CA2131356A1 - Device for loading and unloading of a load-carrying unit on a vehicle - Google Patents
Device for loading and unloading of a load-carrying unit on a vehicleInfo
- Publication number
- CA2131356A1 CA2131356A1 CA002131356A CA2131356A CA2131356A1 CA 2131356 A1 CA2131356 A1 CA 2131356A1 CA 002131356 A CA002131356 A CA 002131356A CA 2131356 A CA2131356 A CA 2131356A CA 2131356 A1 CA2131356 A1 CA 2131356A1
- Authority
- CA
- Canada
- Prior art keywords
- carriage
- load
- carrying unit
- claw
- traction chain
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/64—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable
- B60P1/6418—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable the load-transporting element being a container or similar
- B60P1/6454—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable the load-transporting element being a container or similar the load transporting element being shifted by means of an inclined ramp connected to the vehicle
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Handcart (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Chain Conveyers (AREA)
- Saccharide Compounds (AREA)
- Preparation Of Compounds By Using Micro-Organisms (AREA)
- Peptides Or Proteins (AREA)
Abstract
The device has a tilting-frame (4), in the plane of which a traction chain (5) is arranged. In a known way, the traction chain is connected with a pick-up chain (6) = on the end of which a claw (7) is arranged. A carriage (8) is arranged to be able to slide parallel to the traction chain (5), the carriage feed being achieved by means of the traction chain (5). A pivotable grabbing-arm, possessing a hook (10), is mounted to articulate on the carriage, the hook likewise being able to be connected to a load-carrying unit. The device permits alternative pick-up of a load-carrying unit either with the hook (10) or with the claw (7). In this way, the advantages of both loading systems can be realised in a single device.
Description
213I~
TUCHSCHMID AG
Device for Loading and Unloading of a Load-carrying Unit on a Vehicle The invention concerns a device for loading and unloading of a load-carrying unit on a vehicle according to the preamble to claim 1.
The transfer of standardised load-carrying units such as containers, bulk goods silos and similar = especially in connection with combined road and rail transport = with the aid of a so-called change-over device directly from the rail wagon to a powered vehicle, or lifting from the ground and placement again onto the ground, has been known for some years. These change-over devices are mounted on the chassis of motor trucks and permit handling of heavy loads by a lone individual, namely: the truck driver. Although load-carrying units have been internationally standardised (DIN 1025/1026), two types of change-over device have developed in practice, namely: the chain device and the hook device.
A typical chain device has, for example, been made known through EP-A-221 600. The chain device has a hydraulically pivoting tilting-frame attached by a linkage to the rear end of the chassis. A continuous traction chain is mounted in the plane of the tilting-frame and can be driven in both directions. A pick-up chain is affixed to the traction chain, on the end of which a claw is mounted. This claw can engage in coupling-pins arranged near to the ground on the facing side of the load-carrying unit. The pick-up chain serves to raise the load-carrying unit up to the height of the tilting-frame, after which the load-carrying unit is pulled onto the tilting-frame. During pick-up of the load-carrying unit from the ground, the tilting-frame is placed in an inclined position. During transfer of a load-carrying unit frGm a rail 2 131 3 5 b wagon or from another truck, the tilting-frame will remain in the horizontal position.
With hook devices, a type of tilting-frame is likewise mounted on the chassis. To pick up the load-carrying unit, however, no chain is required, but a hydraulically pivotable grabbing-arm which is provided with a hook. This hook can grasp a shackle in the upper area of the facing side of the load-carrying unit, and in this way lift the load-carrying unit and pull it onto the tilting-frame. With hook devices, too, a transfer from rail wagon to truck is, of course, possible. A typical hook device is, for example, described in EP-A-192 689.
A disadvantage of the change-over devices known up to now is that each device possess advantages and disadvantages. The appropriateness of either a chain device or a hook device will depend on the nature of the load-carrying unit and the load it contains, and also on the prevailing on-site circumstances. A haulage company will not, however, procure both types of change-over device, but decide on either one type or another, particularly because the load-carrying units are so designed that they can be handled by both types. This situation is, however, extremely unsatisfactory, since optimal conditions for a certain type are never encountered.
Thus, according to the prevailing conditions when loading a load-carrying unit, the hook device can be more appropriate, while during unloading of the same load it may well be better to use the chain device.
Indeed, a device for loading and unloading a load-carrying unit has already been made known in WO 85/00787 with which differing grabbing means are provided on a chassis. Two grabbing means are arranged on a carriage which can be displaced along the chassis, said grabbing means being independent from one another and deployable at different positions on the load. The carriage can only be moved by means of a traction cable or a winch, with the load also being able to be attached directly to the traction cable when the carriage position is locked. According to the deployment of the preferred grabbing system, and according to whether the load is to be picked up onto the chassis or is to be pushed clear of the chassis, relatively complicated and time-consuming resetting of the traction cable is required with this device. In contrast with continuous traction chains, the traction cable represents a potential danger, so that these kinds of device have not become established in practice.
It is thus a purpose of the invention to create a device of the type mentioned in the int~oduction which combines the operating advantages of both types of change-over devices and which permits the operator a free choice with regard to the use of the claw or the hook to pick up the load-carrying unit, in accordance with on-site conditions. According to the invention, this purpose is fulfilled with a device possessing the features in claim 1.
The carriage with the pivotable grabbing-arm, which is able to be driven in both directions of movement by means of the traction chain, not only permits selective deployment of the hook, but also enables the grabbing-arm mounted on the carriage to travel to an optimum position. With known hook devices, the grabbing-arm was as a rule firmly linked to the tilting-frame and was not displaceable. In order to engage the hook in the loading carrier at all, a complicated pivoting movement was therefore necessary. The carriage now enables the load-carrying unit to be simultaneously lifted by the grabbing-arm and pulled by the carriage. With chain operation, the carriage rem~; nS at the rest position together with the grabbing-arm, in no way hindering the loading or unloading procedure.
21313~(~
In order to slide the carriage, this possesses a releasable coupling for direct or indirect connection with the traction chain. This coupling could, for example, be engaged manually.
Preferably, however, the coupling possesses hydraulically or pneumatically activated locking-pins which can be inserted into the links of the traction chain and/or into the claw.
For pulling the carriage, the force can also be directly transferred to the claw which engages in the carriage.
The load-carrying unit can be lifted from the ground in a particularly advantageous way if a pick-up chain is attached to the traction chain, and if the claw is arranged on the end of the pick-up chain. A sliding element on the traction chain and/or on the claw produces the interlocking connection between the traction chain and the claw. In this way, with the aid of the traction chain, a load can be pushed away from the chassis without problems by means of the claw. The claw could, however, also be connected with the traction chain by means of a rod or a shackle, or in certain cases it could even be directly connected to the traction chain.
