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WO1991009765A1 - Vehicule automobile a direction par chassis articule - Google Patents

Vehicule automobile a direction par chassis articule Download PDF

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Publication number
WO1991009765A1
WO1991009765A1 PCT/SE1990/000882 SE9000882W WO9109765A1 WO 1991009765 A1 WO1991009765 A1 WO 1991009765A1 SE 9000882 W SE9000882 W SE 9000882W WO 9109765 A1 WO9109765 A1 WO 9109765A1
Authority
WO
WIPO (PCT)
Prior art keywords
bogie
wheels
vehicle
articulation joint
wheel
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.)
Ceased
Application number
PCT/SE1990/000882
Other languages
English (en)
Inventor
Lars Bruun
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LARS BRUUN Firma
Original Assignee
LARS BRUUN Firma
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from SE9000032A external-priority patent/SE465564B/sv
Priority claimed from SE9000670A external-priority patent/SE9000670D0/xx
Priority claimed from SE9000705A external-priority patent/SE465771B/sv
Application filed by LARS BRUUN Firma filed Critical LARS BRUUN Firma
Publication of WO1991009765A1 publication Critical patent/WO1991009765A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
    • B62D7/144—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks for vehicles with more than two axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D12/00—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames

Definitions

  • This invention relates to an articulated engine-driven vehicle having at least a steerable pair of wheels in front of the articulation joint, at least the rear portion of the vehicle having a bogie unit with a drive line, a differential gearing, two bogies, a driven bogie shaft between the differential gearing and each bogie and in each bogie two mechanically interconnected wheels which are driven by the bogie shaft with equal rate of rotation via a mechanical transmission in a bogie frame which can be pivoted relative to a carriage frame of said rear vehicle portion about the center of the bogie shaft.
  • Fig. 1 is a side view of an articulated working vehicle where the invention advantageously can be applied;
  • Fig. 2 is a turning radius diagram for a vehicle shown in Fig. 1, conventionelly equipped and conventionally steered;
  • Fig. 3 is a turning radius diagram of a vehicle shown in Fig. 1, provided with devices according to the invention and steered according to the invention;
  • Fig. 4 schematically shows a steered bogie according to a first embodiment of the invention
  • Fig. 5 schematically shows a steered bogie according to a second embodiment of the invention
  • Fig. 6 schematically shows a top view of a bogie unit comprising a steered pair of wheels, the steerable wheels being narrower than those which are not steerable;
  • Fig. 7 illustrates a hydraulic control system according to a development of the invention
  • Fig. 8 is a diagram which schematically illustrates the extra force on top of the dead weight of the vehicle which is applied on one of the wheels as a function of the driving power of the vehicle according to various aspects of the invention.
  • Fig. 9 illustrates how the said force varies as the vehicle moves forwards or rearwards under conditions which require varying driving power.
  • the front portion of the vehicle In the case when the front portion of the vehicle is provided only with a single pair of wheels one has for the same purpose located the axis of rotation of the articulation joint at equal distances between the wheel shaft of the front vehicle portion and the center of the rear bogie.
  • the mechanically driven and mechanically interconnected bogie mounted wheels will skid relative to each other as the vehicle is being turned. This skidding may be extreme, which will be explained with reference to Fig. 2.
  • the front portion of the vehicle exhibits two parallel bogies li och lo (inner bogie li and outer bogie lo during turning), and the rear portion in the corresponding way exhibits two parallel bogies 2i and 2o.
  • the front bogie pair li and lo has front wheels 3i and 3o, respec- tively, and rear wheels 4i and 4o, respectively.
  • the two rear bogie pairs 2i and 2o in a corresponding way are provided with front wheels 5i and 5o respectively, and rear wheels 6i and 60, respectively.
  • the turning radius of the discri- bed vehicle is a radius having its center in the point of intersection between the center lines of the front and rear bogie pairs, i. e lines that are perpendicular to the longitudinal axis of the vehicle inter ⁇ secting the bogie center Bl and B2, respectively, Fig. 1.
  • this theoretical turning radius center has been designated Ot.
  • the distance D was 1700 mm.
  • the turning angle in the particulation joint having a center of rotation C could be max 42°, as far as this specific vehicle was concerned, and the theoretical turning radius Rt in this case was 5600 mm.
  • the two wheel pairs 3i and 3o, and 6i and 60, respectively, which are located furthest away from the center of rotation C of the articula ⁇ tion joint, as a matter of fact have a common turning radius center 01 with a turning radius RI.
  • those wheel pairs 4i and 4o, and 5i and 5o, respectively, which are located nearest to the said center of rotation C have a common turning radius center 02 with the turning radius R2.
  • the wheels which are coupled in tandem, as the wheels 3o and 4o, and the wheels 5o and 60, respectively, are positively driven through mechanical interconnection which means that they are mechanically propelled with equal rate of rotation.
  • one of the wheels in each bogie can be directed in different direction through the driver's control but not the other wheel in the same bogie, and that means are provided for sensing the turning angle in the articulation joint and for steering that wheel in each bogie which is located furthermost away from the articulation joint in proportion to the turning angle in the articulation joint, so that the said wheels which are located furthermost away from the articulation joint will get essentially the same turning radius as those wheels on the same side of the vehicle which are located nearest to the articulation joint.
