering to enable the vehicle 1.
Since it is not always imperative that the maximum turn is +/- 90 °, it can also be expedient if the maximum angle of rotation 44 is less than 270 °.
Furthermore, a rotation angle sensor 45 can be provided, which is designed to detect the rotation angle 44 and indicates the current position of all wheels 16.
There are several different ways in which the individual wheels 16 can be aligned for moving the vehicle 1. For example, it is conceivable that all of the wheels 16 are oriented in the first direction of travel 10. In this case, for example, either the wheels 16 of the first axle support 3 or the wheels 16 of the second axle support 4 can be steered equally, the wheels 16 of the respective other axle support 3, 4 remaining unchanged in the first direction of travel 10. This corresponds to the conventional steering of a sideloader.
Furthermore, it is also conceivable that both the wheels 16 of the first axle support 3 and the wheels 16 of the second axle support 4 are steered in order to drive a curve.
Analogously to the direction of travel 10 described, it can also be provided that all the wheels 16 are oriented in the second direction of travel 11 and that either the wheels 16 arranged in the area of the connecting structure 5 or the areas 16 in the area of the free space 6 are steered together.
In yet another operating variant, it is conceivable that all of the wheels 16 are aligned at an angle of 45 ° between the first direction of travel 10 and the second direction of travel 11 and thus the vehicle 1 can be shifted in parallel at an angle of 45 °. This parallel shift option is / 39
N2016 / 10300-AT-00 of course continuously possible between the first direction of travel 10 and the second direction of travel 11.
In a further operating variant of vehicle 1, it can be provided that all wheels 16 are oriented tangentially to a vehicle center point and thus vehicle 1 can be rotated around the vehicle center point.
The exemplary embodiments show possible design variants, it being noted at this point that the invention is not restricted to the specially illustrated design variants of the same, but rather also various combinations of the individual design variants with one another are possible and this variation possibility is based on the teaching of technical action through the present invention Ability of the specialist working in this technical field.
The scope of protection is determined by the claims. However, the description and drawings are to be used to interpret the claims. Individual features or combinations of features from the different exemplary embodiments shown and described can represent independent inventive solutions. The object on which the independent inventive solutions are based can be found in the description.
All information on value ranges in the objective description should be understood to include any and all sub-areas, e.g. the information 1 to 10 is to be understood in such a way that all sub-areas starting from the lower limit 1 and the upper limit 10 are also included, i.e. all sub-areas begin with a lower limit of 1 or greater and end with an upper limit of 10 or less, e.g. 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 structure, elements have been partially shown to scale and / or enlarged and / or reduced.
/ 39
N2016 / 10300 AT-00-
LIST OF REFERENCE NUMBERS
1 vehicle 28 Bike Mount 2 lifting device 29 radial bearing 3 first axle beam 30 horizontally aligned 4 second axle beamaxis of rotation 5 connecting structure 31 axial bearing 6 free space 32 vertically aligned rotary 7 Longitudinal axis vehicleaxis 8th Longitudinal direction of the vehicle 33 rotary engineges 34 pinion 9 Transverse direction of the vehicle 35 traction means 10 first direction of travel 36 gear 11 second direction of travel 37 drive chain 12 cab 38 Drive motor for wheels 13 support plane 39 horizontal axis of rotation of the 14 Edge of the axle beamaxis 15 first wheel pair first axle 40 axle mountcarrier 41 pivot bearing 16 wheel 42 actuating means 17 second pair of wheels second 43 linear guideaxle 44 angle 18 first axis 45 Rotation angle sensor 19 second axis 20 Lifting 21 component to be transported 22 carriage 23 forklift fork 24 first page mast 25 first management unit 26 second side mast 27 second management unit
/ 39
N2016 / 10300 AT-00-