It is of particular advantage if the carriage possesses two carriage limbs which are connected together by means of a yoke in such a way that the traction chain runs between the carriage limbs and the yoke spans the traction chain. Both the carriage limbs provide optimal lateral stability, with the traction chain being arranged exactly in the middle of the chassis. Particularly stable guidance will here result if the carriage limbs, on their facing inner sides, possess slider blocks which are guided in U-shaped guide-rails, the longitudinal axes of which run parallel to the plane of the tilting-frame. Through these means of construction, also high torque can be imparted by the carriage onto the tilting frame. Naturally, other means of guidance, such as rollers, are conceivable.
_ A particularly advantageous construction for the guidance of the carriage and for the guidance of the traction chain will result if the tilting-frame possesses a hollow box-shaped tilting-beam which forms the framework for the traction chain, and if at least one guide-rail is arranged on each of the two sides of the tilting-beam. Naturally, the carriage guide could also ensue on a plurality of guide-rails.
The carriage is preferably fitted with a mechanical stop for the load-carrying unit. It can be thus be ensured that, in the loaded position, the load-carrying unit is always located in a correct end position. At the same time, however, the carriage forms an adjustable mechanical stop for the load-carrying unit, said mechanical stop being exactly adjustable to the length of the load-carrying unit. A mechanical stop of this type was not known with conventional chain devices. In order to lock the carriage firmly, it can be locked to the tilting-frame with an insert pin.
When grasping the load-carrying unit with the hook, the claw is not required. The claw can therefore be so arranged to be able travel to a rest position behind the plane of the mechanical stop, so as not to create a hindrance. In the reverse case, for chain operations, the hook, respectively the whole grabbing-arm is not required. It is, with particular advantage, therefore brought into a rest position in which the hook is inclined away from the load-carrying unit, out of a vertical plane running parallel to the pivot axis of the arm. Since the shackle of the load-carrying unit lies at the same height as the hook when in the loading position, a collision with the shackle is reliably avoided by inclining the hook away = respectively the entire grabbing-arm.
The entire unit can be controlled in a particularly advantageous way if sensors are arranged on the carriage for 2131~56 detecting the position of the claw and/or the grabbing-arm and/or the load-carrying unit. In this way, an optimal degree of operating safety is achieved since the operator can always immediately recognise any respective phase of operation.
Further individual features and advantages of the invention arise from the following description of an embodiment and from the drawings. Namely:
igure 1 a perspective view of a device in accordance with the invention, mounted on a chassis, igure 2 a perspective view of a carriage without grabbing-arm, igure 3 a perspective view of an, in principle, known claw, igure 4 a section through the carriage according to figure 2, with details of the locking system, igure 5 one of the locking devices which are mounted on the carriage, igure 6 a cross section through the tilting-frame with upright grabbing-arm, igure 7 a side view of the grabbing-arm according to figure 6 in the hook loading position, igure 8 a side view according to figure 7 in the hook pick-up position, igure 9 a side view of the device in the claw pick-up position.
213:13~
igure 10 a device according to figure 9 during raising of the load-carrying unit, igure 11 the device according to figure 9 in the claw loading position, igure 12 a side view of the device in the hook pick-up position, igure 13 the device according to figure 12 during raising of the load-carrying unit, igure 14 the device according to figure 9 in the hook loading position, and igure 15 the side view of a vehicle with shortened load-carrying unit.
Figure 1 shows the chassis 3 of a vehicle which is here not shown in greater detail, onto which the tilting-frame 4 is mounted to articulate. Thus, the tilting-frame is able to pivot about the tilting-frame linkage 15 on the rear edge of the chassis, for which purpose hydraulic cylinders 43 at both sides of the chassis are put into operation. In principle, the tilting-frame comprises a hollow box-section beam 16 (Figure 6) on which lateral frame supports 36 are arranged at definite intervals. These lateral frame supports support the rollers 37 in the outer area, on which the support profile 38 of a load-carrying unit can be rolled. In order to obtain better torsional stability in the area where the force of both the hydraulic cylinders 43 is applied, both the rearmost lateral frame supports are connected together by longitudinal beams 47.
The tilting-beam 16 also serves as a framework for the continuous traction chain 5 which is tensioned between the ._ front chain deflecting wheel 41 and a rear chain deflecting wheel 40. With that, the upper span of the traction chain rests on the tilting-beam 16. The drive of the traction chain is by means of a hydraulic chain drive motor 42 which is flanged onto the front chain deflecting wheel. The pick-up chain 6 which is fastened to the traction chain 5 rests on the traction chain, with the claw = which is fastened to the end of the pick-up chain = not being visible in figure 1, since said claw lies within the carriage 8.
The carriage 8 is guided on both sides of the tilting-beam 16 and is driven via the traction chain 5. An L-shaped grabbing-arm 9 is linked to the carriage, on the end of which a hook 10 is arranged. The pivoting movement of the grabbing-arm is achieved by means of a hydraulic cylinder 34. Further details of the combined carriage/grabbing-arm can be seen in figures 2 to 8.
Further, in principle already known means of securing a load-carrying unit to a vehicle are arranged on the device. Side security-supports 39 can be folded in, in order to prevent the load-carrying unit from lifting away from the tilting-frame.
Relief of rear wheel-loading when picking up the load can be achieved with a rear axle support 48.
On the basis of figures 2 to 5, first of all the individual components of the carriage will be explained. As figure 2 shows, the carriage 8 comprises in principle both parallel carriage limbs 11 and 11', which are connected together by a slightly raised yoke 12. At least two blocks 13 are fixed to each of the facing inner sides of the carriage limbs 11, 11'.
The facing side of the yoke 12 takes the form of a semi-circular recessed mechanical stop 17 in the area where the yoke 12 merges with each carriage limb, the function of which is more closely explained in the following. A bearing 19 to support the piston/cylinder unit for pivoting the grabbing-arm 213t 3~56 is arranged on the upper section of the yoke. The grabbing-arm itself rotates in bearing sleeves 18 in each of the carriage limbs. Arranged on each of the sides of the carriage is a coupling device 21 for direct or indirect interlocking connection of the carriage with the traction chain, together with a locking device 20 for locking of the carriage 8.
Various sensors provide information about the operating condition of the device. A sensor 22 ascertains whether the load-carrying unit has reached its end position at the mechanical stop 17. The two sensors 23 ascertain the position of the grabbing-arm, and the sensor 24 ascertains the position of the claw.
