DE102022121167A1 - Shifting system and painting system with such a shifting system - Google Patents

Abstract

The invention relates to a displacement system (200) for a vehicle (300), with a plurality of wheel lifting devices (10) which can be moved by means of rollers (12) for lifting one wheel (302) of the vehicle (300), wherein the wheel lifting devices (10) each have two plug-in sections (14) for, preferably releasably, coupling a push handle (40) for moving the wheel lifting device (10) via the push handle (40). A painting system (500) with a painting booth (502) and such a displacement system (200) is specified.

Description

The invention relates to a displacement system for a vehicle with the features of the preamble of claim 1. The invention also relates to a paint shop with such a displacement system with the features of the independent claim.

Different methods for moving vehicles, for example cars, in workshops and paint shops are known from the prior art. It is known from practice to move vehicles into workshops on their own axle and using their own motor drive in order to take them to the desired work location, for example a lifting platform or a paint booth. This requires a car that can move itself to at least a limited extent, which is not always the case if the vehicle is damaged in an accident or is partially dismantled. For vehicles powered by internal combustion engines, a process in workshops and paint shops is harmful to health (fine dust, benzene, exhaust gases). Modern vehicles and electric vehicles are often not movable when partially dismantled, for example due to a lack of authorization.

Traversing systems are also known from the prior art, which accommodate mobile lifting platforms and move them in the workshop with a battery-operated industrial truck. Such a system is available under the name “Herkules Transmobil”. However, investment and adaptation costs are quite high because different lifting platforms are used in workshops and paint shops.

Furthermore, movable wheel lifting devices, which are often referred to as “maneuvering aids”, are available from a number of manufacturers. These can each be positioned on a wheel of a vehicle and can raise the relevant wheel of a vehicle by manually “pumping” it up using an operator. A vehicle can be lifted and moved using such a displacement system with several wheel lifting devices. These wheel lifting devices are simple and robust in construction, but are time-consuming and uncomfortable to handle, since an operator has to manually position and pump up the wheel lifting devices on the vehicle while bending over or kneeling. Such wheel lifting devices are therefore rather unsuitable for use in workshops or paint shops.

The invention is based on the object of specifying a displacement system for a vehicle that is structurally simple and comfortable to use.

The invention solves this problem by a displacement system with the features of claim 1.

The displacement system is set up and/or intended as a displacement system for a vehicle, in particular for moving a vehicle or vehicles in motor vehicle workshops or paint shops. The displacement system has several, i.e. at least two, preferably at least four, wheel lifting devices (“wheel lifters”) that can be moved by means of rollers for lifting one wheel of the vehicle. The wheel lifting devices each have two plug-in sections for, preferably releasably, coupling a push handle for moving the wheel lifting device over the push handle.

The proposed design contributes significantly to the ease of use of the displacement system, since the wheel lifting device is not only positioned comfortably using the push handle, but the vehicle can also be moved when the vehicle is positioned on the several wheel lifting devices. The two plug-in sections create a defined and stable coupling option for the push handle on the wheel lifting device.

The wheel lifting devices are each set up in such a way that one wheel of the vehicle can be picked up and lifted. Due to the multiple wheel lifting devices in their entirety, the vehicle can be lifted and moved at least on one axle or on one side of the vehicle, but preferably the vehicle as a whole (in the case of a car on both axles).

In principle, a certain degree of maneuvering of a vehicle is already conceivable if there are two wheel lifting devices that support two wheels on one axle of the vehicle. A second axle of the vehicle could then roll on its wheels when moving. Preferably there are several wheel lifting devices corresponding to the number of wheels of the vehicle. In the case of a conventional car with four wheels, there can be four wheel lifting devices.

The push handle is preferably set up in such a way that when it is coupled to one of the wheel lifting devices, an operator can move the wheel lifting device using the push handle without having to bend down. The push handle can have a height of, for example, 80 to 130 cm. The rollers of the wheel lifting devices can preferably be designed as swivel rollers.

The vehicle can be a motor vehicle, in particular a car, an SUV or a delivery van.

As part of a preferred embodiment, the push handle can have two handlebars which are spaced apart from one another and extend next to one another, preferably parallel, which are connected, preferably at a first (handle-side) end, by a connecting bar, in particular a crossbar, and, in particular at the second (connection-side ) End, are spaced apart from each other in such a way that the handle bars (at the second end or with their respective end section) can be plugged onto the plug-in sections of one of the wheel lifting devices or inserted into the plug-in sections of one of the wheel lifting devices. This allows a structurally simple and stable coupling of the push handle to the wheel lifting device to be achieved. This promotes displacement of the wheel lifting device or the vehicle. The push handle can have two protruding handle sections, in particular at the end on the handle side, preferably from the connecting bar, on which the push handle can be gripped by an operator. This contributes to ergonomic handling.

