• 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:SE1450106A1
    申请号:SE1450106
    申请日:2014-01-31
    公开日:2015-08-01
    发明作者:Karl-Erik Niva
    申请人:Karl-Erik Niva；
    IPC主号:
    专利说明:

    [8] A further problem with known technology is the design of the driveline where driving even on the shaft in the front frame is both space consuming and complicates the construction.
    [9] Total height is also an important parameter for underground vehicles. For a typical underground vehicle transport vehicle, the drive motor and driver's seat are located next to each other and in front of the front drive shaft. To also keep the overall length down, the transmission is placed above the front drive shaft. This arrangement means that two gears must be added to the driveline, partly to lift the driving torque to the higher-positioned transmission, and partly to move the output torque down from the transmission to or near the level of the drive shaft's centerline.
    [10] The latter gear has two drive outputs: an output to the drive shaft in the front frame and an output to the drive shaft in the load frame. Due to the need for space for the PTO shaft between the gearbox and the front drive shaft, the distance between the steering joint and the driving shaft in the front frame also increases.
    [11] The gears require a robust construction to withstand high torques in the drive system, which increases net weight and costs. The transmissions also increase the losses in the drive system and thus also the fuel consumption. 67791
    [12] Increased distance between the steering joint and the drive axle increases loads in the front frame due to longer torque levers and it also has a negative effect on the vehicle's overall length, turning radius and also stability when turning.
    [13] As mentioned, known transport vehicles for underground operation often have a design where the driver's cab and internal combustion engine are mounted next to each other. The fact that the cab and drive motor share the space limits both the size of the cab and possible lines of sight and thus has a negative impact on safety and comfort.
    [14] Relatively small volumes for specially built, adapted underground machines and increasing demands on, among other things, transport capacity, energy efficiency, clean exhaust gases and the driver environment also entail high development costs per unit sold.
    [15] Ordinary trucks can also be used to some extent for transport in mines. When using trucks, however, the load capacity is a limitation and trucks are not as agile as articulated vehicles. Further limitations for trucks are that the components are not designed for this type of demanding transport with long times at maximum power at low speeds. Local or legal safety requirements that normally require the cab to be protected by approved race and rollover protection also constitute restrictions.
    [16] An object of the present invention is thus to obviate at least some of the problems of the prior art and to provide a vehicle for underground operation, which has improved driving and driving characteristics.
    [17] According to the invention there is provided a articulated vehicle with a front part, which is connected via a steering joint to a rear part, the front part comprising a front pair of wheels and the rear part comprising a load receiving device and a first driven rear wheel pair, the vehicle comprising a rear part driven rear wheel pair arranged behind the first driven rear wheel pair and a 67791 third driven rear wheel pair arranged behind the second driven rear wheel pair, the front wheel pair being non-driven and two of the rear wheel pairs being steerable.
    [18] By driving on only the axles of the rear part, many of the problems described above with prior art, such as torsional stresses in the driveline during steering, are reduced.
    [19] In a preferred embodiment, drive torque is transmitted from an engine arranged in the front part via transmission and a universal joint to the first rear wheel pair and the second rear wheel pair.
    [20] In a preferred embodiment, the third rear wheel pair (38, 38 ") is driven. This provides better propulsion, which may be needed for transport up the ramp.
    [21] In a preferred embodiment, the third rear wheel pair is arranged to be electrically driven by an electric drive motor, an electric generator driven by a second internal combustion engine mounted in the front part and arranged to supply the electric drive motor. Thereby, the installed power can be increased with increased transport capacity when driving uphill.
    [22] In a preferred embodiment, the second rear wheel pair is non-steerable and the first rear wheel pair and the third rear wheel pair are steerable. This improves the passability of the vehicle.
    [23] In a preferred embodiment, the first rear wheel pair is non-steerable and the second rear wheel pair and the third rear wheel pair are steerable.
    [24] The invention will now be described, by way of example, with reference to the accompanying drawings, in which: Fig. 1 shows a side view of a articulated vehicle according to the invention with a front part and a rear part, a cab shown shown from a front frame of the front part ; Fig. 2 shows the vehicle in Fig. 1 but with the driver's cab mounted to the front frame; Fig. 3 shows a side view of the vehicle of Fig. 1 showing its driveline; Fig. 4 shows a plan view from above of the vehicle in Fig. 1 from which the driveline is shown; and Fig. 5 shows the replaceable cab removed from the front frame in an alternative embodiment.
