Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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BODY LEVELING SUSPENSION INCLUDING A PIVOTING ARRANGEMENT
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention is directed to a body leveling suspension
system that is provided with a pivoting arrangement, which is
particularly useful on an agricultural combine.
2. Description of the Prior Art
Vehicles are primarily designed to operate on level
ground. Accordingly operation in hilly terrain, in which the
support surface is oriented more or less at an incline, may
lead to reduction in the performance of the machine. In the
case of a combine designed for operation on level ground, a
support arrangement is conventionally provided that contains a
frame configured as an axle housing whose end is provided with
a flange that is used to connect it to a mating flange on a
final drive housing. If this configuration is retained,
operation on an incline must either accept losses to the grain
crop or groups of operating components in the combine must be
designed so that they can compensate for the inclined
operation.
On the other hand, suspension arrangements have already
been proposed by means of which a machine operating on a
hillside or on other inclined surfaces can be brought into a
horizontal position.
Thus U.S. Patent 3,731,470 discloses a combine with final
drives each of which is attached to a pivot arm and supported
in bearings in a mount fastened to a frame. The pivot arms are
pivoted by means of a hydraulic cylinder about a horizontal
axis that is concentric to a leg of the pivot arm configured
as a sleeve. The final drive is pivoted with the pivot arm in
a vertical plane and consequently adjusts the height or the
inclination of the combine in response to signals determined
by an inclination sensor. In addition a chain drive is
provided in the pivot arm that transmits the power from a
gearbox to the final drive.
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This pivoting arrangement has the disadvantage that the
pivot arm must contain a gear drive that transmits power from
the power supply to the final drive and that considerably
increases the overall width of the combine.
It is further known from (U.S. Patent 3,703,298 and
Prospectus: Laverda mietitrebbia autolivellante M 100 AL,
Ditta Pietro Laverda l.a edizione 1971 - FOZ) to pivot the
entire axle body of a combine in a plane transverse to the
direction of travel and to transmit power by means of shafts
with universal joints.
The cost of equipping a vehicle with a pivoting
arrangement of this type is very high.
German Patent 1 066 878 and 808 183 each show the
suspension of a wheel of a drive axle of an agricultural
tractor, where the wheel can be pivoted in a vertical plane
and furthermore can be fixed in a particular position. By
virtue of this arrangement the agricultural tractor can be
operated on a road with a low center of gravity and in the
field with a high center of gravity position, which helps to
avoid damage to field crops by the agricultural tractor.
Furthermore it is known practice with agricultural
tractors as well as other vehicles, in particular utility
vehicles, to connect wheels, not adjustable in height, but
directly or through a retainer that is usually configured as
final drive.
This type of machine includes every sort of vehicle, such
as agricultural machines, construction vehicles, logging
vehicles, off-the-road vehicles and the like.
SUMMARY
The problem underlying the invention is seen as that of
proposing a solution that makes it possible to modify a
vehicle for operation on a hillside or on an inclined surface
as well as on a level surface with relatively few and simple
means.
In this way a pivoting arrangement can be inserted
between the wheel and the chassis without requiring any
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modification of these components.
Unlike the current state of the art, this solution does
not require a full floating axle or the like, but the existing
support and/or the existing chassis are retained, and in place
of a direct connection with the wheel carrier, a mount with a
pivot arm is now inserted, that makes the pivoting possible.
The wheel carrier as well as the chassis and the power supply
are identical in the machines for both applications.
If a wheel carrier configured as a gearbox housing is
applied between the wheel and the chassis to the vehicle
capable of operating on an incline as well as the vehicle not
capable of such operation, then the wheel can be mounted at a
greater distance from the chassis, which can increase its
freedom of movement and the power can be transmitted in an
optimum way.
Two shafts spaced at a distance from one another provide
the input shaft and the output shaft and project from the
wheel carrier and are directed parallel to each other; this
makes it possible to utilize the space created by the moment
arm between the shafts for a reduction gear.
If the axis of the output shaft of a power supply, that
forms an input of the wheel carrier and the axis of a bearing
that supports the pivot arm, are coaxial to each other, then
the pivoting movement can be performed about the two shafts,
without changing the relative position of these shafts; the
spacing between the input shaft and the output shaft is
maintained; these are concentric to the pivot axis of the
wheel carrier.
The two legs of the pivot arm are connected with a
positive lock which preferably can be disconnected easily,
their entire configuration is easy to manufacture, since the
one leg requires high strength and the other leg must have
good bearing characteristics, which would be difficult to
attain with a one-piece design consisting of the same
material. The pivot arm can be designed for optimum strength
if its legs are formed of the appropriate material for the
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particular loading and are then joined preferably by welding
or other removable connecting methods. In this way it is
possible, for example, to manufacture the one leg bolted to
the wheel carrier from a high-strength forging, while the
other leg, directed at right angles thereto, that can rotate
in a bearing, is provided with a high surface hardness.