Advantageously, the push handle can have at least one locking device for locking the push handle on the plug-in sections of one of the wheel lifting devices and an actuating device for the locking device, wherein the locking can be released by means of the actuating device, in particular by actuating the actuating device. This contributes to a stable assignment of the push handle to the wheel lifting device, whereby accidental release can be largely prevented. The at least one locking device can each be set up in such a way that it automatically locks into place when the push handle and wheel lifting device are put together (self-locking). The sliding handle can thus be easily joined to the wheel lifting device and removed from the relevant wheel lifting device by actuating the locking device (locking device actuated by means of the actuating device and locking released). The actuating device can have one or more actuating elements, for example one or more buttons or levers, which are arranged in particular at the handle-side end of the push handle. Specifically, two actuating elements, for example two levers or two buttons, and two locking devices can be provided on the push handle, with one actuating element being coupled to a locking device. One of the latching devices can be arranged in a first of the handlebars and the second latching device in the second handlebar. This enables two-hand operation, i.e. the push handle can only be released from the wheel lifting device by operating both actuating elements.

Specifically, the wheel lifting device can each have two wheel lifting parts, which can be moved towards and away from each other by means of an adjusting device. In principle, it is conceivable that the adjusting device has an electrical, pneumatic, hydraulic or mechanical actuation. As part of a possible embodiment, a spindle with a polygon for connecting an impact wrench or cordless screwdriver is arranged on the wheel lifting device, the adjusting device being drivable by means of the spindle. The adjusting device can thus be actuated via the spindle using an impact wrench or a cordless screwdriver and the wheel lifting parts can thus be moved towards and away from one another. If the wheel lifting parts move towards each other, the vehicle wheel in question can be lifted. If the wheel lifting parts move away from each other, the vehicle wheel in question can be lowered and, if necessary, placed on the ground.

The wheel lifting parts can each have one or more wheel support rollers. These make it easier to pick up or put down a bike. The wheel lifting device can each have a first tube section and a second tube section which is movable, in particular telescopic, relative to the first tube section. The adjusting device acts on the pipe sections. A wheel lifting part may be coupled to the first pipe section and the second wheel lifting part may be coupled to the second pipe section. The plug-in sections are arranged and fastened in particular on the first pipe section. Optionally, the spindle and/or its polygon can be arranged on the first pipe section and/or rotatably mounted.

Advantageously, the push handle can have a rotatably mounted spindle with a polygon for connecting an impact wrench or cordless screwdriver and a coupling, the spindle being set up in such a way that when the push handle is coupled to the wheel lifting device, the coupling is coupled to the polygon of the wheel lifting device , so that the spindle of the wheel lifting device can be driven by driving the polygon of the push handle. This contributes to a high level of ease of use, since the polygon to drive the spindle of the wheel lifting device on the push handle can be operated using a cordless screwdriver or an impact wrench. The polygon is arranged in particular at the handle-side end of the push handle. This promotes ease of use. The coupling of the spindle of the slide concept and the polygon of the wheel lifting device are designed to complement each other. This allows torque to be transmitted.

As part of a preferred embodiment, a connecting rod can be provided, wherein two adjacent wheel lifting devices, in particular on a vehicle longitudinal side of the vehicle, to which a push handle is coupled, can be coupled or coupled to one another via the push handles via the connecting rod, so that by actuating the Connecting rod, the two adjacent wheel lifting devices can be moved together. This means that the vehicle arranged on the wheel lifting devices can also be moved. This promotes a lateral displacement or a transverse displacement of the vehicle, since an operator can grip the connecting rod between the wheel lifting devices and apply a force to them. By moving the vehicle via the connecting rod, touching the vehicle is not necessary for moving, so that, for example, a vehicle that has been cleaned or already prepared for painting is not affected or contaminated. One or more, preferably U-shaped, receptacles can be formed on the push handles, into which the connecting rod can be inserted with a section for coupling. Optionally, magnets can be arranged on the push handles and/or on the connecting rod as a positioning aid for the connecting rod on the push handles.

Advantageously, a drive unit can be provided for automatic or machine-assisted displacement of the wheel lifting devices, the drive unit being set up in such a way that it can be coupled to two mutually adjacent wheel lifting devices for displacement. The wheel lifting devices and a vehicle positioned thereon can thus be moved by the drive unit moving or displacing two mutually adjacent wheel lifting devices. The drive unit can be designed as an electric, rechargeable or battery-operated drive unit. The drive unit can have at least one drive axle for a traction drive. Optionally, the drive unit can have a, possibly steerable, support wheel or a support axle. The support wheel or the support axle can optionally not be designed to be drivable.

Specifically, the drive unit can have a base on or in which the drive axle, a battery or accumulator and/or a controller are arranged. A rod with an operating handle can extend from the base. Control elements for controlling the drive unit by an operator can be arranged on the operating handle. An attachment point for coupling a fixed displacement stop or an adjustable linkage can be formed on the base (explained in more detail below).

Specifically, in particular to enable transverse displacement of the vehicle, two wheel lifting devices located on one side of the vehicle can be coupled by means of a connecting rod, preferably directly (without intermediate push handles), the drive unit having a displacement stop which can be coupled or is coupled to the connecting rod. This creates a simple and stable coupling of the drive unit, connecting rod and wheel lifting devices. One or more, in particular U-shaped, receptacles can be formed on the wheel lifting devices, into which a section of the connecting rod can be inserted in order to couple the wheel lifting devices to one another. As already indicated above, the receptacles are preferably formed directly on the wheel lifting device, so that the wheel lifting devices are coupled to one another by means of the connecting rod, but without the interposition of push handles. The push handles can be removed from the wheel lifting devices.