The sensor 24 is mounted on a mechanical-stop pin 52 which, together with an axially opposing mechanical-stop pin, serves as a mechanical-stop for the claw. By this means, the locking-pins 58 must not bear the entire load during pulling of the carriage. With regard to position and diameter, both mechanical-stop pins correspond to the attachment pins 30, 30' (figure 3) of a load-carrying unit. The tensile force is thus transferred via the hook 28 of the claw 7 to the carriage 8 when the load-carrying unit is suspended on the grabbing-arm 9.
-Figure 4 shows individual components of the locking and coupling devices which are possible on the carriage 8. The pick-up chain 6 is connected to the continuous traction chain 5 by means of a chain connector 50. For reasons of safety, the traction chain is of strengthened design along the entire potential distance between the front deflection wheel 41 and the chain connector 50. A sliding cam 51 fixed to the traction chain 5 ensures that the forces imparted onto the traction chain are transferred to the claw 7, also during reversed drive. In place of the sliding cam, another sliding element could be used, fastened to the traction chain 5 or onto the claw 7.
213135~
As is shown, coupling devices 21 for interlocking connection between the carriage 8 and the traction chain 5 are provided in both the carriage limbs 11 and 11'. These coupling devices engage laterally into the claw 7, although they could also engage into the links of the traction chain 5. In the same way, locking devices 20 for l.ocking of the carriage onto the tilting-beam 16 are arranged on both carriage limbs. These locking devices are in practice the same design as the coupling devices 21. The insert-pins 53 of the locking device 21 can be inserted into bores 54 which are provided at regular intervals on the tilting-beam 16.
Figure 5 shows the construction of a locking device 20, respectively a coupling device 21. A piston 56 is guided in a pressure cylinder 55 on which the pins 53 or 58 are affixed.
The piston 56 is under tension from a pressure spring 59 which always presses the pins 53/58 into the engagement position.
This closed position is detected by means of the sensor 60 or a limit switch, and is transmitted to a control device. The piston can be acted upon via a pressure feed 57 so that it displaces against the pressure of the spring 56. With that, the pins 53/58 are brought to an open position. The piston 56 can be activated either hydraulically or pneumatically according to each individual case.
During chain operation, the coupling devices 21 are always released, while the carriage 8 is locked on the tilting-beam with the locking devices 20. On the other hand, during hook operation, the locking devices 20 are released while the coupling devices 21 are engaged, so that the carriage 8 can be moved by the traction chain along the tilting-beam 16.
Connection points for various supply pipes are provided on the facing side of the carriage limbs 11, 11'. The connection points 25, 26 and 27 can accept hydraulic hoses, pneumatic hoses and electrical cables. These services are laid in a 21~1356 block-chain or energy-supply chain 49, as suggested in figure 1. Connection of the carriage to energy and control lines is thus independent of the relative position of the carriage and is therefore without problems. The position for the fixed attachment point of the energy-supply chain 49 is chosen in such a way that it lies approximately in the middle of the tilting-beam 16. In this way, the energy-supply chain will be completely extended in both carriage 8 end positions.
Figure 3 shows a claw 7 which is arranged at the end of the pick-up chain 6. The claw comprises the actual hook 28 and the centering web 29 which is arranged at the claw's centre. The claw can thus engage in the coupling-pins 30, 30' on the lower facing side of the load-carrying unit. The centering web, wedge-shaped at its upper edge, penetrates the intermediate space between the coupling-pins 30, 30'. In the loaded position, the coupling-pins 30, 30' come to rest at the mechanical stop 17. Contact at this position will ensue regardless of whether the load-carrying unit has been picked up with the claw or with the hook. The hook possesses lateral bores into which the locking-pins 58 can be inserted.
Further individual components of the carriage guide and the grabbing-arm can be seen in figures 6 and 7. With the tilting-beam 16, a cross-sectionally approximately square-shaped hollow box-section profile is used. The lateral frame supports 36 are welded to the underside of the tilting-beam. From these drawings, is can also be seen how the support profile 38 of a load-carrying unit comes to rest on the rollers 37. A U-shaped guide-rail 14 is welded to each side of the tilting-beam 16, in such a way that the profile axes run parallel to the plane of the tilting-frame. The sliding blocks 13 and 13' of the carriage will slide in these guide-rails 14 and 14', the carriage thus being guided both in the plane of the tilting-frame and in a vertical plane. Stabilising profiles can be welded to both sides, in order to strengthen the guide-rails.
21 31 3~i ~
The grabbing-arm 9 is formed approximately as a fork, and comprises the two approximately L-shaped grabbing-arm limbs 31 and 31' which are connected at their free end with a connecting piece 32. The hook 10 itself is arranged on this connecting piece. The articulated connection with the carriage 8 is achieved by means of bearing journals 45 which engage, from the outside, in the bearing bushes 18 as shown in figure 2. A hydraulic cylinder 34, with bearing journals 35 which engage in the bearing bushes 33, is arranged between both grabbing-arm limbs 3. The hydraulic cylinder 34 is also supported at the linkage bearing 19 on the carriage 8. As can be seen in figure 5, the hydraulic cylinder runs approximately parallel to the grabbing-arm when said grabbing-arm is in the vertical position.
Both possible positions of the claw 7 can be seen from figure 7. In the loading position, the carriage, both with hook and chain operations, is caused to travel to the front end-position adjacent to the chain deflection wheel 41. Figure 7 shows the hook loaded position, in which the hook 10 grasps the shackle 44 on the upper facing side of the load-carrying unit 1. In this position, the claw must not come into conflict with the lower area of the load-carrying unit on which the coupling pin 30 is arranged. The claw is therefore withdrawn to a rest position 7R, where it is located beneath the yoke 12 (figure 2), behind the plane of the mechanical stop 17. If, however, the load-carrying unit 1 is to be grasped on the coupling-pins 30 by the claw, the claw will be located in the loading position 7L. In this case, however, the grabbing-arm 9 must be tilted away, so that the claw 10 does not restrict the shackle 44.
Figure 8 shows the carriage 8 in the rear end-position, adjacent to the tilting-frame linkage 15. The grabbing-arm 9 has been pivoted out, so that the piston rod 46 is visible.
2I3l35b -The hook 10 is now located approximately at the level of the chassis 3. Naturally, the hook 10 can be further lowered by pivoting the tilting-frame 4 upwards. The m~imum possible pivoting position of the tilting-frame is suggested by a broken line.
Pick-up of a load-carrying unit 1 with the claw is explained with the aid of figures 6 to 11. The vehicle 2 is manoeuvred to a position where its chassis 3 is positioned near the facing side of the load-carrying unit 1. The tilting-frame 4 is slightly raised with the aid of the hydraulic cylinder 43, in order to facilitate connection of the load. Subsequently, the traction chain 5 is moved in the direction of the arrow a, until the pick-up chain 6 with the claw 7 hangs over the rear deflection wheel 40. With that, the carriage 8 with the grabbing-arm 9 remains in the rest position, since it is not required. The claw 7 is connected to the coupling-pins 30, and the device is then ready to pick up the load.