    [25] In the following, a detailed description of a preferred embodiment of a articulated vehicle according to the invention will be described. This is based on a articulated vehicle with a robust underground-adapted load-bearing rear frame including a new solution for the propulsion system with three driving axles in the load-bearing rear frame.
    [26] Fig. 1 shows a articulated vehicle, generally designated 1, comprising a front part 10, which via a guide joint 12 is connected to one with a load-bearing rear part 30. The front part comprises a front pair of wheels, of which the left wheel 14 is shown in the figure. The front wheel pair is interconnected by means of a front wheel axle (not shown in Fig. 1), which is a non-driven axle. Furthermore, the front part 10 comprises a front frame arranged for mounting a cab 18. The front frame consists of two sections: a rear section 16a, which substantially coincides with the front pair of wheels, and a front section 16b, which is arranged to carry a cab. The front section 16b is thus prepared to change the cab and drive system through a replacement system in a relatively short time.
    [27] The cab 18 is a modified front part of a truck or similar series-built vehicle, comprising drive and bypass systems, such as a drive unit in the form of an internal combustion engine 20 and a transmission 22. In the following, the term "cab" will thus denote a part which, in addition to the cab itself, may also include other parts found in the front of a truck or equivalent series-built vehicle, such as the engine, transmission and air conditioning system. 67791
    [28] In the preferred embodiment shown, the front part 10 also has a protective roof 24 arranged to protect the cab 18 in the event of a landslide. This protective roof is adapted to meet requirements for protection against rock falls and rounding: ROPS and FOPS.
    [29] The rear part 30 has a rear frame in the form of an ice frame 32. This is supported by three driven axles with a respective rear wheel pair, of which Fig. 1 shows the left wheel of the first, the second and the third rear wheel pair, respectively. , which wheels are designated 34, 36 and 38 respectively. Three driven axles give the rear part sufficient drive axle load in relation to the total weight to be able to drive the vehicle even on steep slopes.
    [30] A load receiving device in the form of a preferably rear-tipping or side-tipping load platform 40 is arranged on the rear frame 32.
    [31] In Fig. 2, the cab 18 is shown mounted on the front section 16b of the front frame. In this embodiment, the front section 16b of the front frame is provided with a mounting plane to which frame sides 23 of the cab are mounted. This mounting is preferably done with the help of bolted joints.
    [32] The driveline in the vehicle 1 will now be described in detail with reference to Figs. 3 and 4.
    [33] The drive torque from the internal combustion engine 20 is transmitted via transmission and propeller shaft 42 to the two front drive shafts by the rear drive shafts, i.e. the first rear drive shaft 34 ”and the second rear drive shaft 36”. The rear drive shaft that is at the rear in the direction of travel, ie. the third rear drive shaft 38 ", is electrically driven by an auxiliary drive unit with an electric drive motor 44 and which is fed by an internal combustion engine driven electric generator 46 mounted in the front part 10. The electric drive motor 44 and the electric generator 46 are interconnected by electric wires ( not shown). The solution provides the opportunity to increase the installed power and thus also the transport speed loaded up the ramp.
    [34] Of the rear drive shafts, two drive shafts are steerable relative to the rear frame 32 to reduce the turning radius. The steering system for the axles reads the angle of the steering joint 12 between the front part 10 and the rear part 30 by means of a sensor (not shown) and angles the steerable wheels in proportion to the steering angle in the steering joint. One of the rear drive shafts is non-steerable. In the embodiment shown, the second rear drive shaft 36 "is non-steerable and the first rear drive shaft 34" and the third rear drive shaft 38 "are steerable, but in an alternative embodiment, not shown, the first rear drive shaft 34" is non-steerable and the second 36 "and the third 38" rear drive shaft steerable.
    [35] The drive system for the mechanically driven drive shafts 34 ”, 36” has longitudinal and transverse differentials 48, 50 to compensate for speed differences that occur when cornering.