A stop is included on the pivot arm, in particular on its
second leg, providing a safety feature since it can prevent
the wheel carrier from reaching a position in which the
vehicle could be damaged if the adjusting arrangement fails.
This stop can make contact with the mount or at the support.
Optimization of the number of parts is achieved since the
stop, which can be configured as a journal, simultaneously
provides an attaching point for the actuating arrangement.
If a sensor is attached to the pivot arm in order to
detect its position and generates an output signal therefrom,
this can be used to control a sensor actuator which, in a
combine, for example, can guide the crop recovery arrangement
in a position parallel to the ground. The sensor actuator can
operate hydraulically as well as mechanically or electrically.
The hydraulic configuration is very useful here if high
control forces must be transmitted.
The pivoting arrangement is of great advantage when it
can be combined into a kit that makes it possible to retrofit
a vehicle built for level operation into one that can operate
on an incline.
A rapid retrofit without any problems is possible if the
pivot arm and the mount are designed so that they can be
fastened on the one hand to the flange on the support and on
the other hand to the mating flange on the wheel carrier.
A line guide tube inserted into the mount, in particular
welded in place, encloses hydraulic hoses for the control
arrangement in its protective cover.
At least one spacer is inserted between the first leg and
the bearing and may be located selectively between either the
one or the other end face of the bearing configured as sleeve
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and the first leg, this makes it possible to retain the first
leg permanently at various axial positions and thereby to vary
the width of the track of the vehicle or the agricultural
machine.
If the connecting means on the gearbox side, in
particular in the pivot arm, that is, in its second leg, is
provided with differing hole patterns, it is possible to
attach various wheel carriers or the attachment of the same
wheel carrier in various positions.
The chassis, that is a substructure, a frame, a machine
housing, or the like, as well as the wheel and its wheel
carrier remain the same in both designs; the two designs are
distinguished only by the fact that in the one case a pivoting
arrangement is present that can adjust the wheel in its height
and that it is absent in the other case. For this purpose the
pivoting arrangement is merely attached to the wheel carrier.
The possibility of raising the vehicle with its chassis at
one or both sides is appropriate not only for the operation on
an incline; moreover this can also be advantageous during
loading, for maintenance purposes, for operation across uneven
ground or the like.
If the wheel is to be located at a greater distance from
the chassis, if the region of the chassis in which the wheel
is provided is inaccessible, or is not appropriate for the
direct attachment of the wheel carrier, then it is appropriate
to insert a support that makes the connection between the
wheel carrier and the chassis.
A rapid modification to operation on an incline is
assured if all possible and mating connections are provided
with bolted flanges with the same hole pattern, or at least
with a matching one.
There is an advantage in providing a support consisting
of two parts, where the one, first part always remains with
the chassis or is always ready for the connection with the
chassis, and the second part can be exchanged with the
pivoting arrangement. This last-named possibility leads to
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the fact that the overall width which can be very significant
for the transport of the vehicle, always remain constant and
can be held within the legal limits.
Depending on the question whether a certain vehicle width
in the region of the wheels must be maintained or not, the
chassis or the support can be fastened to the inner or the
outer wall of a double-walled mount of the pivoting
arrangement.
If a connection to the outer wall is intended the support
can be incorporated into the pivoting arrangement through
cutouts in the upper regions of the walls, so that the overall
height does not change either.
The wheels may be driven in various ways, that is, a
mechanical or hydrostatic drive may be connected to the wheels
through a coaxial or an angled shaft, if necessary through an
articulated shaft.
The drive may also be applied directly to an input shaft
of the wheel carrier.
In place of separate connections to each wheel, a common
connection may also be provided for the two wheels on one
axle.
An agricultural machine can be applied to operation on
level ground as well to operation on an incline, merely by an
exchange of its supports, in particular, its axle. The
modification is accomplished rapidly and easily and can be
performed during manufacture as well as subsequently at a
later time. The support could be prefabricated in the various
versions, but with equal attachment dimensions to the chassis
on the one hand and the wheel carrier on the other.
But the support itself is not changed to an extensive
degree compared to a standard support, that is, one to which
the wheel carrier is rigidly attached, if the pivoting
arrangement contains all the components or those necessary for
the vertical movement of the wheel carrier, and thereby this
can also be attached as a unit by bolting or welding.
The mount can be designed with greater width without
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increasing the outside width of the agricultural machine
noticeably or at all, if it is attached at least partly
overlapping the side wall of the chassis.
Instead of a shaft from a mechanical gearbox, the drive
to the wheel carrier can also be provided directly by a
pressurized fluid motor, that can be protected even more if it
is accommodated within the first leg.
The configuration of a two-stage or multi-stage
pressurized fluid motor permits a large range of speeds.