The traction chain 5 is now moved in the direction of the arrow b, the load-carrying unit 1 first of all being lifted with the pick-up chain 6 to the level of the tilting-frame 4.
Pulling of the load-carrying unit onto the tilting frame (figure 10) then ensues, indeed sufficiently far that the -coupling-pins 30 make contact with the mechanical stop 17 of the carriage 8. As can be seen particularly clearly from figure 11, the hook has been pivoted back into the rest position lOR, in which it is inclined at an angle a to the vertical. After or during pulling-up the load-carrying unit 1, ~he hydraulic cylinder 43 is once again relieved of pressure so that the tilting-frame 4 pivots back into its rest position. After securing the load-carrying unit by means of the already mentioned securing devices, the vehicle 2 is ready to drive away.
Figures 12 to 14 show the loading procedure during hook 213l 35~
-operation. Once again, the vehicle 2 manoeuvres with its chassis to the facing side of the load-carrying unit 1, however not quite so near as with the chain operation. With the aid of the traction chain 5, the carriage 8 is moved into the rearmost position and the grabbing-arm 9 is pivoted out through activation of the hydraulic cylinder 34. At the same time, the tilting-frame 4 must also be pivoted up. The hook 10 is clipped onto the shackle 44, after which the device is ready to pick up the load.
The grabbing-arm 9 is pivoted back, with the load-carrying unit 1 carrying out an arched pivoting movement to be thus lifted onto the tilting frame 4 (figure 13). The carriage can now be moved into the front end-position d, with the load-carrying unit 1 on the hook 10 being pulled to its final transport position. The claw, which is not required in this case, is located at the already mentioned rest position 7R.
During unloading of the load-carrying unit 1, both with hook operation and chain operation, in each case the reverse sequence is carried out. During transfer of a load-carrying unit onto a rail wagon or from a rail wagon, raising of the tilting-frame or lowering of the load-carrying unit with either the grabbing-arm 9 or the pick-up chain 6 is dispensed with.
Figure 15 shows a loaded position with a shortened load-carrying unit lv. In order to be able to pick-up this load-carrying unit with the claw, the carriage 8 has been locked in the intermediate position zp. The carriage thus evidently forms a displaceable mechanical stop, which can be locked in various positions according to the length of the load-carrying unit. It would also be conceivable to be able to detach the grabbing-arm 9 so that the carriage 8 retains only the function of a displaceable mechanical stop for the load-carrying unit.
21~13~
Inasmuch as the invention is subject to modifications and variations, the foregoing description and accompanying d-rawings should not be regarded as limiting the invention, which is defined by the following claims and various combinations thereof:
TUCHSCHMID AG
Device for Loading and Unloading of a Load-carrying Unit on a Vehicle The invention concerns a device for loading and unloading of a load-carrying unit on a vehicle according to the preamble to claim 1.
The transfer of standardised load-carrying units such as containers, bulk goods silos and similar = especially in connection with combined road and rail transport = with the aid of a so-called change-over device directly from the rail wagon to a powered vehicle, or lifting from the ground and placement again onto the ground, has been known for some years. These change-over devices are mounted on the chassis of motor trucks and permit handling of heavy loads by a lone individual, namely: the truck driver. Although load-carrying units have been internationally standardised (DIN 1025/1026), two types of change-over device have developed in practice, namely: the chain device and the hook device.
A typical chain device has, for example, been made known through EP-A-221 600. The chain device has a hydraulically pivoting tilting-frame attached by a linkage to the rear end of the chassis. A continuous traction chain is mounted in the plane of the tilting-frame and can be driven in both directions. A pick-up chain is affixed to the traction chain, on the end of which a claw is mounted. This claw can engage in coupling-pins arranged near to the ground on the facing side of the load-carrying unit. The pick-up chain serves to raise the load-carrying unit up to the height of the tilting-frame, after which the load-carrying unit is pulled onto the tilting-frame. During pick-up of the load-carrying unit from the ground, the tilting-frame is placed in an inclined position. During transfer of a load-carrying unit frGm a rail 2 131 3 5 b wagon or from another truck, the tilting-frame will remain in the horizontal position.
With hook devices, a type of tilting-frame is likewise mounted on the chassis. To pick up the load-carrying unit, however, no chain is required, but a hydraulically pivotable grabbing-arm which is provided with a hook. This hook can grasp a shackle in the upper area of the facing side of the load-carrying unit, and in this way lift the load-carrying unit and pull it onto the tilting-frame. With hook devices, too, a transfer from rail wagon to truck is, of course, possible. A typical hook device is, for example, described in EP-A-192 689.
A disadvantage of the change-over devices known up to now is that each device possess advantages and disadvantages. The appropriateness of either a chain device or a hook device will depend on the nature of the load-carrying unit and the load it contains, and also on the prevailing on-site circumstances. A haulage company will not, however, procure both types of change-over device, but decide on either one type or another, particularly because the load-carrying units are so designed that they can be handled by both types. This situation is, however, extremely unsatisfactory, since optimal conditions for a certain type are never encountered.
Thus, according to the prevailing conditions when loading a load-carrying unit, the hook device can be more appropriate, while during unloading of the same load it may well be better to use the chain device.
Indeed, a device for loading and unloading a load-carrying unit has already been made known in WO 85/00787 with which differing grabbing means are provided on a chassis. Two grabbing means are arranged on a carriage which can be displaced along the chassis, said grabbing means being independent from one another and deployable at different positions on the load. The carriage can only be moved by means of a traction cable or a winch, with the load also being able to be attached directly to the traction cable when the carriage position is locked. According to the deployment of the preferred grabbing system, and according to whether the load is to be picked up onto the chassis or is to be pushed clear of the chassis, relatively complicated and time-consuming resetting of the traction cable is required with this device. In contrast with continuous traction chains, the traction cable represents a potential danger, so that these kinds of device have not become established in practice.
It is thus a purpose of the invention to create a device of the type mentioned in the int~oduction which combines the operating advantages of both types of change-over devices and which permits the operator a free choice with regard to the use of the claw or the hook to pick up the load-carrying unit, in accordance with on-site conditions. According to the invention, this purpose is fulfilled with a device possessing the features in claim 1.
