• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE1251157A1
    申请号:SE1251157
    申请日:2012-10-12
    公开日:2014-04-13
    发明作者:Andreas Larsson
    申请人:Kilafors Ind Ab；
    IPC主号:
    专利说明:

    In that the weight can be considerably lower than the maximum permissible even when the available cargo space is completely filled.
    For timber trucks, it is common for the truck itself to carry a loading crane with which the truck's driver can carry out the loading of the timber himself at the timber depot next to a road where the timber is to be picked up and driven to, for example, a sawmill, pulp mill or heating plant. Such load cranes are usually mounted in the rear end of the truck itself, ie in the space between the truck and a trailer connected to the truck. The length of the truck's cargo space is normally considerably shorter than the length of the trailer's cargo space. In order to limit the size and reach of the load crane, and thereby reduce both its weight and cost, and not have to make it so long that the crane has time to load timber even at the rear end of the trailer, it has become common to design trailers with a so-called sliding table, i.e. to design the timber carrier units, including a horizontal timber bank on which the timber rests, and at each end of this upright timber poles, which are intended to hold the timber together laterally as a timber stack, displaceable in the longitudinal extension of the trailer. ning. Normally this is done by all timber carrier units except the first, calculated from the front end of the trailer, can be moved forward during loading so that even a relatively short crane can easily manage to first load a timber stack in the rearmost timber carrier units (at least two timber carrier units), which are connected via a sliding table, and when fully loaded, they can be moved backwards to their intended positions in the rear end of the trailer. A central timber stack may then be loaded in a similar manner, i.e. provided there are at least six timber carrier units on the trailer, and finally a front timber stack is loaded on the two front timber carrier units after the other timber carrier unit has been displaced backwards to its intended position. The displaceability of the timber support units is achieved by the timber banks being provided on the underside with some form of sliding shoe with, for example, a plastic coating which has a relatively low friction against steel, which slides towards the top of the trailer's support beams. The sliding shoes are further provided with some type of engaging formations which engage in complementary engaging formations of the supporting beams to make it impossible for lateral displacement and lifting of the sliding shoes relative to the supporting beams, for example by hook formations or grooves in each side of the respective sliding shoe engaging around the upper flange edges of I- or H-shaped supporting beams. The displacement of the timber carrier units is effected with some form of power generating device, preferably a long hydraulic cylinder, mounted on the trailer in the area below the timber carrier units.
    In order to increase the load volume, it is previously known, for trailers both with and without sliding tables, to arrange the supporting beams continuously downwards inclined in the rearward direction, which increases the height of the permitted cargo space. This is made possible by the fact that the rear part of the trailer usually requires a lower height in the area of the rear wheels in relation to the front part of the trailer which usually requires a relatively large space in height due to the fact that the front wheels must be steerable and / or as a result of the coupling devices required to couple the trailer to the truck.
    Brief Description of the Invention A first object of the present invention is to allow increased permissible load volumes of timber transport vehicles provided with displaceable timber carrier units, relative to previously known such timber transport vehicles. At least this object is achieved with a timber transport vehicle according to claim 1. Additional objects that can be achieved with the invention include lower center of gravity, reduced material consumption and thus reduced dead weight and lower manufacturing cost.
    The invention is thus based on the insight that the above one or more objects can be achieved if a timber transport vehicle which is provided with a so-called sliding table, i.e. at which at least some of the timber carrier units are displaceable in the longitudinal direction of the vehicle, is designed so that the timber carrier units are displaceable along a displacement path which is not planar or linear but which has varying angles in relation to a horizontal plane along its longitudinal extent. With this, the available cargo space of the vehicle can be maximized in a way that has not been possible before. Likewise, the vehicle's center of gravity in the loaded condition becomes lower, which is of great importance for the vehicle's stability while driving and reduces the risk of tipping over. One thing that makes it possible to design a non-planar displacement path is that, if a truck trailer is taken as an example, the upper surfaces of the supporting beams in the front part of the trailer must be located relatively high above the ground in order to, in In the case of a conventional trailer, make room for swivel castors under the beams or, in the case of a trailer trailer, make room for coupling devices for coupling to the truck itself. After a relatively short distance behind the front end, however, it is possible to lower the height of the upper surfaces of the support beams to a level that is sufficient to fit the wheel suspensions of the rear wheels under the support beams.