If the pin supporting the control arrangement is
configured as a sensing device, for example as a tension or
compression pin, the resulting signals can be used to detect,
for example, an overload condition or the weight increase
resulting, for example, from the filling of the grain tank.
Minimal loading applied to the actuating arrangement in
the non-operating condition is attained when the pistons are
completely retracted into the cylinders and hence not subject
to any pressure and a distinction is made between a rest
condition and a full operating condition and where a control
of the degree of pivoting of the wheel carrier is performed
only in the full operating condition.
The actuating arrangements on each side, consisting of
pistons and cylinder, can also be controlled manually to great
advantage so that they extend fully and thereby raise the
agricultural machine beyond the height used in normal
operation. This increased height can be an advantage in
loading, in maintenance work, during coupling and uncoupling
of front attachments, and similar operations.
The wheel carrier can be attached to the second leg with
particular rigidity if necked bolts are applied, which can be
attained by providing, particularly by casting or forging,
journals which are machined with stepped bores.
Optimum control of the agricultural machine encompassing
all operating conditions is possible by the addition to the
control device of the actuating arrangement or an attached
control of the transverse inclination, of a transverse
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equalizing system for the front attachment that endeavors to
guide the front attachment parallel to the ground at all
times, independent of the inclination.
The advantage of the safety device lies in the fact that
the load of the agricultural machine is not imposed on one
actuating arrangement alone, if, for example, a hydraulic hose
to the other actuating arrangement is damaged and the latter
is no longer under pressure or that pressure cannot be
maintained.
An indication of the transverse inclination of the
agricultural machine can be established by a position sensor
on the wheel carrier, the actuating arrangement, the pivot arm
or similar components directly affected by the pivoting
process or by means of a pendulum sensor, which is transmitted
as a signal to an operator of the inclination of the
agricultural machine, so that safety precautions can be taken,
for example, during turning on an incline.
The support can be manufactured as an independent
component and applied in various situations to agricultural
machines already in service, so that a retrofit from the
latest state of the art is available.
BREIF DESCRIPTION OF THE DRAWINGS
Figure 1 shows a side view of a vehicle.
Figure 2 shows a plan view of a support with a pivoting
arrangement.
Figure 3 shows a plan view of a support of a different
design with a pivoting arrangement.
Figure 4 shows a plan view of a support with a modified
pivoting arrangement.
Figure 5 shows a plan view of a support with a pivoting
arrangement attached by a different method.
Figure 6 shows a side view of the pivoting arrangement
of figures 2 through 5.
Figure 7 shows a plan view of a support without pivoting
arrangement.
Figure 8 shows a plan view of a support without a
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pivoting arrangement but with an intermediate part.
Figure 9 shows a plan view of a support without a
pivoting arrangement.
Figure 10 shows a plan view of a support without a
pivoting arrangement but with an intermediate part.
DETAILED DESCRIPTION
A vehicle 10 shown in figure 1, is an agricultural
combine. It is supported on forward drive wheels 12 and rear
steerable wheels 14, and includes an operator's cab 16 from
which it can be controlled by an operator. In place of a
combine, the invention can apply equally to every other type
of agricultural, construction or logging machine or other
vehicle in particular a grape harvester, a high-wheel
agricultural tractor, a mowing machine, an off-the-road
vehicle, a recreational vehicle, a forage harvester,a cotton
picker, an agricultural tractor, an excavator, a feller
buncher, a truck or the like. A grain tank 18 is located to
the rear of the operator's cab 16. The grain tank can deliver
crop deposited therein to the outside through an unloading
pipe 20. The grain tank 18 is supported on a chassis 22. The
front drive wheels 12 are attached to the chassis through a
support 46 and a wheel carrier 50. The wheels 12 may also be
attached directly to the chassis 22. In the chassis 22 a
harvested crop is first threshed by a threshing cylinder 24, a
thresher concave 26 and a beater 28. Further separation of the
threshed crop is performed on the straw walkers 30 as well as
on a pan 32. The threshed and separated crop is then directed
to sieves 34, where the clean grain is conveyed into the grain
tank 18. The large components of the non-grain crop material
is deposited on the ground over the straw walkers 30, and
light components are blown to the ground, from the sieves 34
by the blower 36. Crop harvested by a platform or header is
directed to a feederhouse 38 which directs the harvested crop
over a stone trap 40 to the threshing cylinder 24.
The shakers 30, the pan 32 and the sieves 34 are at their
best when the vehicle 10 is positioned on a horizontal
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surface .
When operating on an incline, a pivoting arrangement 44
is provided, that retains the vehicle 10 within certain limits
in a horizontal position.
For operation on level ground, the support 46 is rigidly
attached to the wheel carrier 50, according to figures 7
through 10. For permanent or intermittent operation of the
vehicle 10 on inclines, the wheel carriers 50 are connected to
the support 46, according to figures 2 through 6, through the
pivoting arrangement 44 so as to pivot vertically. In this
way the vehicle 10 can be retained in a horizontal position
within certain limits.