The carriage with the pivotable grabbing-arm, which is able to be driven in both directions of movement by means of the traction chain, not only permits selective deployment of the hook, but also enables the grabbing-arm mounted on the carriage to travel to an optimum position. With known hook devices, the grabbing-arm was as a rule firmly linked to the tilting-frame and was not displaceable. In order to engage the hook in the loading carrier at all, a complicated pivoting movement was therefore necessary. The carriage now enables the load-carrying unit to be simultaneously lifted by the grabbing-arm and pulled by the carriage. With chain operation, the carriage rem~; nS at the rest position together with the grabbing-arm, in no way hindering the loading or unloading procedure.
21313~(~
In order to slide the carriage, this possesses a releasable coupling for direct or indirect connection with the traction chain. This coupling could, for example, be engaged manually.
Preferably, however, the coupling possesses hydraulically or pneumatically activated locking-pins which can be inserted into the links of the traction chain and/or into the claw.
For pulling the carriage, the force can also be directly transferred to the claw which engages in the carriage.
The load-carrying unit can be lifted from the ground in a particularly advantageous way if a pick-up chain is attached to the traction chain, and if the claw is arranged on the end of the pick-up chain. A sliding element on the traction chain and/or on the claw produces the interlocking connection between the traction chain and the claw. In this way, with the aid of the traction chain, a load can be pushed away from the chassis without problems by means of the claw. The claw could, however, also be connected with the traction chain by means of a rod or a shackle, or in certain cases it could even be directly connected to the traction chain.
It is of particular advantage if the carriage possesses two carriage limbs which are connected together by means of a yoke in such a way that the traction chain runs between the carriage limbs and the yoke spans the traction chain. Both the carriage limbs provide optimal lateral stability, with the traction chain being arranged exactly in the middle of the chassis. Particularly stable guidance will here result if the carriage limbs, on their facing inner sides, possess slider blocks which are guided in U-shaped guide-rails, the longitudinal axes of which run parallel to the plane of the tilting-frame. Through these means of construction, also high torque can be imparted by the carriage onto the tilting frame. Naturally, other means of guidance, such as rollers, are conceivable.
_ A particularly advantageous construction for the guidance of the carriage and for the guidance of the traction chain will result if the tilting-frame possesses a hollow box-shaped tilting-beam which forms the framework for the traction chain, and if at least one guide-rail is arranged on each of the two sides of the tilting-beam. Naturally, the carriage guide could also ensue on a plurality of guide-rails.
The carriage is preferably fitted with a mechanical stop for the load-carrying unit. It can be thus be ensured that, in the loaded position, the load-carrying unit is always located in a correct end position. At the same time, however, the carriage forms an adjustable mechanical stop for the load-carrying unit, said mechanical stop being exactly adjustable to the length of the load-carrying unit. A mechanical stop of this type was not known with conventional chain devices. In order to lock the carriage firmly, it can be locked to the tilting-frame with an insert pin.
When grasping the load-carrying unit with the hook, the claw is not required. The claw can therefore be so arranged to be able travel to a rest position behind the plane of the mechanical stop, so as not to create a hindrance. In the reverse case, for chain operations, the hook, respectively the whole grabbing-arm is not required. It is, with particular advantage, therefore brought into a rest position in which the hook is inclined away from the load-carrying unit, out of a vertical plane running parallel to the pivot axis of the arm. Since the shackle of the load-carrying unit lies at the same height as the hook when in the loading position, a collision with the shackle is reliably avoided by inclining the hook away = respectively the entire grabbing-arm.
The entire unit can be controlled in a particularly advantageous way if sensors are arranged on the carriage for 2131~56 detecting the position of the claw and/or the grabbing-arm and/or the load-carrying unit. In this way, an optimal degree of operating safety is achieved since the operator can always immediately recognise any respective phase of operation.
Further individual features and advantages of the invention arise from the following description of an embodiment and from the drawings. Namely:
igure 1 a perspective view of a device in accordance with the invention, mounted on a chassis, igure 2 a perspective view of a carriage without grabbing-arm, igure 3 a perspective view of an, in principle, known claw, igure 4 a section through the carriage according to figure 2, with details of the locking system, igure 5 one of the locking devices which are mounted on the carriage, igure 6 a cross section through the tilting-frame with upright grabbing-arm, igure 7 a side view of the grabbing-arm according to figure 6 in the hook loading position, igure 8 a side view according to figure 7 in the hook pick-up position, igure 9 a side view of the device in the claw pick-up position.
213:13~
igure 10 a device according to figure 9 during raising of the load-carrying unit, igure 11 the device according to figure 9 in the claw loading position, igure 12 a side view of the device in the hook pick-up position, igure 13 the device according to figure 12 during raising of the load-carrying unit, igure 14 the device according to figure 9 in the hook loading position, and igure 15 the side view of a vehicle with shortened load-carrying unit.
Figure 1 shows the chassis 3 of a vehicle which is here not shown in greater detail, onto which the tilting-frame 4 is mounted to articulate. Thus, the tilting-frame is able to pivot about the tilting-frame linkage 15 on the rear edge of the chassis, for which purpose hydraulic cylinders 43 at both sides of the chassis are put into operation. In principle, the tilting-frame comprises a hollow box-section beam 16 (Figure 6) on which lateral frame supports 36 are arranged at definite intervals. These lateral frame supports support the rollers 37 in the outer area, on which the support profile 38 of a load-carrying unit can be rolled. In order to obtain better torsional stability in the area where the force of both the hydraulic cylinders 43 is applied, both the rearmost lateral frame supports are connected together by longitudinal beams 47.
The tilting-beam 16 also serves as a framework for the continuous traction chain 5 which is tensioned between the ._ front chain deflecting wheel 41 and a rear chain deflecting wheel 40. With that, the upper span of the traction chain rests on the tilting-beam 16. The drive of the traction chain is by means of a hydraulic chain drive motor 42 which is flanged onto the front chain deflecting wheel. The pick-up chain 6 which is fastened to the traction chain 5 rests on the traction chain, with the claw = which is fastened to the end of the pick-up chain = not being visible in figure 1, since said claw lies within the carriage 8.
The carriage 8 is guided on both sides of the tilting-beam 16 and is driven via the traction chain 5. An L-shaped grabbing-arm 9 is linked to the carriage, on the end of which a hook 10 is arranged. The pivoting movement of the grabbing-arm is achieved by means of a hydraulic cylinder 34. Further details of the combined carriage/grabbing-arm can be seen in figures 2 to 8.
Further, in principle already known means of securing a load-carrying unit to a vehicle are arranged on the device. Side security-supports 39 can be folded in, in order to prevent the load-carrying unit from lifting away from the tilting-frame.
Relief of rear wheel-loading when picking up the load can be achieved with a rear axle support 48.
