EP2431324A1 - Device for measuring the wheel contact force on the articulated rear wheel of an industrial truck, in particular a counterweight forklift - Google Patents

Device for measuring the wheel contact force on the articulated rear wheel of an industrial truck, in particular a counterweight forklift Download PDF

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Publication number
EP2431324A1
EP2431324A1 EP11007426A EP11007426A EP2431324A1 EP 2431324 A1 EP2431324 A1 EP 2431324A1 EP 11007426 A EP11007426 A EP 11007426A EP 11007426 A EP11007426 A EP 11007426A EP 2431324 A1 EP2431324 A1 EP 2431324A1
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EP
European Patent Office
Prior art keywords
support
wheel
truck
load
steering block
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Granted
Application number
EP11007426A
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German (de)
French (fr)
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EP2431324B1 (en
Inventor
Hendrik Geilsdorf
Paul Rickers
Henrik Schröder
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Jungheinrich AG
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Jungheinrich AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F17/00—Safety devices, e.g. for limiting or indicating lifting force
    • B66F17/003—Safety devices, e.g. for limiting or indicating lifting force for fork-lift trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07586—Suspension or mounting of wheels on chassis

Definitions

  • the invention relates to a device for measuring the wheel contact force on the steered rear wheel of a truck, in particular a counterbalanced truck according to claim 1.
  • the load center When transporting loads by trucks, the load center is usually outside the vehicle contour. It is known to compensate for this use a counterweight (counterbalance truck), which ensures in a defined load range that at least the center of gravity of the vehicle lies in the contour of the vehicle and the vehicle does not tip over.
  • a counterweight counterbalance truck
  • Such tilting can be prevented if the load moment responsible for the tilt is determined about the front axle and reacted accordingly, for example by reducing the maximum acceleration or deceleration, reducing the maximum load inclination, etc.
  • the load torque can be determined a tilting can be prevented.
  • the use of sensors or the model-based method is about DE 100 15 707 A1 .
  • the invention has for its object to provide a device for measuring the wheel contact force on the steered rear wheel of a tricycle truck, in particular a counterbalance truck, which is easy to manufacture and install and provides accurate measurement results in suppression of interference.
  • the support member carrying the rear wheel of the steering block is provided with a cross-sectional profile, wherein between its front and rear edge at least one support portion is provided which is deformable substantially only by the wheel load.
  • the deformation sensor is attached to this support section.
  • the determination of the risk of tipping is based on measuring the wheel contact force on the rear wheel, since the wheel contact force is a decisive factor in determining the stability of tilting about the transverse axis. If the wheel contact force is zero, the vehicle tilts.
  • at least one strain sensor is used, e.g. Strain gauge, press-in sensor, etc.
  • the arrangement of the deformation sensor takes place at a specific location of the steering block, which is formed by shaping the steering block, that he suffers essentially only by the wheel load deformation, but not by parasitic effects, such as steering movements and cross or Steering accelerations is influenced. All but the pure wheel load occurring forces and moments are largely transmitted through parts of the steering block, which does not lead to a deformation of the deformation sensor supporting support section.
  • the support member has a front and a rear support and the intermediate support section has a significantly lower thickness compared to the carriers.
  • Front and rear girders are deformed during acceleration and deceleration and when approaching lane edges.
  • a bend is created around the transverse axis of the steering block. Cornering and corresponding lateral accelerations create a bend about the longitudinal axis of the steering block and forces are also transmitted primarily by the carriers.
  • the transmission of the vehicle weight to the wheel results in a compression deformation along the vertical axis, which is transmitted by the entire steering block and thus also deforms the support portion and thus significantly affects the deformation sensor.
  • the wheel load can be determined directly from the strain, and the wheel load, in turn, with known vehicle idle weight and vehicle idle center, determines the applied load torque.
  • This value can either be displayed to the driver as information or used as a basis for corresponding protective measures, for example by reducing the speed, reducing the maximum mast height, reducing the lifting height, etc.
  • a particularly advantageous embodiment of the invention provides that the support member between the front and rear support has a central support and between the rear and middle support and between the front and middle support each have a thin support section is arranged and the sensor is attached to at least one of the support sections.
  • the bearing block is integrally molded as a casting.
  • the cross-sectional profile of the support member is formed symmetrically to the vertical axis and the support sections are formed by equally shaped lateral recesses in the support member.
  • steering movements do not affect the deformation sensor, since the torsion of the steering block about its vertical axis is transmitted substantially through the central carrier. Cornering and corresponding lateral accelerations are then transmitted over all three carriers.
  • FIG. 1 illustrated truck 10 has a load part 12 and a drive part 14.
  • the load part includes a mast 16, which is mounted at 18 about a horizontal axis pivotally mounted on the frame of the drive part 14, not shown.
  • the inclination of the mast 16 can be adjusted by a tilting cylinder 20.
  • On the mast is a fork 22 in height adjustable for receiving and lifting a load 24th
  • the drive part 14 has a front axle and a rear axle 26.
  • the front axle has two wheels, one of which is shown at 28.
  • the wheels 28 are driven.
  • the rear axle consists of a steering block 30 with a steered wheel 32, which may also be designed as a double wheel.
  • the steering block 30 is pivotally mounted at 33 about a vertical axis on the frame of the drive member 14. The steering can be carried out in a desired known manner.
  • 35 denotes a steering motor for the steering block 30th
  • the steering block 30 is shown in somewhat greater detail. He has a support member 34 and a bearing part.
  • the bearing part 36 has on both sides of the support member two bearing flanges 38, 40 for the steered wheels, which are not shown.
  • the flange 38 is not shown for purposes of illustration.
  • the bearing part 36 and support member 34 are integrally made of a cast material. About the support member 34, the drive member 14 of the truck is supported at the rear. The load acts on the ground via the wheels.
  • the support part 34 consists of a front support 40, a middle support 42 and a rear support 44, which are connected by support sections 46 and 48, which are significantly thinner in cross-section.
  • the profile shown is symmetrical to the transverse axis 50 and also symmetrical to the longitudinal axis 52.
  • deformation sensors are arranged or attached to the support sections 46, 48.
  • the support portions 46, 48 are formed by identical recesses 58, 60 on opposite sides of the support member 34.
  • the strain sensors may be strain gauges or similar known strain sensors.
  • the measured elongation remains largely unaffected by driving maneuvers.