A “lateral displacement” of a vehicle means that the drive unit is coupled to the wheel lifting devices on the longitudinal side of the vehicle. A “pure transverse shift” (shifting the vehicle at a 90° angle to the vehicle’s longitudinal axis) is not necessary. “Inclined” or “diagonal” travel movements are certainly possible, for example if the rollers of the wheel lifting device are designed as swivel rollers and these are not locked (swivel movement of the swivel rollers is not blocked).

One or more, preferably U-shaped, receptacles can be formed on the displacement stop of the drive unit, into which the connecting rod can be inserted for coupling. As indicated above, the base of the drive unit can have an attachment point for coupling the displacement stop. The displacement rod can extend in a straight line and can preferably be designed as a profile body that extends in a straight line. The displacement stop can have a T-shaped cross section (in plan view). This allows a large contact surface to be achieved between the sliding stop and the connecting rod. Regardless of this, the connecting rod mentioned here can be one and the same connecting rod, by means of which the push handles can be coupled to one another, as explained above. Alternatively, it can The above-mentioned connecting rod is a first connecting rod and the present connecting rod is a second connecting rod.

A displacement linkage can advantageously be provided, wherein the drive unit can be coupled to the displacement linkage, in particular to enable a longitudinal displacement of the vehicle, and wherein the displacement linkage is set up in such a way that it can be coupled to two wheel lifting devices arranged on an axle of the vehicle. This creates a simple and stable coupling of the drive unit, shifting linkage and wheel lifting devices.

A “longitudinal displacement” of a vehicle means that the drive unit is coupled to the wheel lifting devices on one of the front sides of the vehicle (vehicle front or rear of the vehicle). A “pure longitudinal displacement” (displacement of the vehicle along the vehicle’s longitudinal axis) is not necessary. “Inclined” or “diagonal” travel movements are certainly possible, for example if the rollers of the wheel lifting device are designed as swivel rollers and these are not locked (swivel movement of the swivel rollers is not blocked).

Specifically, the displacement linkage can have one or more transverse bars and/or one or more longitudinal bars. At least some of the longitudinal bars and/or cross bars can be designed to be supported and movable relative to the ground by means of non-pivoting rollers or by means of swivel rollers.

In principle, it is conceivable that a drive unit is provided which, on the one hand, can be coupled to the displacement stop for a transverse displacement and can also be coupled to the displacement linkage for a transverse displacement. The drive unit can then have fastening or articulation points on the base for coupling the displacement stop and displacement linkage. Depending on whether a transverse displacement or a longitudinal displacement of a vehicle is to take place, the corresponding displacement means (displacement stop or displacement linkage) can then be coupled to the drive unit and/or the displacement means that is not required can be decoupled from the drive unit (conversion).

Alternatively, it is conceivable that the displacement system provides a (first) drive unit for a transverse displacement (drive unit with displacement stop) and a (second) drive unit for a longitudinal displacement (drive unit with displacement linkage). A drive unit is therefore used for a corresponding displacement. The drive units can therefore be used independently of one another. This means there is no need to convert the drive units.

The displacement linkage can expediently be coupled to the drive unit in such a way that the displacement linkage can be pivoted relative to the drive unit. This makes it easier to maneuver the drive unit or the wheel lifting devices coupled to the drive unit by means of the connecting linkage, since a driving force can be applied by means of the drive unit at a corresponding angle relative to the drive linkage or the wheel lifting devices. The attachment point of the sliding linkage on the base can therefore be designed as a pivot bearing. The pivot axis of the pivot bearing can be oriented orthogonally relative to a roadway level or relative to the ground.

Specifically, the sliding linkage can be adjustable in width and/or length, in particular telescopic. This means that the sliding linkage can be adapted to different vehicles with different axle widths and with body overhangs of different lengths relative to the vehicle axle. For this purpose, the cross bars and/or the longitudinal bars of the displacement linkage can be designed to be adjustable in length, in particular telescopic. The displacement linkage can be set up in such a way that the length adjustment of the longitudinal bars and/or cross bars is carried out manually, for example by an operator, and a respective length adjustment can be determined, for example by a screw connection (positive clamping) or a latching (positive engagement).

As part of a preferred embodiment, the wheel lifting devices can each have a ferromagnetic coupling plate on one of the wheel lifting parts or on both wheel lifting parts and the displacement linkage can have an activatable magnet at its free ends, in particular an electromagnet that can be controlled, preferably via an operating handle, for coupling to the ferromagnetic Have clutch plate. This enables a structurally simple and stable coupling of the displacement linkage with the wheel lifting devices arranged on an axle of the vehicle. At the two free ends, in particular at the free ends of the longitudinal bars, the displacement linkage can have a housing in which the magnet is arranged. According to a possible embodiment, the magnet can be a permanent magnet. The permanent magnet can be set up in such a way that it in particular special can be activated and deactivated in relation to the ferromagnetic coupling plate, for example by moving the magnet (permanent magnet) in the housing (similar design to magnetically fixable dial indicators). Alternatively, the magnet can be designed as an electromagnet. The electromagnet is in particular set up in such a way that it can be activated by energizing it. When there is no current, the electromagnet is inactive.