On the basis of figures 2 to 5, first of all the individual components of the carriage will be explained. As figure 2 shows, the carriage 8 comprises in principle both parallel carriage limbs 11 and 11', which are connected together by a slightly raised yoke 12. At least two blocks 13 are fixed to each of the facing inner sides of the carriage limbs 11, 11'.
The facing side of the yoke 12 takes the form of a semi-circular recessed mechanical stop 17 in the area where the yoke 12 merges with each carriage limb, the function of which is more closely explained in the following. A bearing 19 to support the piston/cylinder unit for pivoting the grabbing-arm 213t 3~56 is arranged on the upper section of the yoke. The grabbing-arm itself rotates in bearing sleeves 18 in each of the carriage limbs. Arranged on each of the sides of the carriage is a coupling device 21 for direct or indirect interlocking connection of the carriage with the traction chain, together with a locking device 20 for locking of the carriage 8.
Various sensors provide information about the operating condition of the device. A sensor 22 ascertains whether the load-carrying unit has reached its end position at the mechanical stop 17. The two sensors 23 ascertain the position of the grabbing-arm, and the sensor 24 ascertains the position of the claw.
The sensor 24 is mounted on a mechanical-stop pin 52 which, together with an axially opposing mechanical-stop pin, serves as a mechanical-stop for the claw. By this means, the locking-pins 58 must not bear the entire load during pulling of the carriage. With regard to position and diameter, both mechanical-stop pins correspond to the attachment pins 30, 30' (figure 3) of a load-carrying unit. The tensile force is thus transferred via the hook 28 of the claw 7 to the carriage 8 when the load-carrying unit is suspended on the grabbing-arm 9.
-Figure 4 shows individual components of the locking and coupling devices which are possible on the carriage 8. The pick-up chain 6 is connected to the continuous traction chain 5 by means of a chain connector 50. For reasons of safety, the traction chain is of strengthened design along the entire potential distance between the front deflection wheel 41 and the chain connector 50. A sliding cam 51 fixed to the traction chain 5 ensures that the forces imparted onto the traction chain are transferred to the claw 7, also during reversed drive. In place of the sliding cam, another sliding element could be used, fastened to the traction chain 5 or onto the claw 7.
213135~
As is shown, coupling devices 21 for interlocking connection between the carriage 8 and the traction chain 5 are provided in both the carriage limbs 11 and 11'. These coupling devices engage laterally into the claw 7, although they could also engage into the links of the traction chain 5. In the same way, locking devices 20 for l.ocking of the carriage onto the tilting-beam 16 are arranged on both carriage limbs. These locking devices are in practice the same design as the coupling devices 21. The insert-pins 53 of the locking device 21 can be inserted into bores 54 which are provided at regular intervals on the tilting-beam 16.
Figure 5 shows the construction of a locking device 20, respectively a coupling device 21. A piston 56 is guided in a pressure cylinder 55 on which the pins 53 or 58 are affixed.
The piston 56 is under tension from a pressure spring 59 which always presses the pins 53/58 into the engagement position.
This closed position is detected by means of the sensor 60 or a limit switch, and is transmitted to a control device. The piston can be acted upon via a pressure feed 57 so that it displaces against the pressure of the spring 56. With that, the pins 53/58 are brought to an open position. The piston 56 can be activated either hydraulically or pneumatically according to each individual case.
During chain operation, the coupling devices 21 are always released, while the carriage 8 is locked on the tilting-beam with the locking devices 20. On the other hand, during hook operation, the locking devices 20 are released while the coupling devices 21 are engaged, so that the carriage 8 can be moved by the traction chain along the tilting-beam 16.
Connection points for various supply pipes are provided on the facing side of the carriage limbs 11, 11'. The connection points 25, 26 and 27 can accept hydraulic hoses, pneumatic hoses and electrical cables. These services are laid in a 21~1356 block-chain or energy-supply chain 49, as suggested in figure 1. Connection of the carriage to energy and control lines is thus independent of the relative position of the carriage and is therefore without problems. The position for the fixed attachment point of the energy-supply chain 49 is chosen in such a way that it lies approximately in the middle of the tilting-beam 16. In this way, the energy-supply chain will be completely extended in both carriage 8 end positions.
Figure 3 shows a claw 7 which is arranged at the end of the pick-up chain 6. The claw comprises the actual hook 28 and the centering web 29 which is arranged at the claw's centre. The claw can thus engage in the coupling-pins 30, 30' on the lower facing side of the load-carrying unit. The centering web, wedge-shaped at its upper edge, penetrates the intermediate space between the coupling-pins 30, 30'. In the loaded position, the coupling-pins 30, 30' come to rest at the mechanical stop 17. Contact at this position will ensue regardless of whether the load-carrying unit has been picked up with the claw or with the hook. The hook possesses lateral bores into which the locking-pins 58 can be inserted.
Further individual components of the carriage guide and the grabbing-arm can be seen in figures 6 and 7. With the tilting-beam 16, a cross-sectionally approximately square-shaped hollow box-section profile is used. The lateral frame supports 36 are welded to the underside of the tilting-beam. From these drawings, is can also be seen how the support profile 38 of a load-carrying unit comes to rest on the rollers 37. A U-shaped guide-rail 14 is welded to each side of the tilting-beam 16, in such a way that the profile axes run parallel to the plane of the tilting-frame. The sliding blocks 13 and 13' of the carriage will slide in these guide-rails 14 and 14', the carriage thus being guided both in the plane of the tilting-frame and in a vertical plane. Stabilising profiles can be welded to both sides, in order to strengthen the guide-rails.
21 31 3~i ~
The grabbing-arm 9 is formed approximately as a fork, and comprises the two approximately L-shaped grabbing-arm limbs 31 and 31' which are connected at their free end with a connecting piece 32. The hook 10 itself is arranged on this connecting piece. The articulated connection with the carriage 8 is achieved by means of bearing journals 45 which engage, from the outside, in the bearing bushes 18 as shown in figure 2. A hydraulic cylinder 34, with bearing journals 35 which engage in the bearing bushes 33, is arranged between both grabbing-arm limbs 3. The hydraulic cylinder 34 is also supported at the linkage bearing 19 on the carriage 8. As can be seen in figure 5, the hydraulic cylinder runs approximately parallel to the grabbing-arm when said grabbing-arm is in the vertical position.