    It is therefore possible, as in the following embodiments, to leave the upper surfaces of the support beams located in a relatively high plane in the front end portion and then lowered to a lower plane in the area of the rear wheels via an intermediate plane which slopes in relation to the ground level. A problem that arises with this, however, is that in the case of two timber support units which are connected via a sliding table, the angle between the timber support units and the sliding table will change during the displacement along the supporting beams. Such a change in angle would subject both the timber banks as well as the sliding table and the intermediate connection to strong bending stresses, which at least sooner or later could cause them to rupture. According to the invention, this problem has been solved in that the sliding table and the timber banks are connected via a rotatable joint so that no bending stresses arise when the angle is changed between them. In addition to the above-mentioned advantages of the invention, it will also be possible for many timber transport vehicles to optimize the shape of the load-bearing beams in a way that can reduce material consumption and thus weight and costs.
    This overall inventive concept can be modified and varied in many different ways within the scope of the appended claims. In an embodiment of the invention described below and shown in the drawings, this is applied to a truck trailer in the form of a so-called trailer wagon intended for timber transport, which has no wheels at its front end and is intended to be hung on a rear end of A truck. It is to be understood, however, that the invention could also be carried out on a conventional truck trailer which has front, steerable wheels. The invention could also be applied to the cargo space of the truck itself. However, the invention is not limited only to transport vehicles for road transport but could also be applied to, for example, railway wagons or terminal vehicles intended for timber transport. 10 15 20 25 30 One reason for applying a device according to the invention to the truck itself is primarily to thereby be able to lower the center of gravity and increase the load space. Trucks' relatively short cargo spaces otherwise generally do not need a sliding table, since normal timber cranes often still manage to load these without problems without displacing the timber carrier units.
    Their displacement distance could therefore be made very short and only so that the timber beams are lowered to a low level during transport, in order to lower the center of gravity and so that the height of the load does not exceed the maximum permitted. When the truck arrives at a timber terminal for unloading, the timber pile can be raised by displacement to a high level to allow unloading by means of a loader with a timber grab that grips the timber pile, as it is then necessary that the timber pile has a certain minimum distance. from the supporting beams to allow the insertion of a part of the timber grip under the timber beam.
    The displaceable devices which are placed between the timber banks and the supporting beams are generally designed as some type of sliding shoe with a plastic coating which provides advantageously low friction against steel. However, in order to reduce the friction further, they could also be provided with, for example, rollers or wheels on the underside.
    The upwardly facing support surfaces of the support beams, along which the timber support units slide or roll, may suitably consist of upper flange surfaces of such as H- or 1-shaped support beams and the mutually engaging lateral displacement preventing devices may be hook or groove formations on the displaceable arrangements. , which grip the longitudinal flange edges of the supporting beams. It is to be understood, however, that both the bearing surfaces and the lateral displacement preventing devices could be designed in many other ways. For example, the bearing surfaces may be arranged on some form of rails or guides attached to the supporting beams, while the lateral displacement preventing devices may for example be some form of groove in one of the displaceable device or the supporting beam and some form of projecting member in the other extending into the groove. As a rule, a truck trailer is provided with two H- or L-shaped supporting beams, but a timber transport vehicle could of course have more or fewer than two supporting beams, for example a single box-shaped supporting beam. As already mentioned, the bearing surfaces of the supporting beams, in the exemplary embodiment, are located in two substantially horizontal planes with an intermediate inclined portion but could of course also be designed in many other ways. For example, as a substantially continuous S-shape without any actual planar portions.
    Brief Description of the Related Drawings An exemplary embodiment of the invention will now be described with reference to the accompanying drawings, in which: Fig. 1 is a side view of a truck trailer during loading of timber by means of a loading crane in a rear pair of timber carrier units; ; Fig. 2 is a longitudinal section through the trailer according to Fig. 1; Fig. 3 is a perspective view obliquely from above of the trailer according to Figs. 1 and 2; Fig. 4 is a longitudinal section through the trailer whose timber carrier units are in position for loading timber into a front pair of timber carrier units; Fig. 5 is a perspective view obliquely from above of the trailer according to Fig. 4; Fig. 6 is an exploded longitudinal view of the components in a rear end of the trailer; Fig. 7 is an exploded view along the section VIII-VIII in Fig. 6 of a timber carrier unit and its connection to the sliding table and the supporting beams; and Fig. 8 is an exploded perspective view of two timber carrier units and their connection to the sliding table and a hydraulic piston for displacing the sliding table.