Figures 2 through 10 show various solutions for a support
46 with which vehicle 10 with the same chassis 22 can be
equipped, some for application for operation on level ground
and some for application for operation on an incline. For its
connection to the chassis 22, the support 46 is provided with
connecting means, not shown in detail, that may be configured
as bolting, riveting or welding flanges.
The supports 46, shown in figures 2 through 6, are
equipped for operation on an incline and therefore include the
pivoting arrangement 44.
The pivoting arrangement 44 establishes a connection
between the support 46, a power supply 48 and the wheel
carrier 50. In addition arrangement 44 contains a mount 52, a
pivot arm 54 and an actuating arrangement 56. In vehicles 10
without the pivoting arrangement 44, the wheel carrier 50 is
attached directly and rigidly to a flange, preferably so that
it can be disassembled easily; this is illustrated in figures
7 through 10.
The wheel 12 can be brought into rotation by the power
supply 48, shown only schematically in the drawing and can be
applied as forward as well as reverse. The wheel 12 is
supported in bearing in the wheel carrier 50, free to rotate,
from an output shaft 65 that blends into a wheel hub.
The pivoting arrangement 44 is designed so that it can be
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inserted between the wheel carrier 50 and the support 46 and
thereby modifies the vehicle 10, arranged for operation on
level terrain, into one adapted for operation on an incline.
It should be noted that fundamentally it is sufficient that
only one pivoting arrangement 44 is provided for one of the
forward wheels 12. However, the degree of compensation for
incline operation is increased if there is a pivoting
arrangement 44 for each forward wheel 12. Figures 2 through
only show the left half of the support 46 as seen in the
10 direction of travel, and the components attached to it,
including the pivoting arrangement 44 for the left wheel 12.
In this embodiment, the support 46 is used and is
configured as a single axle but this is not absolutely
required. As long as a support 46 is necessary at all and the
wheel carrier 50 is not directly attached to the chassis 22,
one or several mounts or the like could nevertheless be
provided as support 46, which are attached to the appropriate
locations of the chassis 22, in particular, attached by
flanges. The support 46 in this embodiment is configured as
an axle tube with rectangular cross section and is attached to
the chassis 22 by connecting means 94 on the side of the
chassis. It extends in the lower region of the vehicle 10
transverse to its direction of travel and indirectly engages
the forward wheels 12 in rotation. The connecting means 94 on
the side of the chassis are shown schematically as flanges
that are configured as bolting, riveting or welding flanges
corresponding to the aforementioned flanges provided on the
chassis 22. Preferably the support 46 is attached at its end
faces rigidly to the mount 52 or alternatively through a
flange extending vertically, not shown. If necessary a mating
flange is attached to the mount 52. Preferably the connection
can be made by welding.
The power supply 48 is a conventional multi-speed
gearbox from which an output shaft 62 extends and which
transmits the power to the forward wheels 12. This power
supply 48 may also be provided by pressurized fluid motors.
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The wheel carrier 50, configured as a gearbox housing
and its enclosed more or less costly gear train, not shown, is
usually designated as final drive and preferably contain a
spur gear set that provides a rotational speed reduction
between the power supply 48 and the forward wheel 12. For
this purpose an input shaft 64 and an output shaft 65 are
provided that mesh with each other through the spur gear set.
On the other hand the use of a chain drive, a multi-speed
gearbox or a planetary gearbox is possible. In any case the
input shaft 64 extends parallel to the output shaft 65, so
that the vertical position of the output shaft 65 changes when
the wheel carriers 50 are rotated about the rotational axis of
the input shaft 64. The input shaft 64 and the output shaft
62 are preferably coaxial. Depending on the gear set
contained in the wheel carrier 50 and the strength
considerations in the design of the wheel carrier 50 this may
be variously configured and, if appropriate, be provided with
various hole patterns for threaded holes, not shown. The
threaded holes may be contained in a continuous flange as well
as in separate journals, preferably provided with threaded
holes for necked bolts. Such a flange, such journals or the
like are generally designated as connecting means 60 which are
equal in the wheel carriers 50 considered here and through
which the wheel carrier 50 can be attached to the appropriate
support 46.
As an alternative thereto the wheel carrier 50 could be
configured in its simplest form as a bearing or a hub that
supports the wheel itself, free to rotate, and connects it to
its power supply 48.
The support 46, the power supply 48 and the wheel carrier
50 are components that are applied without any change to the
vehicle 10 intended for operation on a level surface as well
as that destined for operation on inclines. However in the
case of the vehicle 10, intended exclusively for operation on
inclines, the flange 58 on the support 46 can be omitted and
the mount 52 can be welded or bolted directly to the support
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46.