Advantageously, at least one structured guide device can be provided for positioning on the ground, the guide device (each) having several adjacent recesses extending next to one another, preferably parallel to one another, for guiding the rollers of the wheel lifting devices. Thus, targeted guidance or transverse guidance of the rollers of the wheel lifting devices is possible by means of the at least one guide device. This particularly facilitates transverse displacement of a vehicle arranged on the wheel lifting devices. The guide device can be designed in such a way that the depressions are 5-10 mm deeper than the unrecessed sections or elevations located between them.

The guide devices can each have an inlet section, an outlet section and a guide section arranged between them. The actual management of the roles can take place in the management section. The inlet section makes it easier to insert or retract the rollers into the guide device. The run-out section makes it easier to run or extend the rollers from the guide device.

The guide device can each be designed as a wave guide plate. This makes it possible to implement a retrofit solution comparatively cheaply. Alternatively, the guide devices can each be designed as gratings with wave millings. This solution can be used, for example, in new building projects. The gratings can have a comparatively small mesh size, for example 30 mm x 30 mm (millimeters) or smaller. This allows good guidance and high stability to be achieved.

A structured guide device can be present which extends over a correspondingly large section of the surface, for example in a paint booth. Alternatively, several guide devices can be provided, which are arranged at a distance from one another and parallel to one another (central longitudinal axes of the guide devices are preferably oriented parallel to one another).

The task mentioned at the beginning is also solved by a painting system with the features of the independent claim. The painting system can have a painting booth and a displacement system with one or more of the aspects described above.

With regard to the advantages that can be achieved with this, please refer to the relevant comments on the displacement system. The measures explained in connection with the displacement system and/or the measures discussed below can be used to further design the painting system.

As part of a preferred embodiment, the at least one structured guide device can extend along a transverse direction through the paint booth. This allows a guided transverse displacement of the vehicle in the paint booth. This makes it easier to move and position vehicles accurately in the paint booth. The guide device is positioned on the surface or on the floor of the paint booth. The paint booth can be at least largely or predominantly structured by means of the guide device. Alternatively, several structured sections can be provided in the form of several structured guide devices, in particular in the area of vehicle axles of vehicles positioned in the paint booth.

Advantageously, a drying room, for example a drying booth, can be arranged along the transverse direction adjacent to the painting booth, with the at least one structured guide device also extending through the drying booth along the transverse direction. The guide device is arranged on the subsurface or on the floor of the drying room. Simple and quick transverse shifting is encouraged. As a result of the simplified handling, the lead time can be shortened.

A preparation room, for example a preparation cabin, for preparatory work, for example cleaning and/or masking of a vehicle, can optionally be arranged along the transverse direction in front of the painting booth. A finishing room, for example a finishing booth, for finishing a vehicle can be arranged along the transverse direction after the drying room. The at least one structured guide device can extend into the preparation room and/or the finishing room. An inlet section can be arranged in the preparation room. An outlet section can be arranged in the finishing space. The guide section in between can extend from the preparation room through the paint shop cabin and the drying room extend into the finishing room.

• 1 eine Ausführungsform eines Verschiebesystems für ein Fahrzeug mit mehreren Radhebeeinrichtungen in einer perspektivischen Ansicht;
• 2 das Verschiebesystem aus 1 mit auf den Radhebeeinrichtungen positioniertem Fahrzeug in einer teilweisen und perspektivischen Ansicht;
• 3 eine Radhebeeinrichtung des Verschiebesystems aus 1 in Alleinstellung in einer perspektivischen Ansicht;
• 4 die Radhebeeinrichtung aus 3 mit einem darauf positionierten Fahrzeugrad in einer teilweisen und perspektivischen Ansicht;
• 5 eine Antriebseinheit zum Querverschieben des Verschiebesystems aus 1 in einer perspektivischen Ansicht;
• 6 eine weitere Antriebseinheit zum Längsverschieben des Verschiebesystems, angekoppelt an Radhebeeinrichtungen, die eine Hinterachse eines Fahrzeugs tragen in einer teilweisen und perspektivischen Ansicht;
• 7 die weitere Antriebseinheit aus 6, angekoppelt an Radhebeeinrichtungen, die eine Vorderachse eines Fahrzeugs tragen in einer teilweisen und perspektivischen Ansicht;
• 8 strukturierte Führungsrichtungen für das Verschiebesystem aus 1 in einer teilweisen und perspektivischen Ansicht; und
• 9 eine Lackieranlage mit einer Lackierkabine und dem Verschiebesystem aus 1 in einer schematischen Draufsicht.