权利要求:
Claims (19)
[1]
claims
1. Vehicle (1) with a lateral lifting device (2), in particular a side stacker, comprising at least a first axle support (3) and a second axle support (4), the two axle supports (3, 4) being connected by means of a connecting structure (5) arranged laterally off-center. are coupled to one another and the lifting device (2) is arranged in a free space (6) between the two axle supports (3, 4), the connecting structure (5) being arranged on the lateral edge (14) of the axle supports (3, 4), so that the vehicle (1) is U-shaped in plan view and the two legs of the U-shaped vehicle (1) lying parallel to one another are formed by the axle supports (3, 4) and the free space (6) for receiving the lifting device (2 ) is formed on the open side of the U-shaped arrangement, characterized in that the first axle carrier (3) has a first pair of wheels (15) and the second axle carrier (4) has a second pair of wheels (17), each s of the individual wheels (16) of the wheel pairs (15, 17) is rotatably mounted about a vertically aligned axis of rotation (32), and that the vehicle (1) is parallel to a longitudinal axis (7) of the vehicle (1) in a first direction of travel (10) 1) is movable and can be moved in a second direction of travel (11) transversely to the longitudinal axis (7) of the vehicle (1).
[2]
2. Vehicle according to claim 1, characterized in that on the first axle support (3) a first axle (18) is formed, which serves to receive the first pair of wheels (15) and on the second axle support (4) a second axle (19) is formed which is used to hold the second pair of wheels (17).
[3]
3. Vehicle according to claim 1 or 2, characterized in that each of the individual wheels (16) is received on a wheel holder (28), which wheel holder (28) is a radial bearing (29) with a horizontally oriented axis of rotation (30) for rotatably receiving a Has wheel (16) and has an axial bearing (31) with a vertically aligned axis of rotation (32) by means of which the wheel holder (28) is freely rotatable about the vertically aligned axis of rotation (32) on the axle supports (3, 4).
24/39
N2016 / 10300 AT-00-
[4]
4. Vehicle according to claim 2, characterized in that the axes (18, 19) are each mounted approximately in the center of the axle support (3, 4) with respect to a horizontal axis of rotation (39).
[5]
5. Vehicle according to claim 2, characterized in that the axles are each mounted off-center of the axle carrier (3, 4) with respect to a horizontal axis of rotation (39).
[6]
6. Vehicle according to claim 4 or 5, characterized in that the axles (18, 19) are each coupled to the respective axle carrier (3, 4) by means of at least one adjusting means (42) spaced apart from the horizontal axis of rotation (39).
[7]
7. Vehicle according to claims 2 and 3, characterized in that the individual wheels (16) by means of the on the wheel bracket (28) formed axial bearing (31) with a vertically oriented axis of rotation (32) freely rotatable on the axes (18, 19) the axle support (3, 4) are included.
[8]
8. Vehicle according to claim 2, characterized in that the axles (18, 19) are each coupled to the respective axle support (3, 4) by means of at least two mutually spaced adjusting means (42) and by adjusting the adjusting means (42) the axle ( 18, 19) with respect to the axle support (3, 4) about a virtual horizontal axis of rotation (39).
[9]
9. Vehicle according to one of the preceding claims, characterized in that a rotary motor (33) is formed, on which a pinion (34) is arranged and by means of a mechanical coupling, preferably a rotating traction means (35), with a on the wheel holder ( 28) trained gear (36) is coupled.
25/39
N2016 / 10300 AT-00-
[10]
10. Vehicle according to claim 9, characterized in that the traction means (35) is designed in the form of a drive chain (37).
[11]
11. Vehicle according to claim 9 or 10, characterized in that the rotary motor (33) is designed as a hydraulic motor.
[12]
12. Vehicle according to one of claims 1 to 8, characterized in that a hydraulic cylinder is formed, by means of which the wheel holder (28) can be rotated about the vertically oriented axis of rotation (32).
[13]
13. Vehicle according to one of the preceding claims, characterized in that each of the individual wheels (16) of the vehicle (1) is each coupled to a drive motor (38) for driving the wheels (16).
[14]
14. Vehicle according to claim 13, characterized in that the drive motor (38) for driving the wheels (16) is designed as a hydraulic motor.
[15]
15. Vehicle according to one of claims 3 to 14, characterized in that the wheel holder (28) in the vertically oriented axis of rotation (32) by a maximum angle (44) between 180 ° and 400 °, in particular between 210 ° and 360 °, is preferably rotatable between 250 ° and 290 °.
[16]
16. Vehicle according to one of the preceding claims, characterized in that the lifting device (2) comprises a lifting mast (20) which is accommodated in the free space (6) of the vehicle (1), the lifting masts (20) in the transverse direction (9) of the vehicle (1) is slidably received in the free space (6).
[17]
17. Vehicle according to one of claims 3 to 16, characterized in that at least two of the wheels (16) have a diameter between 10 inches and
26/39
N2016 / 10300 AT-00-
50 inches, in particular between 12 inches and 50 inches, preferably between 14 inches and 50 inches.
[18]
18. Vehicle according to one of claims 3 to 16, characterized in that all of the wheels (16) have a diameter between 10 inches and 50 inches, in particular between 12 inches and 50 inches, preferably between 14 inches and 50 inches.
[19]
19. Vehicle according to one of the preceding claims, characterized in that a support plane (13) is formed, on which elongated objects picked up by the lifting device (2) can be deposited, the support plane (13) being arranged above the wheels (16) ,
27/39
N2016 / 10300 AT-00-