In this special embodiment the mount 52 is formed from
thick-walled steel sheet forms a housing, partially open at
the bottom, and extends generally parallel to the end face of
the support 46 and preferably at least partially overlapping
vertically a side wall of the chassis 22. An inner wall 66,
located at the right in the drawing, an outer wall 68, a cover
70 and a bottom 71 should be noted.
The end face of the mount 52 is open and it is partially
closed at the bottom 71.
The inner wall 66 is rigidly welded or bolted to the
support 46 through plane surface or a flange. The flange 58
and the mating flange 60 in their simplest form may be
configured as matching machined surfaces to which the support
46 and the mount 52 are connected to each other, for example,
welded. In a further developed configuration the flange 58
and the mating flange 60 can be designed as flanges that are
. connected to each other by bolts or rivets.
In its simplest form, therefore, the mount 52 is welded
to the support 46, while it may also be bolted or riveted by
the use of flanges with holes. The connection by means of
flanges need not be considered only in cases of a possible
modification of the support
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CA 02122487 1998-12-17
46 for operation on a level surface or on an incline, but
may also be selected for reasons of manufacture.
The cover 70 and the bottom 71 connect both walls 66, 68
rigidly to each other and torsionally stiff, for example, by a
welded connection.
The outer wall 68 extends parallel to the inner wall 66 and
has the same shape or generally the same shape as the latter.
A free space exists between the two walls 66, 68 in which the
actuating arrangement 56 can move. Through the free space and
perpendicular to the main extent of the walls 66, 68 a pin 72
extends in the forward region which engages and is secured in
corresponding bores in the walls 66, 68. Through the opposing
end regions there extends analogously a bearing 74 configured
as a sleeve with a considerably larger diameter that,
nevertheless, projects on each side of the walls 66, 68 and is
welded to these, in order to produce a stable housing
configuration. The bearing 74 extends concentric to the axis
of rotation of the output shaft 62 and is provided with two
end faces 96. In this embodiment the bearing 74 is located
to the rear of the support 46 and at a small distance
therefrom.
In summary, the mount 52 consists of a single weldment, that
can be attached to the support 46 in place of the wheel
carrier 50.
The pivot arm 'S4 consists of a first leg 76 and a second leg
78 that extend at right angles to each other in this
embodiment and are connected to each other, fixed against
rotation, in particular, welded. In a further developed
embodiment the two legs 76, 78 can also be connected to each
other with a threaded or a splined connection that is easily
manufactured and easily separated. In this way each leg 76,
78 can be manufactured from appropriate material and by means
of an appropriate process corresponding to the particular
loading. For example, the first leg 76 can be turned and
surface hardened in order to provide good bearing properties
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CA 02122487 1998-12-17
and the second leg 78 can be forged in a die as a flat part,
resulting in high strength.
The first leg 76 is in the shape of a bushing that extends
from the wheel carrier 50 to the output shaft 62 and includes
an interior space through which a shaft extension can easily
extend which is not shown and required only in an emergency,
which connects the output shaft 62 with the input shaft 64.
The outer surface of the first leg 76, whose outer surface is
cylindrical, as well as the inner surface of the bearing 74
are surface hardened in order to achieve appropriate sliding
and strength properties for operation as a sliding bearing.
By the same token a separate sliding bushing can be provided
between the first leg 76 and the bearing 74, and finally it is
appropriate to attach a lubricating arrangement, but all of
this is not shown. In place of the sliding bearing a needle
bearing or a roller bearing could also be used. The first leg
76 is secured against axial movement to the outside, that is,
to the left in the drawing, by means of a plate 80, that is
attached to its end face. As already noted, in place of the
connection with the power supply 48 through the output shaft
62, a pressurized fluid motor, not shown, could be provided
within the first leg 76, which preferably produces two speed
ranges and is applied directly to the input shaft 64.
In this embodiment two spacers 98 are provided for the axial
positioning of the first leg 76 within the bearing 74; but
fewer or more spacers 98 may be used. According to the
embodiment of figure 2 a spacer 98 is located between the end
face 96, at the left in the drawing, of the bearing 74 or the
connecting point between both legs 76, 78 and an additional
spacer 98 between the end face 96, at the left in the drawing,
and the plate 80. In this way the second leg 78 and therewith
the wheel carrier 50 can be brought closer to or further away
from the mount 52 and thereby to the chassis 22, which opens
the possibility of a change in the track width and the use of
CA 02122487 1998-12-17
further tire sizes.