The invention is explained in more detail below with reference to the figures, with identical or functionally identical elements being provided with identical reference numbers, but if necessary only once. Show it:

• 1 an embodiment of a displacement system for a vehicle with several wheel lifting devices in a perspective view;
• 2 the displacement system 1 with the vehicle positioned on the wheel lifting devices in a partial and perspective view;
• 3 a wheel lifting device of the displacement system 1 alone in a perspective view;
• 4 the wheel lifting device 3 with a vehicle wheel positioned thereon in a partial and perspective view;
• 5 a drive unit for transverse displacement of the displacement system 1 in a perspective view;
• 6 a further drive unit for longitudinally displacing the displacement system, coupled to wheel lifting devices that support a rear axle of a vehicle in a partial and perspective view;
• 7 the other drive unit 6 , coupled to wheel lifting devices that support a front axle of a vehicle in a partial and perspective view;
• 8th structured guidance directions for the displacement system 1 in a partial and perspective view; and
• 9 a painting system with a painting booth and the displacement system 1 in a schematic top view.

1 shows a displacement system for a vehicle 300, the displacement system as a whole being designated by the reference number 200. The shifting system 200 is designed and intended for moving vehicles in vehicle workshops and paint shops.

In the example, the displacement system 200 has four wheel lifting devices 10 for lifting one vehicle wheel 302, the wheel lifting devices 10 being designed to be movable by means of rollers 12. The wheel lifting devices 10 each have two plug-in sections 14 for, preferably releasably, coupling a push handle 40 for moving the wheel lifting device 10 via the push handle 40.

The wheel lifting devices 10 are each set up in such a way that a wheel 302 of the vehicle 300 can be picked up and lifted with them. The vehicle 300 as a whole can be lifted and moved by the wheel lifting devices 10 as a whole, each of which accommodates a wheel 302 of the vehicle 300.

In the example, the push handle 40 is set up in such a way that when it is coupled to one of the wheel lifting devices 10, an operator can move the wheel lifting device 10 using the push handle 40 without having to bend down. The push handle 40 can have a height of, for example, 80 to 130 cm. The rollers 12 are designed as swivel rollers in the example.

In 1 Four wheel lifting devices 10 are shown, with a push handle 40 being coupled to two adjacent wheel lifting devices 10 (on one side of the vehicle). The push handles 40 of the two adjacent wheel lifting devices 10 are coupled to one another via a connecting rod 60. The wheel lifting devices 10 can thus be moved together via the displacement rod 60.

2 shows the displacement system 200 1 with a vehicle 300 positioned on it, in the example a car. The vehicle 300 has a front axle 304 and a rear axle 306.

Each wheel lifting device 10 picks up a wheel 302 of the vehicle 300 and lifts it. The vehicle 300 can therefore be moved manually by the operator 400 by the operator 400 gripping the connecting rod 60 in the example and moving it accordingly. By coupling the connecting rod 60 with the push handle 40 and the wheel lifting devices 10, the two wheel lifting devices 10 shown can be moved or displaced. About the vehicle 300 are the wheel lifting devices 10 shown with the hidden wheel lifting devices 10 (in 1 shown) coupled, so that when the connecting rod 60 is moved, the hidden wheel lifting devices 10 are also moved.

3 shows one of the wheel lifting devices 10 of the displacement system 200 alone. The push handle 40 has two handle bars 42 that are spaced apart from one another and, in the example, extend parallel to one another. The handle bars 42 are connected at a first (handle-side) end 44 by a connecting bar 46. At the second (connection side) end 48, the handle bars 42 are spaced apart from one another in such a way that the handle bars 42 can be inserted with insertion sections 50 into the insertion sections 14 of the wheel lifting device 10. Handle sections 52 protrude from the handle-side end 44, on which an operator can grasp the push handle 40 and, if necessary, move or operate it.

In the example, the push handle 40 has two locking devices (not shown) for locking the push handle 40 on the plug-in sections 14 of the wheel lifting device 10. In the example, a locking device is arranged in each handlebar 42. Furthermore, the push handle 40 has an actuating device 53 for the latching device, wherein the latching can be released by means of the actuating device 53, i.e. by actuating the actuating device 53. Two actuating elements 54 are provided on the push handle 40, in the example two levers. In the example, an actuating element 54 is coupled to one of the locking devices. To release the locking devices, both actuating elements 54 must therefore be actuated. When actuated, each actuating element 54 releases the locking of one of the locking devices in a handlebar 42.

The wheel lifting device 10 each has two wheel lifting parts 16, 17, which can be moved towards and away from one another by means of an adjusting device (not shown). A spindle (not shown) with a polygon for connecting an impact wrench or cordless screwdriver is arranged on the wheel lifting device 10, the adjusting device being drivable by means of the spindle. If the wheel lifting parts 16, 17 move towards each other, the relevant wheel 302 of the vehicle 300 can be raised. If the wheel lifting parts 16, 17 move away from each other, the relevant wheel 302 of the vehicle 300 can be lowered and, if necessary, placed on the ground.