BULMOR Holding GmbH
28/39

BULMOR Holding GmbH
29/39

BULMOR Holding GmbH
30/39

BULMOR Holding GmbH
31/39

BULMOR Holding GmbH
32/39

(D
0)
Μ
IL

33/39

BULMOR Holding GmbH
34/39 austrian patent office

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同族专利:

公开号 | 公开日

US20190308860A1|2019-10-10|

WO2018018057A1|2018-02-01|

EP3500514B1|2020-12-09|

AT518918B1|2020-01-15|

EP3500514A1|2019-06-26|

引用文献:

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

US5112183A|1989-04-25|1992-05-12|Howard G. Nusbaum|Side-loading fork lift vehicle|

DE29716301U1|1997-09-11|1997-11-27|Roderfeld Johannes|Cross forklift|

US20070289798A1|2006-06-17|2007-12-20|Manfred Kaufmann|Sideloader forklift with all wheel steering|

FR2117806B1|1970-12-18|1974-02-15|Thouroude Rene|

US4205730A|1978-08-17|1980-06-03|Owens-Illinois, Inc.|Mounting and driving mechanism for the steerable wheels of a multi-wheel off-road vehicle|

US4995774A|1989-04-25|1991-02-26|Robert R. Gerzel|Side-loading fork lift vehicle|

US5265021A|1991-08-23|1993-11-23|Raymond Corporation|Motor vehicle steering system having reversible direction control|

DE9205020U1|1992-04-10|1992-06-17|R. Baumann + Co., 7582 Buehlertal, De|

TW522103B|1997-11-14|2003-03-01|Toyoda Automatic Loom Works|Axle tilt control apparatus for industrial vehicles|

WO2000076902A1|1999-06-14|2000-12-21|Tcm Corporation|Side fork type transportation vehicle|

US20030118431A1|2001-12-20|2003-06-26|Lou Marrero|Fork lift apparatus and methods of lifting and positioning a load|

JP2004338872A|2003-05-15|2004-12-02|Toyota Industries Corp|Axle beam for industrial vehicle, its manufacturing method, and rear steering device|

FI117753B|2005-09-28|2007-02-15|Kci Konecranes Oyj|Crane|

DE102005047958A1|2005-10-06|2007-06-14|Jungheinrich Ag|Drive and steering device for a truck|

DE102007043280A1|2007-09-11|2009-03-12|Jungheinrich Ag|Mitgehhubwagen|

DE102012105831B4|2012-07-02|2020-06-25|Hubtex Maschinenbau Gmbh & Co. Kg|Steering system for a vehicle|CN110789607A|2019-10-21|2020-02-14|合肥搬易通科技发展有限公司|Omnidirectional forward-moving type forklift front steering wheel steering mechanism|

法律状态:

优先权:

申请号 | 申请日 | 专利标题

ATA50678/2016A|AT518918B1|2016-07-26|2016-07-26|Vehicle with side lifting device|ATA50678/2016A| AT518918B1|2016-07-26|2016-07-26|Vehicle with side lifting device|

PCT/AT2017/060187| WO2018018057A1|2016-07-26|2017-07-24|Vehicle having a lateral lifting device|

EP17764312.9A| EP3500514B1|2016-07-26|2017-07-24|Vehicle having a lateral lifting device|

US16/315,285| US20190308860A1|2016-07-26|2017-07-24|Vehicle having a lateral lifting device|

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