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  • Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Civil Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The wheel contact force measuring apparatus has a riser clamp at a rear end, which is rotatably pivoted to a frame of an industrial truck with an upright load carrying portion around a vertical axis. The load-carrying portion has a cross-sectional profile with a carrying section lying between a front edge and a rear edge. The carrying section is deformable by the wheel load, where deformation sensors are attached to the carrying section.

Description

Die Erfindung bezieht sich auf eine Vorrichtung zur Messung der Radaufstandskraft am gelenkten Hinterrad eines Flurförderzeugs, insbesondere eines Gegengewichtsstaplers nach Patentanspruch 1.The invention relates to a device for measuring the wheel contact force on the steered rear wheel of a truck, in particular a counterbalanced truck according to claim 1.

Beim Transport von Lasten durch Flurförderzeuge liegt der Lastschwerpunkt in der Regel außerhalb der Fahrzeugkontur. Es ist bekannt, zum Ausgleich hierfür ein Gegengewicht zu verwenden (Gegengewichtsstapler), das in einem definierten Lastbereich dafür sorgt, dass zumindest der Fahrzeugschwerpunkt in der Fahrzeugkontur liegt und das Fahrzeug nicht umkippt. Die Aufnahme zu großer Lasten oder die Aufnahme von Lasten mit zu weit vom liegendem Schwerpunkt, unter Umständen in Verbindung mit dynamischen Vorgängen, wie Bremsen oder Rückwärtsbeschleunigungen bei angehobener Last führt bei derartigen Fahrzeugen unfreiwillig zum Kippen über die Vorderachse.When transporting loads by trucks, the load center is usually outside the vehicle contour. It is known to compensate for this use a counterweight (counterbalance truck), which ensures in a defined load range that at least the center of gravity of the vehicle lies in the contour of the vehicle and the vehicle does not tip over. The inclusion of excessive loads or the inclusion of loads with too far from the center of gravity, possibly in conjunction with dynamic processes such as brakes or reverse acceleration with lifted load leads involuntarily in such vehicles to tilt over the front axle.