In the example, the wheel lifting parts 16, 17 each have several wheel support rollers 18, 19. The wheel lifting device 10 each has a first tube section 21 and a second tube section 22 which is telescopic relative to the first tube section 21. The adjusting device (not shown) acts on the pipe sections 21, 22. The wheel lifting part 16 is coupled to the first pipe section 21 and the second wheel lifting part 17 is coupled to the second pipe section 22. In the example, the plug-in sections 14 are arranged and attached to the first pipe section 21. The spindle and its polygon (not shown) can be arranged on the first pipe section 21 and rotatably mounted.

The push handle 40 has a rotatably mounted spindle 55 with a polygon 56 and a coupling (not shown), the spindle 55 being set up in such a way that when the push handle 40 is coupled to the wheel lifting device 10, the coupling with the polygon of the wheel lifting device 10 is coupled, so that the spindle of the wheel lifting device 10 can be driven by driving the polygon 56 of the push handle 40. This allows the actuating device described above to be driven.

As already indicated above, the displacement system 200 has a connecting rod 60. Two are connected via the connecting rod 60 on one longitudinal side of the vehicle 300 (cf. 1 and 2 ) mutually adjacent wheel lifting devices 10, to each of which a push handle 40 is coupled, can be coupled or coupled to one another via the push handles 40. Thus, by actuating or moving the connecting rod 60, the two adjacent wheel lifting devices 10 can be moved together. This allows the vehicle 300 to be moved, as explained above.

4 shows how the wheel lifting device 10 is positioned on a wheel 302 of the vehicle 300 by an operator 400 using the push handle 40.

5 shows a first drive unit 110 for automatic or machine-assisted displacement of the wheel lifting devices 10. The drive unit 110 is set up in such a way that it can be coupled to two adjacent wheel lifting devices 10 for displacement. The drive unit 110 is designed as an electric, rechargeable or battery-operated drive unit 110.

The drive unit 110 has a base 112. A drive axle 114 for a traction drive is arranged on the base 112 and is rotatably mounted. Two steerable support wheels 116 are arranged on the base 112. A rechargeable battery 118 and a controller (not shown) may also be arranged on the base 112.

Starting from the base 112, a rod 120 with an operating handle 121 extends. Operating elements (not shown) for controlling the drive unit 110 by an operator 400 are arranged on the operating handle 121. There is also an attachment point 123 on the base 112 for coupling a fixed displacement stop 124. The displacement stop 124 has a T-shaped cross section (in plan view). On the displacement stop 124, for example U-shaped, receptacles (not shown) for coupling the connecting rod 60 are arranged.

In the example, the connecting rod 60 is the connecting rod 60 already described above, by means of which the wheel lifting devices 10 located on a vehicle side of the vehicle 300 can be coupled or coupled, without the interposition of push handles 40. In the present case, no push handles 40 are coupled to the wheel lifting devices 10. On the wheel lifting devices 10, for example U-shaped receptacles (not shown) are formed for coupling the connecting rod 60.

The wheel lifting devices 10 can be coupled to one another by means of the connecting rod 60. The drive unit 110 can be coupled or coupled to the connecting rod 60. By means of the drive unit 110, the connecting rod 60 and the wheel lifting devices 10, a transverse displacement of the vehicle 300 can be achieved, i.e. a displacement of the vehicle 300 from a longitudinal side of the vehicle. The drive unit 110 is a (first) drive unit for transverse displacement of the vehicle 300 (drive unit 110 with displacement stop 124).

6 shows a further drive unit 130 for automatic or machine-assisted displacement of the wheel lifting devices 10. The further drive unit 130 is set up in such a way that it can be coupled to two mutually adjacent wheel lifting devices 10 for displacement. The further drive unit 130 is designed as an electric, rechargeable or battery-operated drive unit 130.

The further drive unit 130 has a base 132. A drive axle 133 for a traction drive is arranged on the base 132 and is rotatably mounted. A steerable support wheel 134 is arranged on the base 132. A rechargeable battery (not shown) and a controller (not shown) may also be arranged on the base 132. Starting from the base 132, a rod 136 with an operating handle 137 extends. Operating elements (not shown) for controlling the further drive unit 130 by an operator 400 are arranged on the operating handle 137.

An attachment point 140 for coupling a displacement linkage 150 is also arranged on the base 132. The attachment point 140 is designed as a pivot bearing, so that the displacement linkage 150 can be pivoted relative to the further drive unit 130 or its base 132. The pivot axis 142 of the pivot bearing is oriented orthogonally relative to a road level or relative to the ground.

As already indicated, a displacement linkage 150 is provided, wherein the further drive unit 130 can be coupled to the displacement linkage 150. The displacement linkage 150 is set up in such a way that it can be coupled to two wheel lifting devices 10 arranged on the same axle of the vehicle 300. In the example, the displacement linkage 150 has several transverse bars and several longitudinal bars.

In the example, the displacement linkage 150 has a U-shaped middle part 151, to which a pivoting element 152 is attached. The pivot element 152 is rotatably or pivotably mounted on the attachment point or pivot bearing 140. In the example, the U-shaped middle part 151 has a horizontal spar 153 and two vertical spars 154. The pivoting element 152 is attached to the horizontal bar 153.