  • the said means for sensing the turning angle in the articulation joint may consist, by way of example, of a hydraulic sensing cylinder for each bogie pair that shall be steered, which sensing cylinder is provided at the side of the articulation joint between the frames of the front part and the rear part.
  • a sensor i.e. as a means for registering the turning angle of the articulation joint
  • a dosage device provided to discharge a quantity of oil in proportion to the turning of the steering wheel.
  • Another conceiveable means for detecting the turning angle is an electrical rheostat or potentiometer provided to register the angle and which can control a servo valve provided to discharge a volume of hydraulic oil in proportion to the reading, i.e. a kind of electro- hydraulic control.
  • the means for steering the wheels which are located furthermost away from the articulation joint, in proportion to the turning angle in the articulation joint can be designed in a number of ways.
  • a tie rod may be provided between the pair. of wheels which shall be steered, said tie rod being controlled by a slave cylinder provided to be controlled by said sensing cylinder or corresponding detecting device.
  • other motion means for acting upon said tie rod may be conceived, hydraulic as well as mechanical, electro-mechanical etc, as well as combinations of such devices.
  • the steering function which is a crucial part of the invention, however, does not only create favourable results but also some new problems.
  • One of these problems is due to the fact that the steerable wheel requires space. However, in existing bogie units there is very little space. In order to increase the available space for the wheel one may consider either to reduce the breadth of the frame of the carriage or to increase the distance between the steerable wheels while at the same time maintain the basic design of the frame of the carriage and of the bogie unit. In the first case the stability of the design is. impaired, and in the latter case the wheel track is increased which sometimes also is a disadvantage and in some cases also may be against current rules. According to an embodiment of the present invention these problems may be solved therein that the steerable wheel is made narrower than the non—steerable wheel. Prefe ⁇ rably, however, the wheel track of the steerable wheels in the bogie unit, i.e. the distance between the outer sides of the steerable wheeels, is equal to the wheel track of the non-steerable wheels.
  • At least an hydraulic, force generating means is provided to perform a torsional moment upon the bogie frame relative to the carriage frame in such a direction that a certain force is unloaded from the steerable, narrower wheel, said force being related to the difference in thickness between the tyres, said force instead being transferred as an increased load upon the non-steerable wheel which has a thicker/ broader tyre, so that the wheel load capacity of the ground can be used to a larger extent, preferably in an optimal way.
  • the motion dynamics of the bogie is another problem which does not only concern wheels having different tyre thicknesses but which has more general significance for bogies with wheels which are positively driven by mechanical interconnection. It is well known in the art that that force interplay which is developed between the driving force of the wheels and the friction between the wheels and the ground will generate rearing forces which tend to raise the bogie on either the fore or on the hind wheels. According to another aspect of the invention this tendency can be eliminated or at least reduced therin that at least an hydraulic force generating means is provided to generate a torsional moment on the bogie frame relative to the carriage frame by a force which is proportional to the driving force of the wheels and in such a direction that the said rearing tendency is counter-acted.
  • a measure of the driving force can be obtained by detecting the pressure in the hydrostatic hydraulic system which preferably is used for driving the driving line leading from the engine to the bogie unit.
  • the said at least one hydraulic force generating means is provided to develop the torsional moment with a force which is composed on one hand by a constant component force which is related to the difference in thickness between the two wheels and which acts in such a direction that the steerable narrower wheel is unloaded with a certain force, which force instead is transferred as an increased load on the thicker non-steerable wheel, and on the other hand of variable component force which is proportional to the driving force on the wheels and which acts in such a direction that the said rearing tendency is counter-acted.
  • articulated vehicles Another problem related to articulated vehicles is that they normally are not equipped such that they can be turned when the vehicle is not moving.
  • the difficults are due to the fact that those wheels in the bogie unit or in the bogie units which are located furthermost away from the articualtion joint would have to slide against the ground when turning the vehicle in the articulation joint.
  • the wheels of certain vehicle types are locked when the vehicle is not moving. At least this concerns certain bogie-driven articulated working vehicles.
  • an improvement is made also with reference to particularly the steerability of bogie- driven articulated vehicles in the non-moving state of the vehicle, which improvement resides in that at least one hydraulic force generating means is provided automatically to develop a torsional moment on the bogie frame relative to the carriage frame when the non-moving vehicle is turned, said torsional moment having such a magnitude and direction that those wheeels which are located furthermost away from the articulation joint are unloaded at least to such an extent that the vehicle can be turned without trouble caused by heavy slide between the wheels and the ground.