The second leg 78 is manufactured from a plate of a high
strength casting or a forging which includes a connection 58
configured as a flange on the side of the wheel carrier in a
forward end region, and a cylindrical opening 82 in another,
rear region. The connecting means 58, attached on the outside
of the wheel carrier, can form a connection with the
connecting means 60, configured as a mating flange, at the
wheel carrier 50 and is provided for this purpose with a
corresponding hole pattern to permit the use of bolts. The
second leg 78 can enclose the first leg 76 in the opening 82
almost without any clearance, so that both legs 76, 78 can be
joined by a threaded or welded connection. Finally a stop 84
extends from the inner side of the second leg 78 parallel to
the axis of the first leg 76, whose end is configured as a
journal and that can be brought into contact with a lower edge
of the outer wall 68, as can be seen in figure 6.
In an expanded further embodiment the stop 84, configured as a
journal, as well as the pin 72 can be designed as sensors with
load measuring devices or equipped with such devices that
permit the determination of loads or the weight of the
contents of the grain tank, although an evaluation arrangement
is necessary for this purpose.
It can be seen, therefore, that the pivot arm 54 with the
wheel carrier 50 can pivot about the rotational axis of the
bearing 74 which is coaxial with the output shaft 62 in this
embodiment without any loss in the coaxial relationship of the
output shaft 62 and the input shaft 64.
In this embodiment the actuating arrangement 56 is configured
as a double-acting linear hydraulic motor that encompasses a
piston 86 and a cylinder 88 and is controlled by a control or
regulating arrangement, not shown.
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CA 02122487 1998-12-17
The cylinder end of the actuating arrangement 56 is supported
in a pivot on the pin 72, its piston rod end is supported in a
pivot on the stop 84 in its end region, configured as a
journal. In the retracted position the stop 84 is in contact
with the lower edge of the outer wall 68 and the actuating
arrangement 56 extends partially downward out of the mount 52.
In an extended position of the actuating arrangement 56, the
actuating arrangement 56 as well as the wheel carrier 50 move
downward out of the mount 52 or beyond it. As a result of the
actuation of the actuating arrangement 56 the wheel carrier 50
is therefore pivoted with the pivot arm 54 in the bearing 74.
As can be seen from figure 6 the wheel carrier 50 pivots in
counterclockwise direction about the longitudinal centerline
of the bearing 74 as soon as the actuating arrangement 56 is
extended. This pivoting movement has the effect that the
distance between the support 46 and the contact surface of the
wheel 12 changes and the chassis 22, that is, the entire
vehicle is raised, at least on one side.
The actuating arrangement 56 is activated by a hydraulic
circuit, not shown, in which a source of pressure and at least
one mufti-way positioning valve are provided. The mufti-way
positioning valve is preferably operated by electromagnets
that receive their control signals from a control circuit.
The control circuit contains a known pendulum sensor or
mercury level which detect a sideways inclination of the
vehicle 10 and generates an output signal therefrom that has
the object of holding the vehicle 10 in a horizontal position
by retracting or extending the actuating arrangement 56.
A line guide tube 100 is welded into the mount 52 through
which hydraulic hoses, not shown in any further detail, are
routed to the actuating arrangement 56, so that they are not
exposed to any mechanical loading and are thereby protected.
The line guide tube 100 is not shown in figures 2 through 5,
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CA 02122487 1998-12-17
for the sake of clarity.
The control circuit may also be controlled and overridden by a
manually operated switch, that can initiate an operating and a
non-operating condition. In the operating condition a
distinction is made between a rest operating condition and a
full operating condition. In the rest condition the two
actuating arrangements 56 are each extended half way, so that
the vehicle 10 is raised in its forward region and assumes the
proper position with respect to the ground. The actuating
arrangements 56 remain in this position. In the full
operating condition the two actuating arrangements 56 can
alternately be fully extended or fully retracted, in order to
raise or lower the vehicle 10 on the left or the right side.
Beyond that it is possible to arrange a further switch in the
non-operating condition with which both actuating arrangements
56 can be manually extended fully, which may be useful in the
loading of the vehicle 10 at a low loading platform, for
maintenance operations or for the mounting or removal of
certain front attachments.
The pivoting arrangement 44 is developed further in this
embodiment in such a way that a signal can also be generated
for the movement of a further component by means of the path
of motion of the pivot arm 54 or the wheel carrier 50, which
is to be brought into a position that also depends on the
inclination. In combines, for example, the mower head, which
pivots along with the chassis 22 when this is pivoted into the
horizontal, must be brought into a position parallel to the
ground or retained in such a position. For this purpose a
sensor actuator 90 is provided that is also configured as a
double-acting linear hydraulic motor. One end of this sensor
actuator 90, the cylinder end, is connected, free to pivot,
through brackets 92 to the support 46 and the other end, the
piston rod end, is connected, free to pivot, eccentrically to
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CA 02122487 1998-12-17
the plate 80. Lines, not shown in the drawing, connect the
appropriate pressure chambers of this sensor actuator 90 with
those of a sensor, that engages the other pivoting components,
such as the mower head. As can be seen, as a result of a
pivoting motion of the pivot arm 54 through the first leg 76
and the plate 80, the sensor actuator 90 is changed in its
length, so that pressurized fluid is forced out of it and
through the lines to the sensor.