    Detailed description of an embodiment of the invention Hereinafter, an embodiment of the invention will be described which is applied to a trailer-type truck trailer, i.e. which is provided only with wheels at its rear end but not at its front but is intended to be carried by a towing device. A truck. A side view of the trailer during loading of timber is shown in Fig. 1. The loading of the timber is performed by a crane 1 which in a generally known manner is intended to be carried on a rear end of a truck (not shown) to which the front end of the trailer is connected. The trailer is shown in Fig. 1 in a position for loading timber in a rear pair of timber carrier units 23-24. This position is also illustrated in a longitudinal section through the trailer in Fig. 2 and in a perspective view obliquely from behind / from above in Fig. 3. As can be seen, the chassis of the trailer comprises two elongated support beams 3 with H- or I-shaped cross-sections which extend in the length of the trailer. In the embodiment shown, the trailer is provided with four U-shaped timber support units 24-24, each of which is supported on the supporting beams 3 and is formed by a horizontal timber bank 4, which is intended to support the timber, and at each end of the timber bank upright timber poles 5 which are intended to support the wood laterally.
    Counted from the front end of the trailer, the first timber support unit 21 is fixedly mounted on the support beams 3 while the second, third and fourth timber support units 22-24 are slidably arranged on the support beams via displaceable devices in the form of sliding shoes 6 placed between the timber beams 4 and the support beams 3. More specifically, an upper surface of an upper flange of each support beam forms a support surface 7 along which the sliding shoes 6 are displaceable. Conveniently, a plastic coating with low friction against steel can be arranged between the respective sliding shoe and the support beams.
    The rear pair of timber support units 23-24 are connected via a so-called sliding table 8 which is usually made of aluminum and has the shape of an elongate plate 9 with downwardly extending flanges 10 along each long side. The sliding table is fixed but adjustable connected to the underside of the third and fourth timber banks and thus defines a fixed distance between them. A long hydraulic cylinder 11 is connected with its rear end to a crosspiece 12 in the rear end of the trailer, while a front end of the piston rod 13 of the hydraulic cylinder is connected to a front end of the sliding table 8. By projecting the piston rod 13 of the hydraulic cylinder, the sliding table 8 can thus , and thus also the third and fourth timber carrier units 23-24 fixedly connected thereto, are advanced to the loading position shown in Figs. 1-3 for the rear pair of timber carrier units.
    At the front end of the sliding table a so-called pusher 14 is mounted, which projects outwards from the sliding table. When projecting the piston rod 13 and consequent displacement forwards of the sliding table and the rear pair of timber carrier units, according to Figs. 1-3, the pusher 14 in the latter part of the forward movement will abut against the timber bank 4 of the second timber carrier. Unit 22 so that it too will be displaced forward to a position close to the first timber carrier unit 21. In this displaced position of the timber carrier units, the loading of the rear pair of timber carrier units can be easily performed with a relatively short crane mounted on the rear end of the timber carrier unit. the truck.
    When a timber stack is fully loaded in the rear pair of timber carrier units, this can be displaced backwards to the rear end of the trailer, as illustrated in Figs. 4 and 5. To provide rearward displacement of also the second timber carrier unit, two drawbars are connected between timber banks of the second and third timber carrier units 22, 23 and thus also the second timber carrier unit will be pulled back to its loading position when the sliding table and the third and fourth timber carrier units are displaced backwards. In this position of the timber carrier units, a timber stack can now be easily loaded by means of the crane in the first and second timber carrier units.
    A sliding truck equipped with a sliding trailer with displaceable timber load-bearing units, which has been described so far, is essentially previously known. According to the present invention, however, the support surfaces 7 of the support beams 3, along which the sliding shoes 6 carrying the timber support units are displaceable, are not located in one and the same plane as has been the case with previous sliding table solutions. In the embodiment shown, the support beams are instead designed so that the support surfaces 7 form a first substantially horizontal plane 161 in the front part of the trailer.