Ein solches Kippen kann verhindert werden, wenn das für das Kippen verantwortliche Lastmoment um die Vorderachse bestimmt und entsprechend reagiert wird, beispielsweise durch Verringerung der maximalen Beschleunigung oder Verzögerung, Verringerung der maximalen Lastneigung usw. Durch Verwendung modellbasierter Verfahren oder von Sensoren kann das Lastmoment bestimmt und ein Kippen verhindert werden. Die Verwendung von Sensoren bzw. das modellbasierte Verfahren ist etwa aus DE 100 15 707 A1 , DE 103 04 658 A1 oder DE 10 2005 012 004 A bekannt geworden.Such tilting can be prevented if the load moment responsible for the tilt is determined about the front axle and reacted accordingly, for example by reducing the maximum acceleration or deceleration, reducing the maximum load inclination, etc. By using model-based methods or sensors, the load torque can be determined a tilting can be prevented. The use of sensors or the model-based method is about DE 100 15 707 A1 . DE 103 04 658 A1 or DE 10 2005 012 004 A known.

Zur Bestimmung des Lastmoments bieten sich unterschiedliche Messpositionen und Messgrößen an:

  • Verwendung von den Dehnungsmessstreifen (DMS) an der Lastgabel oder dem Gabelträger zur Bestimmung des Lastmoments
  • Messung des Drucks des am Mast des Flurförderzeugs angreifenden Neigezylinders zur Bestimmung der Axialkraft und des daraus resultierenden Lastmoments
  • Messung der Vertikal- und Horizontalkräfte in einem oder beiden Mastlager(n) mittels DMS, Kraftmessbolzen usw. zur Bestimmung der Last und des Lastmoments
  • Bei Vierradfahrzeugen sind zwei unterschiedliche Methoden zur Bestimmung der Aufstandskraft an der Hinterachse bekannt und dadurch eine Berechnung des anliegenden Lastmoments möglich: einerseits durch Messung der Dehnung über Quer- und Normalkraftaufnehmern, wie aus DE 10 2006 028 551 A1 , DE 10 2006 028 550 A1 oder DE 10 2005 057 203 A1 bekannt geworden. Andererseits ist bekannt, den Abstand aufgrund der elastischen Verformung aufgrund des anliegenden Lastmoments zu messen, wie aus DE 101 18 442 A1 , DE 40 21 984 A1 oder DE 40 21 984 A1 bekannt geworden.
  • Aus DE 20 2008 005 966 U1 ist ein Verfahren zur Abstandsmessung am Hinterrad mit daraus resultierender Ermittlung des Lastenmoments bekannt geworden. Aus US 6385518 B1 und US 7216024 B1 ist bekannt geworden, mit Radlastsensoren die Längskippkräfte zu ermitteln.
For determining the load torque, different measuring positions and measured variables are available:
  • Use of the strain gauges (DMS) on the fork or fork carriage to determine the load torque
  • Measurement of the pressure of the tilt cylinder acting on the mast of the truck to determine the axial force and the resulting load moment
  • Measurement of vertical and horizontal forces in one or both mast bearings using strain gauges, force measuring pins, etc. to determine the load and the load torque
  • In four-wheel vehicles, two different methods for determining the contact force at the rear axle are known and thereby a calculation of the applied load torque possible: on the one hand by measuring the strain on transverse and normal force, as shown DE 10 2006 028 551 A1 . DE 10 2006 028 550 A1 or DE 10 2005 057 203 A1 known. On the other hand, it is known to measure the distance due to the elastic deformation due to the applied load torque, as from DE 101 18 442 A1 . DE 40 21 984 A1 or DE 40 21 984 A1 known.
  • Out DE 20 2008 005 966 U1 is a method for distance measurement on the rear wheel with resulting determination of the load torque has become known. Out US 6385518 B1 and US 7216024 B1 It has become known to determine the Längskippkräfte with Radlastsensoren.

Die meisten der erwähnten Konzepte sind aufwendig zu realisieren und kaum serientauglich. Zumeist weisen diese durch nichtlineare Effekte wie reibparasitäre Kraftflussverläufe Ungenauigkeiten auf.Most of the mentioned concepts are complex to implement and hardly suitable for series production. In most cases, these have inaccuracies due to non-linear effects such as friction-parasitic force flow characteristics.