Both possible positions of the claw 7 can be seen from figure 7. In the loading position, the carriage, both with hook and chain operations, is caused to travel to the front end-position adjacent to the chain deflection wheel 41. Figure 7 shows the hook loaded position, in which the hook 10 grasps the shackle 44 on the upper facing side of the load-carrying unit 1. In this position, the claw must not come into conflict with the lower area of the load-carrying unit on which the coupling pin 30 is arranged. The claw is therefore withdrawn to a rest position 7R, where it is located beneath the yoke 12 (figure 2), behind the plane of the mechanical stop 17. If, however, the load-carrying unit 1 is to be grasped on the coupling-pins 30 by the claw, the claw will be located in the loading position 7L. In this case, however, the grabbing-arm 9 must be tilted away, so that the claw 10 does not restrict the shackle 44.
Figure 8 shows the carriage 8 in the rear end-position, adjacent to the tilting-frame linkage 15. The grabbing-arm 9 has been pivoted out, so that the piston rod 46 is visible.
2I3l35b -The hook 10 is now located approximately at the level of the chassis 3. Naturally, the hook 10 can be further lowered by pivoting the tilting-frame 4 upwards. The m~imum possible pivoting position of the tilting-frame is suggested by a broken line.
Pick-up of a load-carrying unit 1 with the claw is explained with the aid of figures 6 to 11. The vehicle 2 is manoeuvred to a position where its chassis 3 is positioned near the facing side of the load-carrying unit 1. The tilting-frame 4 is slightly raised with the aid of the hydraulic cylinder 43, in order to facilitate connection of the load. Subsequently, the traction chain 5 is moved in the direction of the arrow a, until the pick-up chain 6 with the claw 7 hangs over the rear deflection wheel 40. With that, the carriage 8 with the grabbing-arm 9 remains in the rest position, since it is not required. The claw 7 is connected to the coupling-pins 30, and the device is then ready to pick up the load.
The traction chain 5 is now moved in the direction of the arrow b, the load-carrying unit 1 first of all being lifted with the pick-up chain 6 to the level of the tilting-frame 4.
Pulling of the load-carrying unit onto the tilting frame (figure 10) then ensues, indeed sufficiently far that the -coupling-pins 30 make contact with the mechanical stop 17 of the carriage 8. As can be seen particularly clearly from figure 11, the hook has been pivoted back into the rest position lOR, in which it is inclined at an angle a to the vertical. After or during pulling-up the load-carrying unit 1, ~he hydraulic cylinder 43 is once again relieved of pressure so that the tilting-frame 4 pivots back into its rest position. After securing the load-carrying unit by means of the already mentioned securing devices, the vehicle 2 is ready to drive away.
Figures 12 to 14 show the loading procedure during hook 213l 35~
-operation. Once again, the vehicle 2 manoeuvres with its chassis to the facing side of the load-carrying unit 1, however not quite so near as with the chain operation. With the aid of the traction chain 5, the carriage 8 is moved into the rearmost position and the grabbing-arm 9 is pivoted out through activation of the hydraulic cylinder 34. At the same time, the tilting-frame 4 must also be pivoted up. The hook 10 is clipped onto the shackle 44, after which the device is ready to pick up the load.
The grabbing-arm 9 is pivoted back, with the load-carrying unit 1 carrying out an arched pivoting movement to be thus lifted onto the tilting frame 4 (figure 13). The carriage can now be moved into the front end-position d, with the load-carrying unit 1 on the hook 10 being pulled to its final transport position. The claw, which is not required in this case, is located at the already mentioned rest position 7R.
During unloading of the load-carrying unit 1, both with hook operation and chain operation, in each case the reverse sequence is carried out. During transfer of a load-carrying unit onto a rail wagon or from a rail wagon, raising of the tilting-frame or lowering of the load-carrying unit with either the grabbing-arm 9 or the pick-up chain 6 is dispensed with.
Figure 15 shows a loaded position with a shortened load-carrying unit lv. In order to be able to pick-up this load-carrying unit with the claw, the carriage 8 has been locked in the intermediate position zp. The carriage thus evidently forms a displaceable mechanical stop, which can be locked in various positions according to the length of the load-carrying unit. It would also be conceivable to be able to detach the grabbing-arm 9 so that the carriage 8 retains only the function of a displaceable mechanical stop for the load-carrying unit.
21~13~
Inasmuch as the invention is subject to modifications and variations, the foregoing description and accompanying d-rawings should not be regarded as limiting the invention, which is defined by the following claims and various combinations thereof:
Claims (14)
1. Device, mounted on a vehicle (2), for loading and unloading of a load-carrying unit (1), with a tilting-frame (4) which is mounted to articulate on a chassis (3), a continuous traction chain (5), for pulling on or pushing off the load-carrying unit, being stretched in the plane of said tilting-frame (4), and a claw (7), which can be connected to the load-carrying unit, being fixed to said traction chain (5), characterised in that a carriage (8) is mounted to be able to slide on the tilting-frame (4), said carriage being able to be driven in both directions of movement by means of the traction chain (5), and that a pivotable grabbing-arm (9), on the end of which a hook (10) is arranged which can be connected with a load-carrying unit, is mounted to articulate on said carriage, the load-carrying unit (1) being able to be grasped either with the hook (10) or with the claw (7).
2. Device according to claim 1, characterised in that the carriage (8) possesses a releasable coupling for direct or indirect connection with the traction chain (5).
3. Device according to claims 1 or 2, characterised in that a pick-up chain (6), on the end of which the claw (7) is arranged, is fixed to the traction chain (5) and that, when the claw is resting on the traction chain, an interlocking connection can be attained between the traction chain and the claw by means of a sliding element (51) on the traction chain and/or on the claw.
4. Device according to one of the claims 1 to 3, characterised in that the carriage (8) possesses two carriage limbs (11, 11') which are connected together by means of a yoke (12) and that the traction chain (5) runs between the carriage limbs, with the yoke (12) spanning the traction chain.
5. Device according to claim 4, characterised in that the carriage limbs (11, 11') possess sliding blocks (13, 13') on their mutually facing inner sides, said blocks being guided within U-shaped guide-rails (14, 14'), the longitudinal axes of which run parallel to the plane of the tilting-frame.
6. Device according to claim 5, characterised in that the tilting-frame possesses a hollow box-section tilting-beam (16) which forms the framework for the traction chain (5), and that at least one guide-rail (14, 14') is arranged on each side of the tilting-beam.
7. Device according to one of the claims 1 to 6, characterised in that the coupling is attained by at least one pressure cylinder which possesses a locking pin which can be inserted into the links of the traction chain (5) and/or into the claw (7).
8. Device according to one of the claims 1 to 7, characterised in that the carriage (8) possesses or takes the form of a mechanical stop (17) for the load-carrying unit.
9. Device according to claim 8, characterised in that the claw (7) is able to be moved into a rest position behind the plane of the mechanical stop (17) during grasping of the load-carrying unit (1) with the hook (10).