    Thereafter, the bearing surfaces are convexly curved and merge into a slightly downwardly inclined intermediate second plane 162, which after a concave bend in turn merges into a substantially horizontal third plane 163 in the rear part. The horizontal planes are marked with dashed lines in Fig. 1. By designing the trailer in this way, the maximum possible cargo space can be utilized more efficiently and the center of gravity of the entire crew lowered.
    In order to make it possible not to locate the support surfaces in a single plane, according to the invention, the sliding table 8 is articulated connected to the undersides of the timber beams 4 of the third and fourth timber support units 23, 24. This is illustrated in Figs. 6-8. that a U-shaped bracket 17 between the respective timber bank 4 and the sliding table 8 has on each side a downwardly extending flange 18 through which shaft holes are received and which are intended to extend downwards on each side of the sliding table. Laterally extending shaft pins 19 are arranged in the downwardly extending flanges 10 of the sliding table and these shaft pins also extend through the shaft holes in respective U-shaped mounting parts.
    When the sliding table and the third and fourth timber carrier units are displaced forward from the reclined position shown in Figs. 4 and 5, first the third timber carrier unit will pass the concave curvature of the bearing surface between the rear third plane 163 and the intermediate inclined second plane 162. Thanks to the articulated connection between the sliding table and the third and fourth timber support units, the angular change between the timber support units can be absorbed by twisting the joint connection between the sliding table and the timber support units without building up harmful bending stresses in the brackets, sliding table or wooden benches.
    Figures 7 and 8 also show the design of the sliding shoes 6 between the timber banks 4 and the supporting beams 3. Each sliding shoe is fixedly connected to the underside of a timber bank and has a downwardly facing flat sliding surface which is provided with a friction-reducing sliding liner which is intended to abutting a support surface 7 of a support beam 3. In the outer ends of the respective sliding shoe a grooved projection 20 is arranged which is intended to grip around an outer longitudinal edge of the upper flange of the respective support beam 3 to prevent lateral displacement and lifting of the timber support units. .
    The front end of the piston rod 13 of the hydraulic cylinder 11 is connected to the front end of the sliding table 8 via an articulated connection 21 to allow angular change also between the hydraulic cylinder 11 and the sliding table 8.
    权利要求:
    Claims (4)
    [1]
    A timber transport vehicle comprising one or more support beams (3) extending in the longitudinal direction of the vehicle which carry a plurality of timber support units (21-24) each comprising a horizontal timber bank (4) on which a timber stack is intended to be carried, and at each end of each timber bank upright timber poles (5) which are intended to support the timber stacks laterally, wherein at least two timber carrier units are connected to each other via a sliding table (8) and are provided on the underside with displaceable devices (6) with by means of which the timber support units are, by activating a force generating device (11) arranged on the vehicle, displaceable in the longitudinal direction of the vehicle along the one or more support beams by the displaceable devices being displaceable along one or more upwardly facing support surfaces (7) further in that the displaceable devices and supporting beams comprise mutually interventional lateral displacement prevention devices (20), characterized in that the bearing surfaces (7) of the supporting beams (3) are non-linear in a vertical plane in the longitudinal extent of the supporting beams and have concave and / or convex portions and thus portions (161-163) with different angles of inclination in relation to a horizontal plane, and that the sliding table (8) is connected to the timber banks (4) via a pivot joint (17, 18, 19) in such a way that the timber carrier units (23-24) are at least limited pivotable in relation to the sliding table.
    [2]
    Timber transport vehicle according to claim 1, characterized in that the bearing surfaces (7) are located in three different planes (161-163).
    [3]
    Wood transport vehicle according to claim 1 or 2, characterized in that the displaceable devices have the shape of sliding shoes (6).
    [4]
    Wood transport vehicle according to one of the preceding claims, characterized in that the power generating device (11) is articulated connected to the sliding table (8).
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251157A|SE536748C2|2012-10-12|2012-10-12|timber Transport|SE1251157A| SE536748C2|2012-10-12|2012-10-12|timber Transport|
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