Der Erfindung liegt die Aufgabe zugrunde, eine Vorrichtung zur Messung der Radaufstandskraft am gelenkten Hinterrad eines Dreirad-Flurförderzeugs, insbesondere eines Gegengewichtsstaplers zu schaffen, die einfach herstellbar und einbaubar ist und die bei Unterdrückung von Störungen genaue Messergebnisse liefert.The invention has for its object to provide a device for measuring the wheel contact force on the steered rear wheel of a tricycle truck, in particular a counterbalance truck, which is easy to manufacture and install and provides accurate measurement results in suppression of interference.

Diese Aufgabe wird durch die Merkmale des Patentanspruchs 1 gelöst.This object is solved by the features of patent claim 1.

Bei der erfindungsgemäßen Vorrichtung wird das das Hinterrad tragende Tragteil des Lenkbocks mit einem Querschnittsprofil versehen, bei dem zwischen seiner vorderen und hinteren Kante mindestens ein Tragabschnitt vorgesehen ist, der im Wesentlichen nur durch die Radlast verformbar ist. Der Verformungssensor wird an diesem Tragabschnitt angebracht.In the apparatus according to the invention, the support member carrying the rear wheel of the steering block is provided with a cross-sectional profile, wherein between its front and rear edge at least one support portion is provided which is deformable substantially only by the wheel load. The deformation sensor is attached to this support section.

Bei der erfindungsgemäßen Vorrichtung beruht die Ermittlung der Kippgefahr auf Messung der Radaufstandskraft am Hinterrad, da die Radaufstandskraft ein entscheidender Faktor bei der Bestimmung der Kippsicherheit um die Querachse ist. Ist die Radaufstandskraft Null, kippt das Fahrzeug. Bei der Erfindung wird mindestens ein Verformungssensor eingesetzt, z.B. Dehnungsmessstreifen, Einpresssensor usw. Die Anordnung des Verformungssensors erfolgt an einem spezifischen Ort des Lenkbocks, der so durch Formgebung des Lenkbocks ausgebildet ist, dass er im Wesentlichen nur durch die Radlast eine Verformung erleidet, nicht aber durch parasitäre Effekte, wie Lenkbewegungen und Quer- oder Lenkbeschleunigungen beeinflusst wird. Alle außer der reinen Radlast auftretenden Kräfte und Momente werden weitgehend durch Teile des Lenkbocks übertragen, die nicht zu einer Verformung des den Verformungssensor tragenden Tragabschnitts führen.In the apparatus according to the invention, the determination of the risk of tipping is based on measuring the wheel contact force on the rear wheel, since the wheel contact force is a decisive factor in determining the stability of tilting about the transverse axis. If the wheel contact force is zero, the vehicle tilts. In the invention, at least one strain sensor is used, e.g. Strain gauge, press-in sensor, etc. The arrangement of the deformation sensor takes place at a specific location of the steering block, which is formed by shaping the steering block, that he suffers essentially only by the wheel load deformation, but not by parasitic effects, such as steering movements and cross or Steering accelerations is influenced. All but the pure wheel load occurring forces and moments are largely transmitted through parts of the steering block, which does not lead to a deformation of the deformation sensor supporting support section.

Nach einer Ausgestaltung der Erfindung ist vorgesehen, dass das Tragteil einen vorderen und einen hinteren Träger aufweist und der dazwischen liegende Tragabschnitt gegenüber den Trägem eine deutlich geringere Dicke aufweist. Vordere und hintere Träger werden bei Beschleunigung und Verzögerung sowie beim Anfahren von Fahrbahnkanten verformt. Es wird eine Biegung um die Querachse des Lenkbocks erzeugt. Kurvenfahrten und entsprechende Querbeschleunigungen erzeugen eine Biegung um die Längsachse des Lenkbocks und die Kräfte werden ebenfalls hauptsächlich durch die Träger übertragen. Die Übertragung des Fahrzeugsgewichts auf das Rad resultiert in einer Druckverformung entlang der vertikalen Achse, die vom gesamten Lenkbock übertragen wird und somit auch den Tragabschnitt verformt und damit den Verformungssensor deutlich beeinflusst.According to one embodiment of the invention it is provided that the support member has a front and a rear support and the intermediate support section has a significantly lower thickness compared to the carriers. Front and rear girders are deformed during acceleration and deceleration and when approaching lane edges. A bend is created around the transverse axis of the steering block. Cornering and corresponding lateral accelerations create a bend about the longitudinal axis of the steering block and forces are also transmitted primarily by the carriers. The transmission of the vehicle weight to the wheel results in a compression deformation along the vertical axis, which is transmitted by the entire steering block and thus also deforms the support portion and thus significantly affects the deformation sensor.