    [36] The non-driven shaft 14 "in the front part 10 is arranged to allow passage of the PTO shaft from the transmission 42 directly to the drive shafts in the rear frame. Furthermore, the non-driven shaft 14 "in the front part 10 has a gas-hydraulic system for suspension.
    [37] The mounting plane of the cab 18 in the front section 16b of the front frame is designed so that the center line of the driveline becomes horizontal or substantially horizontal. This avoids angular errors in the driveline, which in turn induces vibrations that shorten service life and increase maintenance costs.
    [38] In the vehicle described, gimbal drive is used directly from the transmission to the first driven axle. The distance between the steering joint 12 and the axle in the front frame can be significantly shortened by avoiding the need for space-consuming extra gear required for front-wheel drive. This in turn reduces the bending stresses in the front frame 67791 and this thus also reduces the dead weight of the structure. The position of the front axle closer to the steering joint also reduces the turning radius and increased stability when cornering.
    [39] The drive shafts 34 ", 36" and 38 "in the rear part 30 are resiliently suspended against the rear frame 32 in two separate circuits: left and right circuit, via hydraulic cylinders. The cylinders in the separate circuits are hydraulically connected to each other according to the principle of communicating vessels.
    [40] Fig. 5 shows an alternative embodiment of a vehicle according to the invention, in which the same parts are given the same reference numerals as in the first embodiment. The difference from the first embodiment is that the front section 16b of the custom-made supporting front frame is disassembled. Thus, instead of being integrated with the front part 10, the front section 16b of the front frame is integrated with the cab 18. Since both the fuel tank and the hydraulic tank are mounted in the front section 16b, i.e. partly detachable cab 18, the drive system can be test driven before mounting, which is an advantage.
    [41] Preferred embodiments of a articulated vehicle according to the invention have been described. It will be appreciated that these may be varied within the scope of the claims without departing from the spirit of the invention. For example, the transmission can be replaced by a generator which then drives a second electric motor which drives two of the drive shafts.
    Alternatively, an electric motor mounted on each of the three drive shafts is driven by a single generator. A further alternative is that the internal combustion engine is omitted and the power it delivers is replaced by power from a trolley line.
    权利要求:
    Claims (6)
    [1]
    A articulated vehicle (1) with a front part (10), which is connected via a guide joint (12) to a rear part (30), the front part comprising a front pair of wheels (14, 14 ') and the rear part comprising a load receiving device (32) and a first driven rear wheel pair (34, 34 '), characterized in that the rear part (30) comprises a second driven rear wheel pair (36, 36') arranged behind the first driven rear wheel pair and a third driven rear wheel pair (38 , 38 ') arranged behind the second driven rear wheel pair, the front wheel pair (14, 14') being non-driven and two of the rear wheel pairs (34, 34 ', 38, 38') being steerable.
    [2]
    A articulated vehicle (1) according to claim 1, in which driving torque from a motor (20) arranged in the front part (10) is transmitted via transmission and a PTO shaft (42) to the first rear pair of wheels (34, 34 '). and the second rear wheel pair (36, 36 ').
    [3]
    A articulated vehicle (1) according to claim 1 or 2, wherein the third rear wheel pair (38, 38 ') is arranged to be electrically driven by an electric drive motor (44) driven by an additional drive unit.
    [4]
    An articulated vehicle (1) according to claim 3, comprising an electric drive unit (46) mounted in the front part (10) and arranged to supply the electric drive motor (44).
    [5]
    A articulated vehicle (1) according to any one of claims 1-4, wherein the second rear wheel pair (36, 36 ') is non-steerable and the first rear wheel pair (34, 34') and the third rear wheel pair ( 38, 38 ') are controllable. 67791 10
    [6]
    A self-steering vehicle (1) according to any one of claims 1-4, wherein the first rear wheel pair (34, 34 ') is non-steerable and the second rear wheel pair (36, 36') and the third rear wheel pair ( 38, 38 ”) are controllable.
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    同族专利:
    公开号 | 公开日
    SE537922C2|2015-11-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2017-10-03| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450106A|SE537922C2|2014-01-31|2014-01-31|Articulated vehicle|SE1450106A| SE537922C2|2014-01-31|2014-01-31|Articulated vehicle|
    PCT/SE2015/050095| WO2015115982A1|2014-01-31|2015-01-29|Articulated vehicle|
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