  • the same hydraulic force generating means are used in order to, when necessary, to compensate for differences in tyre thicknesses and/or for counter-acting the said rearing tendency during motion of the vehicle.
  • means are also provided for the elimination of the braking action of the wheels when the non-moving vehicle is turned, which braking otherwise automatically would take place when the vehicle is not moving.
  • an hydraulic force generating means there can suitably be used a pressure compensated hydraulic cylinder, i.e. an hydraulic cylinder the power of which is independent of the position of the piston in the cylinder, said hydraulic cylinder being provided between the carriage frame and the bogie frame at a distance from the bogie shaft.
  • bogie means two tandem mounted wheels at a distance from each other which is less than two meters. Further “steering” of a wheel means directing a wheel at a certain angle relative to the neutral position of the wheel.
  • the turning radius diagram which is shown in Fig. 3, as well as the turning radius diagram in Fig. 2, relates to a vehicle of the type which is shown in Fig. 1.
  • the two diagrams in Fig. 2 and Fig. 3 therefore are comparable.
  • the same reference numerals have been used in Fig. 3 and in Fig. 2.
  • the difference in other words will be very small and will cause a skidding between the outer wheels of only 3.2% which is negligible.
  • the skidding between the inner wheels, i.e. between the wheels 3i and 4i, and between 5i and 6i, respectively, will be somewhat larger or about 10%, which shall be compared with about 150% without the direction of the wheels according to the invention.
  • Fig. 4 schematically illustrates how the invention can be reduced to practice.
  • Each of those wheels 3i, 3o, 6i and 6o, Fig. 3, which are located furthermost away from the rotation center C of the articu ⁇ lation joint is provided with a pivoted joint 10 of principal the same type as is provided on steered driving wheels on motor cars.
  • a tie rod 11 is provided according to conventional principles, the steering arms 12 of the tie rod being provided to turn the pivoted axle in the pivoted joints 10 in a manner per se.
  • the motions of the tie rod 11 is brought about by means of a slave cylinder 13 which is coupled between the vehicle frame 14 and the tie rod 11.
  • Hydraulic oil is fed to the slave cylinder 13 via two hydraulic conduits 15 and 16 from a master cylinder 17, which is coupled between the frame 18 of the front carriage and the frame 14 of the rear carriage at the side of the articulation joint, the center of rotation of which has been desig- nated C.
  • the bogies 2i and 2o in other respects are conventionally designed, which means that each of them is provided with a bogie shaft 20i and 20o, respectively, which is coupled to a drive line 22 via a differen- tial gearing 21. Further, there are provided in each bogie frame 23 a series of gears 24 which transmits the propulsion force from the bogie shaft 20i and 20o, respectively, positively to the respective wheel in the two tandem mounted wheel pairs, so that the wheel in a manner per se will be positively driven with equal rate of rotation.
  • These parts of the system in other words are conventionally designed. For those who want a more detailed description of the principles of this design, reference may be made e.g. to Terrangmaskinen, part 1, issued 1978 by Forskningsstattelsen Skogsarbeten, page 145-149.
  • An equipment equal to the one which has been described with reference to Fig.4 is provided also for directing those wheels 3i, 3o in the front part of the vehicle, which are located furthermost away from the said center of rotation C.
  • a separate master cylinder is provided for the slave cylinder in the front portion, which master cylinder may be mounted above or beneath the shown master cylinder 17 at the same distance from the center of rotation C as the master cylinder 17.
  • Each of those wheels 3i, 3o and 6i, 6o, which are located furthermost away from the center of rotation C of the articulation joint, is provided with a conventional pivoted joint 10 of in principle the same type as on driven, steered wheels on motor cars.
  • a steering arm is coupled to each pivoted joint and an hydraulic cylinder 13i and 13o, respectively, is connected between the outer end of the steering arm 12 and a pivoted axle connected to the bogie frame for directing the wheels 6i and 6o by control from said means for detecting the turning angle a in the articulation joint, which means will be described in the following.
  • an electrical position detector Hi, Ho is connected to each steering cylinder 13i, 13o, which position detector is provided to detect the turning position of the steering cylinders.
  • the position detecting devices Hi, Ho can consist e.g. of rotary potentiometers.
  • a rotary potentiometer 17 is provided in connection to the articula ⁇ tion joint 19 of the vehicle for detecting the turning angle a in the articulation joint.
  • This potentiometer is mounted coaxial with the center of rotation C, such that a first part of the potentiometer is connected to the carriage frame 18 of the front portion of the vehicle while the second part of the potentiometer 17 which is rotatable relative ' to the first part is connected to the frame 14 of the rear portion of the vehicle or on parts which are firmly connected to the front frame and the rear frame, respectively.
  • the rotary potentiometer 19 is connected via an electrical conduit 25 to an electrical control voltage amplifier 26. Also the two electrical position detectors Hi, Ho of the steering cylinders 13i, 13o are connected to the electrical control voltage amplifier 26 via conduits 27i, 27o. The electrical control voltage amplifier 26 in its turn is via a conduit 28 provided to control a hydraulic unit 29. Hydraulic- conduits 30i and 31i are provided between the hydraulic unit 29 and the steering cylinder 13i and hydraulic conduits 30o and 31o are provided between the hydraulic unit 29 and the steering cylinder 13o for manoeuvring the respective steering cylinder.