Die Auswahl der Sensorposition erfolgt damit in einer Art und Weise, dass die gemessene Dehnung weitgehend unbeeinflusst von Fahrmanövern bleibt und lediglich aus der aktuellen Radlast resultiert. Mit einem entsprechend kalibrierten Sensor kann aus der Dehnung direkt die Radlast bestimmt werden und aus der Radlast wiederum bei bekanntem Fahrzeugleergewicht und Fahrzeugleerschwerpunkt das anliegende Lastmoment. Dieser Wert kann entweder dem Fahrer als Information angezeigt oder als Basis für entsprechende Schutzmaßnahmen verwendet werden, beispielsweise durch Verringerung der Geschwindigkeit, Verringerung der maximalen Masthöhe, Verringerung der Hubhöhe usw.The selection of the sensor position thus takes place in such a way that the measured elongation remains largely unaffected by driving maneuvers and results only from the current wheel load. With a correspondingly calibrated sensor, the wheel load can be determined directly from the strain, and the wheel load, in turn, with known vehicle idle weight and vehicle idle center, determines the applied load torque. This value can either be displayed to the driver as information or used as a basis for corresponding protective measures, for example by reducing the speed, reducing the maximum mast height, reducing the lifting height, etc.

Eine besonders vorteilhafte Ausgestaltung der Erfindung sieht vor, dass das Tragteil zwischen vorderem und hinterem Träger einen mittleren Träger aufweist und zwischen hinterem und mittlerem Träger und zwischen vorderem und mittlerem Träger jeweils ein dünner Tragabschnitt angeordnet ist und der Sensor an mindestens einem der Tragabschnitte angebracht ist. Vorzugsweise ist der Lagerbock einteilig als Gussteil geformt.A particularly advantageous embodiment of the invention provides that the support member between the front and rear support has a central support and between the rear and middle support and between the front and middle support each have a thin support section is arranged and the sensor is attached to at least one of the support sections. Preferably, the bearing block is integrally molded as a casting.

Im Zusammenhang mit der zuletzt erwähnten Ausführungsform ist es nach einer Ausgestaltung vorteilhaft, wenn das Querschnittsprofil des Tragteils symmetrisch zur Hochachse geformt ist und die Tragabschnitte durch gleichgeformte seitliche Vertiefungen im Tragteil gebildet sind. In der zuletzt erwähnten Ausführungsform beeinflussen auch Lenkbewegungen nicht den Verformungssensor, da die Torsion des Lenkbocks um seine vertikale Achse im Wesentlichen durch den mittleren Träger übertragen wird. Kurvenfahrten und entsprechende Querbeschleunigungen werden dann über alle drei Träger übertragen.In connection with the last-mentioned embodiment, it is advantageous according to one embodiment, when the cross-sectional profile of the support member is formed symmetrically to the vertical axis and the support sections are formed by equally shaped lateral recesses in the support member. In the last-mentioned embodiment, steering movements do not affect the deformation sensor, since the torsion of the steering block about its vertical axis is transmitted substantially through the central carrier. Cornering and corresponding lateral accelerations are then transmitted over all three carriers.

Die Erfindung vermeidet bei der Messung der Radaufstandskraft parasitäre Effekte durch Lenkbewegungen und Quer- und Längsbeschleunigungen aufgrund der mechanischen Konstruktion des Lagerbocks und der Anordnung des Verformungssensors. Es wird eine mechanische Funktionstrennung erreicht, die eine oder mehrere Stellen im Lenkbock schafft, deren Verformung lediglich durch die Radaufstandskräfte beeinflusst werden. Alle übrigen auftretenden Kräfte und Momente werden weitgehend durch andere Teile des Lenkbocks übertragen. Eine derartige Vorrichtung weist eine Reihe von Vorteilen auf:

  • Es werden genaue Messergebnisse erhalten, da Störungen unterdrückt werden.
  • Die Erfindung ermöglicht einen robusten Aufbau und einen leichten Austausch des oder der Verformungssensoren.
  • Bei der Erfindung ist eine kostengünstige Fertigung und Anbringung des Verformungssensors möglich.
  • Es kann eine redundante Anordnung der Sensoren ermöglicht werden durch Schaffung von zwei oder mehr Messstellen.
  • Die Erfindung lässt sich für alle Dreirad-Flurförderzeuge einsetzen.
The invention avoids parasitic effects by steering motions and transverse and longitudinal accelerations due to the mechanical construction of the bearing block and the arrangement of the deformation sensor in the measurement of the Radaufstandskraft. A mechanical separation of functions is achieved, which creates one or more points in the steering block whose deformation is only influenced by the wheel contact forces. All other forces and moments occurring are largely transmitted through other parts of the steering block. Such a device has a number of advantages:
  • Accurate measurement results are obtained because disturbances are suppressed.
  • The invention enables a robust construction and easy replacement of the deformation sensor (s).
  • In the invention, a cost-effective production and mounting of the deformation sensor is possible.
  • A redundant arrangement of the sensors can be made possible by creating two or more measuring points.
  • The invention can be used for all three-wheeled industrial trucks.

Ein Ausführungsbeispiel der Erfindung wird nachfolgend anhand von Zeichnungen näher erläutert.

Fig. 1
zeigt schematisch in Seitenansicht ein Dreirad-Flurförderzeug mit einem Lenkbock für das Hinterrad nach der Erfindung.
Fig. 2
zeigt die Seitenansicht des Lenkbocks nach Fig. 1.
Fig. 3
zeigt die Vorderansicht des Lenkbocks nach Fig. 1.
Fig. 4
zeigt vergrößert einen Schnitt durch den Lenkbock nach Fig. 2.
An embodiment of the invention will be explained in more detail with reference to drawings.
Fig. 1
schematically shows a side view of a tricycle truck with a steering block for the rear wheel according to the invention.
Fig. 2
shows the side view of the steering block after Fig. 1 ,
Fig. 3
shows the front view of the steering column Fig. 1 ,
Fig. 4
shows enlarged a section through the steering block after Fig. 2 ,

Das in Fig. 1 dargestellte Flurförderzeug 10 weist ein Lastteil 12 und ein Antriebsteil 14 auf. Das Lastteil enthält ein Hubgerüst 16, das bei 18 um eine horizontale Achse schwenkbar am nicht gezeigten Rahmen des Antriebsteils 14 gelagert ist. Die Neigung des Hubgerüstes 16 kann durch einen Neigezylinder 20 verstellt werden. Am Hubgerüst ist eine Lastgabel 22 in der Höhe verstellbar zur Aufnahme und zum Anheben einer Last 24.This in Fig. 1 illustrated truck 10 has a load part 12 and a drive part 14. The load part includes a mast 16, which is mounted at 18 about a horizontal axis pivotally mounted on the frame of the drive part 14, not shown. The inclination of the mast 16 can be adjusted by a tilting cylinder 20. On the mast is a fork 22 in height adjustable for receiving and lifting a load 24th

Das Antriebsteil 14 weist eine Vorderachse und eine Hinterachse 26 auf. Die Vorderachse weist zwei Räder auf, von denen eines bei 28 gezeigt ist. Die Räder 28 sind angetrieben. Die Hinterachse besteht aus einem Lenkbock 30 mit einem gelenkten Rad 32, das auch als Doppelrad ausgebildet sein kann. Der Lenkbock 30 ist bei 33 um eine vertikale Achse am Rahmen des Antriebsteils 14 schwenkbar gelagert. Die Lenkung kann auf eine gewünschte bekannte Art und Weise ausgeführt sein. 35 bezeichnet einen Lenkmotor für den Lenkbock 30.The drive part 14 has a front axle and a rear axle 26. The front axle has two wheels, one of which is shown at 28. The wheels 28 are driven. The rear axle consists of a steering block 30 with a steered wheel 32, which may also be designed as a double wheel. The steering block 30 is pivotally mounted at 33 about a vertical axis on the frame of the drive member 14. The steering can be carried out in a desired known manner. 35 denotes a steering motor for the steering block 30th

In den Fign. 2 bis 4 ist der Lenkbock 30 etwas detaillierter dargestellt. Er weist ein Tragteil 34 und ein Lagerteil auf. Das Lagerteil 36 hat beidseitig des Tragteils zwei Lagerflansche 38, 40 für die gelenkten Räder, die nicht dargestellt sind. In Fig. 2 ist der Flansch 38 aus Darstellungsgründen nicht gezeigt.In the FIGS. 2 to 4 the steering block 30 is shown in somewhat greater detail. He has a support member 34 and a bearing part. The bearing part 36 has on both sides of the support member two bearing flanges 38, 40 for the steered wheels, which are not shown. In Fig. 2 the flange 38 is not shown for purposes of illustration.