The connecting point of the sensor actuator 90 at the plate 80
and the position of the actuating arrangement 56 with respect
to the stop 84 and the pin 72 can be changed by the use of the
spacers 98 and the axial position of the first leg 76 in the
sleeve 74 is varied.
The hydraulic circuit of the sensor actuator 90 and the sensor
can also accommodate the integration of a mower head height
control with transverse equalization which guides a second
front attachment of the vehicle configured as an agricultural
machine and constantly holds it parallel to the ground, in
order to equalize the deviation from the parallel due to a
sunken wheel, a furrow or a tire deflection during the
operation on the incline. This mower head height control
could equally well operate directly on the actuating
arrangements 56.
Such a sensor can also operate on other components that must
be controlled in relation to the inclination, such as guide
vanes on the sieves, or the preparation chute, or the position
of the sieve box.
If the initial intention is to equip the vehicle 10
exclusively for operation on inclines, the pivoting
arrangement 44 is attached through the mount 52 directly to
the support 46 by welding as previously described, resulting
in an axle consisting of a uniform weldment, which can be
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CA 02122487 1998-12-17
attached by the connecting means 94 on the side of the chassis
to the corresponding connecting means on the chassis 22.
On the other hand, the vehicle 10 may also be intended as a
machine operating principally on a level surface, in which the
wheel carrier 50 is rigidly attached directly with its
connecting means 60, configured as a flange, to the support
46. In this case the support 46 is so configured that all
parts connected to the pivot arrangement 44 are omitted. Such
a support 46, configured as an axle, is shown in figures 7
through 10 and includes a support 46 that is longer by the
width of the pivoting arrangement 44 compared to the support
46 with the pivot arrangement 44, where according to figures 8
and 10 the support 46 is a two-piece configuration and the
length corresponding to the pivot arrangement 44 is bridged by
an intermediate part 102.
Correspondingly figures 8 and 10 show a support 46 that
corresponds generally to that shown in figures 7 and 9, but
which is attached through an intermediate part 102 to the
wheel carrier 50. This intermediate part 102 corresponds to
the distance from the end of the support 46 to the connecting
means 60 on the wheel carrier 50, when the pivot arrangement
44 is used. The intermediate part 102 is composed of a
tubular component 104, the connecting means 58 on the side of
the wheel carrier configured as a plate and a plate 108 that
also represents a connecting means, where the connecting means
58 on the side of the wheel carrier 50 is bolted to the
connecting means 60 of the wheel carrier 50 and the plate 108
is bolted to a flange 110 also configured as a connecting
means on the outer side of the support 46. In this way the
same support 46 is used for the support 46 configured as axle
for application in operation on the level and for that in the
operation on inclines, where the gap is bridged selectively by
the pivot arrangement 44 or the intermediate part 102. The
mount 52 and the intermediate part 102 may in each case be
CA 02122487 1998-12-17
bolted, riveted or welded to the support 46.
The support 46 shown in figures 4, 5, 9 and 10 represents an
alternative form of the indirect connection of the wheel
carrier 50 to the chassis 22 that contrasts to the support 46
described above. The wheel carrier 50 could equally well be
attached directly to the chassis 22, if this is provided with
corresponding connecting means.
In this case the support 46 is configured as an axle
component; but it may also be configured as a simple strut,
and angle iron, a platform or a similar connecting element.
Each wheel 12 may be provided with its own support 46; but
several supports 46 may be combined to a common support,
chassis, axle or the like.
In the alternative embodiment according to the figures 4, 5, 9
and 10 the power supply 48 is not connected at a flange to the
chassis 22, but it is indicated that the power supply 48 can
be located at any position on the vehicle 10 and can be
configured in a multiplicity of ways, in particular as a
mechanical or hydrostatic drive, provided with an output shaft
62 that is rigidly connected to the input shaft 64, fixed
against rotation. The power supply 48 can also be arranged so
that the output shaft and the input shaft 62, 64 are not
coaxial to each other, as shown, but are offset; in this case
an articulated shaft would be used to transmit the drive
power. Finally the power supply 48 could be directly
connected to a flange at the wheel carrier 50 and to the input
shaft 64 in order to supply the drive through a coupling
sleeve or other type of coupling. Every sort of connection
between the output shaft and the input shaft 62, 64 can be
completely rigid and fixed against rotation but may also
include torsional dampers.
In the embodiment shown in figure 9 the wheel carrier 50 can
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CA 02122487 1998-12-17
be easily disassembled from the connecting means 58 on the
side of the wheel carrier and the mating flange provided as
its connecting means 60. The bolts used for this connection
are not shown.
According to figure 4 the pivoting arrangement 44 is so
designed that it can be connected to a vehicle 10 with a
support 46 according to figure 9 in order to modify this
vehicle 10 to operate on inclines.