10. Device according to one of the claims 1 to 9, characterised in that the carriage (8) is able to be locked to the tilting-frame (4) with at least one insert-pin which can be hydraulically or pneumatically activated.
11. Device according to one of the claims 1 to 10, characterised in that, during grasping of the load-carrying unit (1) by the claw (7), the grabbing-arm (9) is able to be moved into a rest position in which the hook (10) is inclined away from the load-carrying unit, out of a vertical plain which runs parallel to the pivoting axis of the grabbing-arm.
12. Device according to claim 4 and claim 11, characterised in that the approximately L-shaped grabbing-arm (9) is mounted to articulate on the carriage limbs (11, 11'), and that the grabbing-arm is able to be driven by a pressure cylinder (34) which is supported by the yoke (12).
13. Device according to one of the claims 1 to 12, characterised in that sensors (22, 23, 24) for detecting the position of the claw (7) and/or the grabbing-arm (9) and/or then load-carrying unit (1) are arranged on the carriage (8).
14. Device according to claim 4, characterised in that the carriage (8) is connected to control lines which are guided within at least one moveable link chain which runs parallel to the traction chain (5) and is coupled to the facing side of at least one carriage limb (11).
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP93810204A EP0564403B1 (en) | 1992-03-31 | 1993-03-22 | Device for loading and unloading a cargo-carrier on a vehicle |
| AT93810204T ATE139187T1 (en) | 1992-03-31 | 1993-03-22 | DEVICE FOR LOADING AND UNLOADING A LOAD CARRIER ON A VEHICLE |
| DE59302873T DE59302873D1 (en) | 1992-03-31 | 1993-03-22 | Device for loading and unloading a load carrier on a vehicle |
| FI931439A FI931439A7 (en) | 1992-03-31 | 1993-03-30 | Device for loading and unloading a swap body onto and from a vehicle |
| CA002131356A CA2131356A1 (en) | 1992-03-31 | 1994-09-01 | Device for loading and unloading of a load-carrying unit on a vehicle |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH103392 | 1992-03-31 | ||
| CA002131356A CA2131356A1 (en) | 1992-03-31 | 1994-09-01 | Device for loading and unloading of a load-carrying unit on a vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2131356A1 true CA2131356A1 (en) | 1996-03-02 |
Family
ID=30444693
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002131356A Abandoned CA2131356A1 (en) | 1992-03-31 | 1994-09-01 | Device for loading and unloading of a load-carrying unit on a vehicle |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0564403B1 (en) |
| AT (1) | ATE139187T1 (en) |
| CA (1) | CA2131356A1 (en) |
| DE (1) | DE59302873D1 (en) |
| FI (1) | FI931439A7 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7568881B1 (en) | 2004-01-28 | 2009-08-04 | M & D Rp, Llc | System and method for loading/unloading containers |
| US8444365B2 (en) | 2009-06-02 | 2013-05-21 | The Heil Co. | Roll off hoist with hinged tail and hydraulic reeving system |
| US8465246B2 (en) | 2009-06-02 | 2013-06-18 | The Heil Co. | Roll off hoist with hinged end portion |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2165369A1 (en) * | 1994-12-28 | 1996-06-29 | Krause Plow Corporation | Loading and recovery apparatus |
| DE29911154U1 (en) * | 1999-06-26 | 1999-09-30 | Hüffermann Entsorgungssysteme GmbH, 27793 Wildeshausen | Device for handling swap bodies |
| DE10220727C1 (en) * | 2002-05-08 | 2003-07-17 | Hueffermann Fahrzeugtech Gmbh | Fixing device for skip container has fixing element pivoted relative to reception seating provided by skip container for reception of coupling element in fixing pocket |
| EP1364829A3 (en) * | 2002-05-21 | 2006-06-21 | Faun Umwelttechnik GmbH & Co. | Container vehicle |
| NL1028521C2 (en) * | 2005-03-11 | 2006-09-12 | N C H Beheer B V | Truck or trailer for e.g. transporting container, has loading device with follower connected to braking device and load pulling device |
| US20080056873A1 (en) * | 2006-09-06 | 2008-03-06 | Miller Industries Towing Equipment, Inc. | Meshing wheel for transferring cargo |
| DE102021132685B4 (en) | 2021-12-10 | 2025-09-18 | Carl-Ludwig Begemann | Container changing device and a container or load carrier intended for this purpose |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1543515A (en) * | 1900-01-01 | Bennes Marrel | Locking device for removable boxes on transport vehicles | |
| FR2155043A5 (en) * | 1971-10-05 | 1973-05-18 | Decauville Sa | |
| NL8302848A (en) * | 1983-08-12 | 1985-03-01 | Nch Hydraul Systemen Bv | DEVICE FOR PLACING AND DISPOSALING AN EXCHANGEABLE CHARGER ON A VEHICLE. |
| DE3501107A1 (en) * | 1985-01-15 | 1986-07-17 | Josef 8358 Vilshofen Paul | COMMERCIAL VEHICLE WITH SLIDE FRAME ASSEMBLY |
| GB2181715A (en) * | 1985-10-21 | 1987-04-29 | Ark Bv De | Loading and unloading load platforms on to vehicles |
-
1993
- 1993-03-22 EP EP93810204A patent/EP0564403B1/en not_active Expired - Lifetime
- 1993-03-22 DE DE59302873T patent/DE59302873D1/en not_active Expired - Fee Related
- 1993-03-22 AT AT93810204T patent/ATE139187T1/en active
- 1993-03-30 FI FI931439A patent/FI931439A7/en not_active Application Discontinuation
-
1994
- 1994-09-01 CA CA002131356A patent/CA2131356A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7568881B1 (en) | 2004-01-28 | 2009-08-04 | M & D Rp, Llc | System and method for loading/unloading containers |
| US7572091B1 (en) | 2004-01-28 | 2009-08-11 | M & D Rp Llc | System for loading/unloading containers |
| US8444365B2 (en) | 2009-06-02 | 2013-05-21 | The Heil Co. | Roll off hoist with hinged tail and hydraulic reeving system |
| US8465246B2 (en) | 2009-06-02 | 2013-06-18 | The Heil Co. | Roll off hoist with hinged end portion |
| US9446700B2 (en) | 2009-06-02 | 2016-09-20 | The Heil Co. | Roll off hoist with hinged end portion |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0564403A1 (en) | 1993-10-06 |
| FI931439L (en) | 1993-10-01 |
| FI931439A7 (en) | 1993-10-01 |
| DE59302873D1 (en) | 1996-07-18 |
| FI931439A0 (en) | 1993-03-30 |
| EP0564403B1 (en) | 1996-06-12 |
| ATE139187T1 (en) | 1996-06-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 19970902 |