  • the described equipment works in the following way.
  • the rotary potentiometer 17 will detect a turning motion which is transmitted via the conduit 25 to the elec ⁇ trical control voltage amplifier 26.
  • the control voltage amplifier 26 there is an input to the control voltage amplifier 26 in the form of signals via conduits 27i, 27o from the position detectors Hi, Ho which issue information about the positions of the steering cylinders 13i, 13o and accordingly also information about the direction of the wheels 6i and 6o.
  • a rotary potentiometer 17 there can also be used a straight-line potentiometer 17' , which also is shown in Fig. 5.
  • This optional device is provided at the side of the center of rotation C and at a distance from said center between the frames 18 and 14 of the front and rear carriages. For example it can be provided inside and be integrated with one of those hydraulic cylinders which are used for turning the vehicle in the articulation joint.
  • the steered wheel 6i' and 6o' on each bogie 2i, 20 is narrower than the other wheel 5i'and 5o', respectively, which is not steerable.
  • a pressure compensated hydraulic cylinder 35 is provided between the carriage frame 14 and each bogie frame.
  • a mounting bracket on the carriage frame has been designated 36.
  • the hydraulic system for manoeuvring the hydraulic cylinders 36 is shown in Fig. 7.
  • the main engine of the vehicle usually a Diesel enginge 37, powers a hydrostatic pump 38 which feeds an hydrostatic motor 41 via a pair of hydraulic main conduits 39, 40.
  • the hydrostatic motor 41 powers the driving line 22 to the bogie unit via a gear box 42.
  • the driving force on the wheels is directly proportional to the hydrostatic pressure, which is detected through a pair of pressure detecting conduits 43, 44 via a shuttle valve 45.
  • Numeral 46 designates a unit e.g. a strain gauge, which emits an electrical voltage, current or other electrical signal proportional to the hydrostatic pressure. This signal is transmitted to an electronic unit, which usually is called drive amplifier and which comprises a micro processor.
  • the drive amplifier 47 also can receive input in a form of electrical signals from a unit 48, which gives information about in which direction the vehicle is moving or if it is at rest, and also from a unit 49, which emits an electrical proportional pressure detecting signal from the steering of the vehicle, and also from a unit 50 for compensating for the difference of tyre thickness.
  • signals can be transmitted to a brake control unit 51, which can release the locking of the wheels if the articulated vehicle shall be turned in the articulation joint when the vehicle is at rest, and also to a proportionally acting directional valve (electro hydraulic valve) which controls the flow of hydraulic oil to the hydraulic cylinders 35 via the conduits 53, 54 from the hydraulic constant pressure system which schematically has been indicated by 56.
  • a brake control unit 51 which can release the locking of the wheels if the articulated vehicle shall be turned in the articulation joint when the vehicle is at rest
  • a proportionally acting directional valve electro hydraulic valve
  • the cylinders thus shall expand, so that the bogie frame 23 is turned in such a direction about the center of the bogie shaft 20i, 20y that the broader wheel 5i* and 5o' , respectively, will be pressed down towards the ground, wherein the narrower wheels 6i' and 6o' will be unloaded to a corresponding degree.
  • This result is achieved by means of the unit 50 via the drive amplifier 47 and the direction valve 52.
  • the force which the hydraulic cylinders 35 apply upon each bogie frame 23 is so great that the load is distributed between the thicker and narrower wheels in such a way that the effective pressure against the ground from each wheel will be equally great for certain ground conditions.
  • the hydraulic cylinder 35 between the carriage frame 14 and each bogie frame 23 is actuated via the drive amplifier 47, the directional valve 52 and the hydraulic conduits 54 and 55 so that a torsional moment is applied to the bogie frame 23 relative to the carriage frame 14 with a magnitude which is proportional to the driving force acting on the wheels and in such a direction that the said rearing tendency is counter-acted.
  • the additional force which is applied on the thicker wheels 5i', 5o' (when the vehicle is moving forwards) is schematically illustrated by the lower inclined line in Fig. 8.
  • this variable power Pv is superposed on top of the adjustably, constant force Pk applied to the broader wheel in order to compensate for the thickness difference.
  • the brakes When the vehicle is at rest, the brakes are automatically activated. In order that the vehicle nevertheless shall be able to be turned by turning about the articulation joint, two functions are automatically performed according to an embodiment of the invention when the driver turns the steering wheel. In response to a signal from unit 49 (the steering) and from the unit 48 which indicates that the vehicle is at rest the brake control 51 will be influensed so that the locking of the wheels is released.
  • valve 52 is influensed so that the hydraulic cylinders 35 are activated to perform a torsional moment on the bogie frame 23 about the center of the bogie shaft 20i, 20o, so that those wheels which are located nearest the articulation joint are pressed down towards the ground and those wheels which are located furthermost away from the articulation joint are raised from the ground to such an extent that the turning of the vehicle can be performed without the wheels 6i' , 6o' significantly sliding against the ground.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