On the side towards the viewer in figure 4 and the upper side
of the mount 52 each wall 66, 68 is provided with a cutout 112
whose cross section is sufficiently large to enclose the
support 46. It is also possible to locate the support 46
directly on the upper side of the mount 52 and to connect it
so that it can be easily disassembled. In the embodiment
according to figure 4 the support 46 is connected to the mount
52 in such a way that the connecting means 58 on the side of
the wheel carrier is in contact with the outer side of the
outer wall 68 and is connected to it with the aforementioned
bolts. Therefore the extent of the support 46 in the
direction of the rotational axis of the wheel 12 remains up to
here the same as with a rigidly connected wheel carrier 50.
Figure 10 shows a support 46 that essentially corresponds to
that in figure 9. The difference lies in the fact that
according to figure 9 the support 46 is in a one-piece
configuration and reaches directly to the wheel carrier 50,
while in figure 10 it consists of a first and a second part
46a and 46b, where the first part 46a is connected to the
chassis 22 and carries a flange 58 on the side of the wheel
carrier. The second part 46b is configured as an intermediate
part 102 that is provided at both ends with a connecting
means/flange 58 and is bolted with this to the connecting
means/mating flange 60 of the wheel carrier 50 and to the
connecting means 58 of the first part 46a. The cross section
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CA 02122487 1998-12-17
of the intermediate part 102 can correspond to that of the
first part 46a, its length corresponds preferably at least to
the width of the mount 52, that is, its extent in the
direction of the rotational axis of the wheel 12. On occasion
it is advantageous to make the intermediate part 102 longer
than the width of the mount, which is explained in greater
detail in connection with figure 5.
Figure 5 shows a pivoting arrangement 44 that corresponds to
that of figure 4 except for the cutouts 112, the latter are
omitted in this embodiment. According to figure 5 the mount
52 of the pivoting arrangement 44 is bolted with its inner
wall 66 to the connecting means 58 on the wheel carrier side
of the first part 46a of the support 46 in place of the
intermediate part 102. Otherwise the embodiment according to
figure 4 has the same development possibilities.
As noted above the intermediate part 102 may also be longer
than the width of the mount 52. In particular the
intermediate part 102 including its connecting means/flanges
58 may be so long as long as the distance between the
attaching surface of the second leg 78 on the wheel carrier 50
and the connecting surface of the inner wall 66 at the
connecting means 58 on the side of the wheel carrier of the
first part 46a of the support 46, so that in an exchange of
the intermediate part 102 for the pivoting arrangement 44 or
the reverse, the relative position of the wheel 12 to the
chassis 22 and therewith the overall width does not change at
all.
On the basis of the forgoing description the modification of a
vehicle 10 intended for operation on level ground to one
suitable for operation on inclines will include the following
process, where initially the wheel 12 is directly attached to
the chassis 22 by means of the wheel carrier 50.
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CA 02122487 1998-12-17
The steps in this process consists of the following:
a) The wheel carrier 50 is separated from the chassis 22 and
b) the pivoting arrangement 44 is inserted between the wheel
carrier 50 and the chassis 22 and encloses and supports
the wheel carrier 50 eccentrically and able to pivot
vertically.
If a chassis 22 is provided to which the wheel 12 is attached
through the wheel carrier 50 and a support 46, then the
process is characterized by the following steps:
a) The wheel carrier 50 is separated from the support 46,
b) if necessary the support 46 is shortened by the width of
the pivoting arrangement 44 and
c) the pivoting arrangement 44 is inserted between the wheel
carrier 50 and the support 46 and encloses and supports
the wheel carrier 50 eccentrically and able to pivot
vertically.
The last named process can be performed more easily if the
shortening of the support 46 is accomplished by the removal of
the intermediate part 102 of the support 46.
The vehicle 10 can therefore be easily modified, even after
its completion, into a vehicle 10 capable of operating on
inclines by the use of the appropriate combination of support
46, pivoting arrangement 44 and the intermediate part 102 if
required.
The vehicle 10 can therefore be modified easily and after
completion into a vehicle 10 capable of operating on inclines
by separating the wheel carrier 50 from the support 46 or its
intermediate part 102, if they are present, by inserting the
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CA 02122487 1998-12-17
mount 52 in between, bolting the wheel carrier 50 to the
pivot arm 54 and inserting it into the mount 52, connecting
the actuating arrangement 56 and connecting the power supply
48 to the input shaft 64, if necessary through a shaft
extension or an articulated shaft, fixed against rotation,
whereby the latter can be omitted if the power supply 48 is
connected directly to the input shaft 64. For this purpose a
kit for the modification of the vehicle 10 contains the mount
52, the pivot arm 54, the actuating arrangement 56 and, if
necessary, a shaft coupling.