Das Lagerteil 36 und Tragteil 34 sind einteilig aus einem Gussmaterial hergestellt. Über das Tragteil 34 ist das Antriebsteil 14 des Flurförderzeugs hinten abgestützt. Die Last wirkt über die Räder auf den Untergrund.The bearing part 36 and support member 34 are integrally made of a cast material. About the support member 34, the drive member 14 of the truck is supported at the rear. The load acts on the ground via the wheels.

Aus den Fign. 2 und 4 geht das Querschnittsprofil des Tragteils 34 deutlicher hervor. Man erkennt aus Fig. 4, dass das Tragteil 34 aus einem vorderen Träger 40, einem mittleren Träger 42 und einem hinteren Träger 44 besteht, die über im Querschnitt deutlich dünnere Tragabschnitte 46 bzw. 48 verbunden sind. Das gezeigte Profil ist symmetrisch zur Querachse 50 und auch symmetrisch zur Längsachse 52. Bei 54 bzw. 56 sind Verformungssensoren an den Tragabschnitten 46, 48 angeordnet bzw. angebracht. Wie zu erkennen, sind die Tragabschnitte 46, 48 durch identische Vertiefungen 58, 60 auf gegenüberliegenden Seiten des Tragteils 34 gebildet. Die Verformungssensoren können Dehnungsmessstreifen sein oder ähnliche bekannte Verformungssensoren.From the FIGS. 2 and 4 the cross-sectional profile of the support member 34 is clearer. One recognizes Fig. 4 in that the support part 34 consists of a front support 40, a middle support 42 and a rear support 44, which are connected by support sections 46 and 48, which are significantly thinner in cross-section. The profile shown is symmetrical to the transverse axis 50 and also symmetrical to the longitudinal axis 52. At 54 and 56, respectively, deformation sensors are arranged or attached to the support sections 46, 48. As can be seen, the support portions 46, 48 are formed by identical recesses 58, 60 on opposite sides of the support member 34. The strain sensors may be strain gauges or similar known strain sensors.

Mit der beschriebenen Anordnung der Verformungssensoren wird eine Funktionstrennung im Hinblick auf die am Tragteil 34 bzw. am Lenkbock 30 angreifenden Kräfte erreicht. Ein aktives Beschleunigen oder Verzögern sowie Anfahren von Fahrbahnkanten erzeugt eine Biegung über die Querachse des Lenkbocks 30. Die hierbei auftretenden Kräfte werden durch die beiden äußeren Träger 40, 44 übertragen. Lenkbewegungen erzeugen eine Torsion des Lenkbocks 30 um seine vertikale Achse und die Kräfte werden hauptsächlich durch den mittleren Träger 42 übertragen. Kurvenfahrten und entsprechende Querbeschleunigungen erzeugen eine Biegung um die Längsachse 52 des Lenkbocks 30 und die Kräfte werden hauptsächlich durch alle drei Träger 40, 42 und 44 übertragen. Die Übertragung des Fahrzeugsgewichts auf die Räder resultiert in einer Druckverformung entlang der vertikalen Achse des Lenkbocks 30, so dass die Kräfte über den gesamten Lenkbock übertragen werden und damit auch die Tragabschnitte 46, 48 signifikant verformen, welche Verformung dann von den Verformungssensoren 54, 56 ermittelt wird. Die Verwendung eines Sensors würde bereits ausreichen, um die Radlast störungsfrei zu stimmen. Durch den Einsatz von zwei Sensoren wird eine Redundanz erzielt.With the described arrangement of the deformation sensors, a separation of functions with respect to the forces acting on the support member 34 and the steering block 30 forces is achieved. An active acceleration or deceleration and approach of road edges generates a bend over the transverse axis of the steering block 30. The forces occurring here are transmitted through the two outer beams 40, 44. Steering movements generate a torsion of the steering block 30 about its vertical axis and the forces are transmitted mainly through the central support 42. Cornering and corresponding lateral accelerations create a bend about the longitudinal axis 52 of the steering block 30 and the forces are transmitted primarily through all three beams 40, 42 and 44. The transfer of the vehicle weight to the wheels results in a compression deformation along the vertical axis of the steering block 30, so that the forces over the entire steering block be transmitted and thus also the support portions 46, 48 significantly deform, which deformation is then determined by the deformation sensors 54, 56. The use of a sensor would already be sufficient to tune the wheel load smoothly. By using two sensors, a redundancy is achieved.