L'invention concerne un véhicule automobile articulé comportant au moins une paire de roues dirigeable située à l'avant du joint d'articulation, au moins la partie arrière du véhicule comportant une unité de bogie dotée d'une transmission (22), d'un engrenage différentiel (21), ainsi que deux bogies (2i, 2o), un arbre de bogie mené (20i, 20o) situé entre l'engrenage différentiel et chaque bogie, et dans chaque bogie deux roues interconnectées mécaniquement (5i, 6i, 5o, 6o) lesquelles sont entraînées directement par l'arbre du bogie à une vitesse de rotation égale, par l'intermédiaire d'une transmission mécanique (24) se trouvant dans un châssis de bogie (23), lequel peut pivoter par rapport à un châssis de chariot autour du centre de l'arbre du bogie. Une des paires de roues se trouvant dans l'unité de bogie, c'est-à-dire une roue dans chaque bogie, peut être orientée, mais pas l'autre roue, et on a prévu des moyens (10, 13, 15, 16) permettant d'orienter directement, proportionnellement à l'angle de virage au niveau du joint d'articulation les roues de chaque bogie situées le plus à l'opposé du joint d'articulation, de manière qu'elles prennent sensiblement les mêmes rayons de virage (Ri, Ry) que ceux des roues se trouvant du même côté du véhicule, situées le plus près du joint d'articulation.
PCT/SE1990/000882 1990-01-04 1990-12-28 Vehicule automobile a direction par chassis articule Ceased WO1991009765A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
SE9000032-4 1990-01-04
SE9000032A SE465564B (sv) 1990-01-04 1990-01-04 Motordrivet fordon med midjestyrning
SE9000670A SE9000670D0 (sv) 1990-02-26 1990-02-26 Anordning vid motordrivet fordon ii
SE9000670-1 1990-02-26
SE9000705A SE465771B (sv) 1990-02-28 1990-02-28 Anordning vid boggi
SE9000705-5 1990-02-28