In the example, the sliding linkage 150 is designed to be telescopic in its width and length. Starting from the middle part 151, a crossbar 155 extends on both sides, which has a first crossbar part 155 'and a second crossbar part 155''. The first crossbar part 155' is attached to the middle part 151, namely on its vertical bar 154. The second crossbar part 155'' is telescopic relative to the first crossbar part 155'.

A longitudinal beam 156 is coupled to each of the cross beams 155. The longitudinal spar 156 has a first longitudinal spar part 156 'and a second longitudinal spar part 156''. The first longitudinal beam part 156 'is attached to the cross beam 155, namely to its second cross beam part 155''. The second longitudinal spar part 156'' is telescopic relative to the first longitudinal spar part 156'. The transverse beam 155 and the longitudinal beam 156 are each supported and designed to be movable relative to the ground by means of swivel rollers 157. In the example, a swivel roller 157 is arranged at the transition from the cross member 155 to the longitudinal member 156. In the example, a further swivel roller 157 is arranged at the free end of the longitudinal spar 156, namely on the second longitudinal spar part 156''.

In the example, the wheel lifting devices 10 each have a ferromagnetic coupling plate 25 on both wheel lifting parts 16, 17 (see also 1 and 3 ). The displacement linkage 150 has an activatable magnet 162 at each of its free ends 160, which is arranged in a housing 163 in the example. The housing 163 is attached to the free end 160 of the displacement linkage 150, in the example on the second longitudinal beam part 156 ''.

In the example, the activatable magnet 162 is designed as a controllable electromagnet 164, which can be activated by energization and is inactive when there is no energization (no or only negligibly low magnetic force). If the operator 400 moves the further drive unit 130 with the displacement linkage 150 towards the wheel lifting devices 10, so that the displacement linkage 150 rests with its free end 160 on a ferromagnetic coupling plate 25, The operator 400 can activate the electromagnet 164 by energizing it using a control element. As a result, the electromagnet 164 exerts a magnetic force, so that the displacement linkage 150 and the wheel lifting devices 10 are coupled to one another. If the current supply is deactivated, the displacement linkage 150 can be decoupled or detached from the wheel lifting devices 10.

The further drive unit 130 is a (second) drive unit 130 for a longitudinal displacement of the vehicle 300 (drive unit 130 with displacement linkage 150).

7 shows the further drive unit 130 6 , whereby this is now not coupled to two wheel lifting devices 10, which carry wheels 302 of a front axle 304 of the vehicle 300, but rather wheels 302 of a rear axle 306 of the vehicle 300.

8th shows two structured guide directions 170 for the displacement system 1 . The two structured guide devices 170 are used for positioning on the ground. The guide devices 170 can thus form one or more floor sections of a workshop or a paint booth.

The guide devices 170 each have several adjacent recesses 172 that extend next to one another, in the example parallel to one another, for guiding the rollers 12 of the wheel lifting devices 10 (shown only schematically here). This enables the rollers 12 of the wheel lifting devices 10 to be guided transversely. There is an unrecessed area or an elevation 174 between two recesses 172. The recesses 172 can be designed to be 5-10 mm deeper, for example, relative to the unrecessed areas 174. In the example, two guide devices 170 are provided, which are arranged at a distance from one another and parallel to one another.

The guide devices 170 can each have an inlet section, an outlet section and a guide section located therebetween (not shown). As explained above, the guide devices 170 can be designed as a wave guide plate or as gratings with wave millings.

9 shows a paint shop 500 with a paint booth 502 and a displacement system 200 as described above. The vehicle 300 can be painted in the paint booth 502.

Along the transverse direction 503 in front of the paint booth 502, the paint shop 500 has a preparation room 504 for preparatory work, for example for cleaning and / or masking a vehicle 300. Along the transverse direction after the paint booth 502, the paint shop 500 has a drying room 506, which is as Dry cabin can be designed. A painted vehicle 300 can be dried in the drying room 506.

In the example, a finishing room 508 for finishing a painted and dried vehicle 300 is arranged along the transverse direction after the drying room 506. In the finishing room, finishing or post-processing of the vehicle 300 can take place, for example removing masking, cleaning and/or polishing. The direction of travel of a vehicle 300 to be processed (preparation, painting, drying, post-processing) points in 9 from right to left (see arrow 510 representing the direction of travel).

In the example, the painting system 500 has two structured guide devices 170, which are spaced apart from one another and extend parallel to one another along the transverse direction 503 through the painting system 500. The guide devices 170 form a floor section of the painting system 500. The guide devices 170 are each arranged and/or positioned relative to one another in such a way that they are located in the axle areas of a vehicle 300. In order to be able to accommodate vehicles with different wheelbases, the guide devices 170 have a greater length along a longitudinal direction 512 than one of the wheel lifting devices 10 or a greater length than is required to accommodate and guide one of the wheel lifting devices 10.

The guide devices 170 have an inlet section 180, an outlet section 182 and a guide section 184 located between them. In the example, the guide devices 170 extend from the preparation room 504, through the painting booth 502 and the drying room 506 into the finishing room 508. The inlet section 180 is located in the preparation room 504. The outlet section 182 is located in the finishing room 508.