Durch die Auswahl der Sensorpositionen bzw. der Verformung des Lenkbocks 30 bleibt die gemessene Dehnung weitgehend unbeeinflusst von Fahrmanövern.By selecting the sensor positions or the deformation of the steering block 30, the measured elongation remains largely unaffected by driving maneuvers.

Claims (5)

Vorrichtung zur Messung der Radaufstandskraft am gelenkten Hinterrad eines Dreirad-Flurförderzeugs, insbesondere eines Gegengewichtsstaplers, wobei das Flurförderzeug am hinteren Ende einen Lenkbock lagert, der mit einem aufrechten Tragteil um eine vertikale Achse am Rahmen des Flurförderzeugs drehbar gelagert ist, wobei mindestens ein Verformungssensor zur Messung der Radlast vorgesehen ist, dadurch gekennzeichnet, dass das Tragteil (34) ein Querschnittsprofil mit mindestens einem zwischen seiner vorderen und hinteren Kante liegenden Tragabschnitt (46, 48) aufweist, der im Wesentlichen nur durch die Radlast verformbar ist und der Verformungssensor (54, 56) an dem Tragabschnitt (46, 48) angebracht ist.Device for measuring the wheel contact force on the steered rear wheel of a tricycle truck, in particular a counterbalance truck, the truck at the rear end supports a steering block, which is rotatably supported with an upright support member about a vertical axis on the frame of the truck, wherein at least one deformation sensor for measuring the wheel load is provided, characterized in that the support part (34) has a cross-sectional profile with at least one lying between its front and rear edge support portion (46, 48) which is deformable substantially only by the wheel load and the deformation sensor (54, 56 ) is attached to the support portion (46, 48). Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das Tragteil (34) einen vorderen und einen hinteren Träger (40, 44) aufweist und der Tragabschnitt (46, 48) gegenüber den Trägem (40, 44) eine deutlich geringere Dicke aufweist.Apparatus according to claim 1, characterized in that the support member (34) has a front and a rear support (40, 44) and the support portion (46, 48) relative to the supports (40, 44) has a significantly smaller thickness. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass das Tragteil (34) zwischen vorderem und hinterem Träger (40, 44) einen mittleren Träger (42) aufweist und zwischen hinterem und mittlerem und zwischen vorderem und mittlerem Träger jeweils ein dünner Tragabschnitt (46, 48) angeordnet ist und der Sensor an mindestens einem der Tragabschnitte (46, 48) angebracht ist.Apparatus according to claim 2, characterized in that the support part (34) between the front and rear support (40, 44) has a central support (42) and between the rear and middle and between the front and middle support each have a thin support portion (46, 48 ) and the sensor is mounted on at least one of the support sections (46, 48). Vorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass der Lenkbock (30) einteilig als Gussteil geformt ist.Device according to one of claims 1 to 3, characterized in that the steering block (30) is integrally formed as a casting. Vorrichtung nach Anspruch 3 oder 4, dadurch gekennzeichnet, dass das Querschnittsprofil des Tragteils (34) symmetrisch zur Quer- und Längsachse des Lenkbocks (30) geformt ist und die Tragabschnitte (46, 48) durch gleichgeformte seitliche Vertiefungen (58, 60) gebildet sind.Apparatus according to claim 3 or 4, characterized in that the cross-sectional profile of the support member (34) symmetrical to the transverse and longitudinal axis of the steering block (30) is formed and the support sections (46, 48) by equally shaped lateral recesses (58, 60) are formed ,
EP20110007426 2010-09-16 2011-09-13 Industrial truck, in particular counterweight forklift Active EP2431324B1 (en)

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DE102010045602A DE102010045602A1 (en) 2010-09-16 2010-09-16 Device for measuring wheel contact force on the steered rear wheel of an industrial truck, in particular a counterbalanced truck

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EP2431324A1 true EP2431324A1 (en) 2012-03-21
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