Publications (1)

Publication Number Publication Date
WO1991009765A1 true WO1991009765A1 (fr) 1991-07-11

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1990/000882 Ceased WO1991009765A1 (fr) 1990-01-04 1990-12-28 Vehicule automobile a direction par chassis articule

Country Status (2)

Country Link
AU (1) AU7063991A (fr)
WO (1) WO1991009765A1 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9107488U1 (de) * 1991-06-18 1991-08-29 Hartig, Jürgen, 3402 Niemetal Radfahrzeug, insbesondere Forstmaschine
DE4137382C1 (en) * 1991-11-13 1993-04-29 Karl Schaeff Gmbh & Co, 7183 Langenburg, De Utility site-work vehicle - is articulated with fixed wheels on front carriage and steering wheels on rear carriage.
US5535124A (en) * 1991-10-04 1996-07-09 Caterpillar Inc. Method and apparatus for controlling differentially driven wheel-slip for an articulated machine
USRE36152E (en) * 1991-10-04 1999-03-16 Caterpillar Inc. Method and apparatus for controlling differentially driven wheel-slip for an articulated machine
DE10317302A1 (de) * 2003-04-14 2004-10-28 Dtu Deutsche Traktoren Union Gmbh Landwirtschaftliche Zugmaschine mit Rahmenknicklenkung
WO2005100133A1 (fr) * 2004-04-13 2005-10-27 Dtu Deutsche Traktoren Union Gmbh Tracteur agricole a direction a pivotement de chassis
WO2011062545A1 (fr) * 2009-11-17 2011-05-26 Atlas Copco Rock Drills Ab Véhicule de transport de charge
ITMC20110046A1 (it) * 2011-08-26 2013-02-27 Bruno Compagnoni Macchina agricola e carrello portattrezzi direzionabile per macchina agricola.
US8511238B2 (en) 2007-09-21 2013-08-20 Nippon Steel & Sumitomo Metal Corporation Steerable truck for a railway car, a railway car, and an articulated car
US9308936B2 (en) 2011-05-06 2016-04-12 Volvo Construction Equipment Ab Method for controlling a working machine, and a working machine
CN114104105A (zh) * 2020-08-25 2022-03-01 郑州宇通客车股份有限公司 转向角测量装置及拖挂车
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension
US12441417B2 (en) 2019-12-18 2025-10-14 BAE Systems Hägglunds Aktiebolag Method and control device for controlling driving operation of an articulated tracked vehicle