In the example, the vehicle 300, whose wheels 302 are each positioned on wheel lifting devices 10, is located in the paint booth 502. On one side of the vehicle 300, a push handle 40 is coupled to the wheel lifting devices 10. The push handles 40 are coupled to one another by means of the connecting rod 60.

By the operator 400 moving or displacing the connecting rod 60, the wheel lifting devices 10 and thus also the vehicle 300 located thereon can be easily Way can be moved along the transverse direction 503 by means of the guide devices 170. This allows a vehicle 300 to be easily relocated in the paint shop 500 without having to use a drive motor of the vehicle 300.

Claims (15)

Displacement system (200) for a vehicle (300), with several wheel lifting devices (10) which can be moved by means of rollers (12) for lifting one wheel (302) of the vehicle (300), characterized in that the wheel lifting devices (10) each have two plug-in sections ( 14) for, preferably releasably, coupling a push handle (40) for moving the wheel lifting device (10) over the push handle (40). Shifting system (200). Claim 1 , characterized in that the push handle (40) has two handle bars (42) which are spaced apart from one another and extend next to one another, preferably parallel, and which are connected, preferably at a first end (44), by a connecting bar (46) and, in particular at second end (48), are spaced apart from one another in such a way that the handle bars (42) can be plugged onto the plug-in sections (14) or inserted into the plug-in sections (14). Shifting system (200). Claim 1 or 2 , characterized in that the push handle (40) has at least one latching device for latching the push handle (40) to the plug-in sections (14) and an actuating device (53) for the latching device, wherein the latching can be released by means of the actuating device (53). Displacement system (200) according to one of the preceding claims, characterized in that the wheel lifting device (10) each has two wheel lifting parts (16, 17), which can be moved towards and away from one another by means of an adjusting device, a spindle being attached to the wheel lifting device (10). is arranged with a polygon for connecting an impact wrench or cordless screwdriver, the adjusting device being drivable by means of the spindle. Shifting system (200). Claim 4 , characterized in that the push handle (40) has a rotatably mounted spindle (55) with a polygon (56) and a coupling, the spindle being set up in such a way that when the push handle (40) is coupled to the wheel lifting device (10). , the coupling is coupled to the polygon of the wheel lifting device (10), so that the spindle of the wheel lifting device (10) can be driven by driving the polygon (56) of the push handle (40). Displacement system (200) according to one of the preceding claims, characterized in that a connecting rod (60) is provided, with two mutually adjacent wheel lifting devices (10), to each of which a push handle (40) is coupled, via the connecting rod (60). Push handles (40) can be coupled or coupled to one another, so that the two adjacent wheel lifting devices (10) can be moved together via the connecting rod (60). Displacement system (200) according to one of the preceding claims, characterized in that a drive unit (110, 130) is provided for displacing the wheel lifting devices (10), the drive unit (110, 130) being set up in such a way that they can be displaced with two relative to each other adjacent wheel lifting devices (10) can be coupled. Shifting system (200). Claim 7 , characterized in that two wheel lifting devices (10) located on one side of the vehicle are coupled by means of a connecting rod (60), the drive unit (110) having a displacement stop (124) which can be coupled to the connecting rod (60). Shifting system (200). Claim 7 or 8th , characterized in that a displacement linkage (150) is provided, wherein the drive unit (130) can be coupled to the displacement linkage (150), and wherein the displacement linkage (150) is set up in such a way that it has two on one axis (304, 306 ) of the vehicle (300) arranged wheel lifting devices (10) can be coupled. Shifting system (200). Claim 9 , characterized in that the displacement linkage (150) is coupled to the drive unit (130) in such a way that the displacement linkage (150) can be pivoted relative to the drive unit (130) and / or that the displacement linkage (150) has a width and / or in its length is adjustable, in particular is telescopic. Shifting system (200). Claim 9 or 10 , characterized in that the wheel lifting devices (10) each have a ferromagnetic coupling plate (25) on one of the wheel lifting parts (16, 17) or on both wheel lifting parts (16, 17) and that the displacement linkage (150) has at its free ends (160) one magnet (162) that can be activated, in particular one that can be controlled, preferably via an operating handle (137). ren electromagnet (164), for coupling to the ferromagnetic coupling plate (25). Displacement system (200) according to one of the preceding claims, characterized in that at least one structured guide device (170) is provided for positioning on the ground, the guide device (170) having several adjacent depressions (172) extending next to one another, preferably parallel to one another. for guiding the rollers (12) of the wheel lifting devices (10). Painting system (500) with a painting booth (502) and a displacement system (200) according to one of the preceding claims. Painting system (500). Claim 13 , characterized in that the at least one structured guide device (170) extends along a transverse direction (503) through the painting booth (502). Painting system (500). Claim 14 , characterized in that a drying room (506) is arranged along the transverse direction (503) adjacent to the painting booth (502), wherein the at least one structured guide device (170) extends along the transverse direction (503) through the drying room (506).

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