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1541965A (en) * 1921-06-07 1925-06-16 Lawrence F Jordan Motor vehicle
US1571748A (en) * 1924-10-20 1926-02-02 George W Wilson Axle and wheel structure
US2791286A (en) * 1953-02-04 1957-05-07 White Motor Co Steering tandem rear axle assembly for a tractor of semi-trailers
EP0092952A1 (fr) * 1982-04-19 1983-11-02 Sir Rupert Edward MANN & Lady Mary Rose MANN Véhicule terrestre
WO1987004128A1 (fr) * 1986-01-10 1987-07-16 Ösa Ab Transporteuse
US4696486A (en) * 1986-01-21 1987-09-29 Deere & Company Rear steer angle indicator for articulating vehicle
DE3616457C1 (en) * 1986-05-15 1987-11-26 Schultz Rainer M Dipl Ing Track-free, two-component vehicle train
EP0252674A2 (fr) * 1986-07-01 1988-01-13 Kabushiki Kaisha Okano Kosan Véhicule pour terrain accidenté

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1541965A (en) * 1921-06-07 1925-06-16 Lawrence F Jordan Motor vehicle
US1571748A (en) * 1924-10-20 1926-02-02 George W Wilson Axle and wheel structure
US2791286A (en) * 1953-02-04 1957-05-07 White Motor Co Steering tandem rear axle assembly for a tractor of semi-trailers
EP0092952A1 (fr) * 1982-04-19 1983-11-02 Sir Rupert Edward MANN & Lady Mary Rose MANN Véhicule terrestre
WO1987004128A1 (fr) * 1986-01-10 1987-07-16 Ösa Ab Transporteuse
US4696486A (en) * 1986-01-21 1987-09-29 Deere & Company Rear steer angle indicator for articulating vehicle
DE3616457C1 (en) * 1986-05-15 1987-11-26 Schultz Rainer M Dipl Ing Track-free, two-component vehicle train
EP0252674A2 (fr) * 1986-07-01 1988-01-13 Kabushiki Kaisha Okano Kosan Véhicule pour terrain accidenté

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9107488U1 (de) * 1991-06-18 1991-08-29 Hartig, Jürgen, 3402 Niemetal Radfahrzeug, insbesondere Forstmaschine
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WO2005100133A1 (fr) * 2004-04-13 2005-10-27 Dtu Deutsche Traktoren Union Gmbh Tracteur agricole a direction a pivotement de chassis
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EP2501602A4 (fr) * 2009-11-17 2013-04-17 Atlas Copco Rock Drills Ab Véhicule de transport de charge
CN102612457A (zh) * 2009-11-17 2012-07-25 阿特拉斯·科普柯凿岩设备有限公司 载重车辆
WO2011062545A1 (fr) * 2009-11-17 2011-05-26 Atlas Copco Rock Drills Ab Véhicule de transport de charge
US8684125B2 (en) 2009-11-17 2014-04-01 Atlas Copco Rock Drills Ab Load-carrying vehicle
AU2010322473B2 (en) * 2009-11-17 2014-10-23 Epiroc Rock Drills Aktiebolag Load-carrying vehicle
RU2544449C2 (ru) * 2009-11-17 2015-03-20 Атлас Копко Рокк Дриллс Аб Грузовое транспортное средство
CN102612457B (zh) * 2009-11-17 2015-07-01 阿特拉斯·科普柯凿岩设备有限公司 载重车辆
US9308936B2 (en) 2011-05-06 2016-04-12 Volvo Construction Equipment Ab Method for controlling a working machine, and a working machine
ITMC20110046A1 (it) * 2011-08-26 2013-02-27 Bruno Compagnoni Macchina agricola e carrello portattrezzi direzionabile per macchina agricola.
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension
US12441417B2 (en) 2019-12-18 2025-10-14 BAE Systems Hägglunds Aktiebolag Method and control device for controlling driving operation of an articulated tracked vehicle
CN114104105A (zh) * 2020-08-25 2022-03-01 郑州宇通客车股份有限公司 转向角测量装置及拖挂车

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