Civil tracked vehicle

Abstract

Civilian tracked vehicle (1) with a driver's cab (4) and with a support frame (2) on which a track assembly (3) is arranged on opposite sides, and with a superstructure frame (7) arranged on the support frame (2) on which a tipping skip (6) is mounted so as to be tiltable about a tipping axis between a lowered rest position and a tilted up position, and with a functional drive system for moving the tipping skip (6) between the rest position and the tipping position, wherein the functional drive system is controllable by an electronic data processing unit which is programmed with a lowering function for automatically lowering the tipping skip (6) from the tipping position to the rest position, characterized in that the data processing unit is programmed with an additional damping function,which, during lowering, causes a delay in the lowering speed of the tipping skip (6) shortly before reaching the rest position, depending on the tipping angle, in order to achieve a smooth placement of the tipping skip (6) onto the superstructure frame (7) in the rest position, and that, depending on data of a driving speed (v) and / or, if the superstructure frame (7) is rotatable relative to the support frame (2), a rotational position (Δ) of the superstructure frame (7) relative to the support frame (2) is provided for a limitation of the tipping angle for the tipping position of the tipping skip (6).

Description

[0001] The invention relates to a civilian tracked vehicle with a driver's cab and a support frame on which a track drive is arranged on opposite sides, as well as with a superstructure frame arranged on the support frame, on which a tipping skip is mounted so as to be tiltable about a tipping axis between a lowered rest position and a tilted up position, and with a functional drive system for moving the tipping skip between the rest position and the tipping position, wherein the functional drive system is controllable by an electronic data processing unit which is programmed with a lowering function for automatically lowering the tipping skip from the tipping position to the rest position.

[0002] The invention also relates to a civilian tracked vehicle with a driver's cab and with a tracked undercarriage which can be driven by a drive system comprising a central drive motor, in particular an internal combustion engine, and with at least one working functional unit, in particular a tipping skip or a winch which can be driven by a functional drive system which is powered directly or indirectly by a drive force of the central drive motor.

[0003] Such a tracked vehicle is known from US Patent 2022 / 0396191 A1. The known tracked vehicle is designed for work operations in rough terrain and has a driver's cab and a tipping skip located behind the driver's cab, which is mounted on a superstructure frame so that it can tilt about a pivot axis extending transversely to the vehicle. The superstructure frame is mounted on a support frame, which is equipped with a track drive on both sides.

[0004] The object of the invention is to create a civilian tracked vehicle of the type mentioned above that is comfortable and economical to operate.

[0005] This task is accomplished by programming the data processing unit with an additional damping function. This function, dependent on the tilt angle, delays the lowering speed of the tipper body shortly before reaching its rest position, ensuring a smooth landing of the tipper body on the chassis. The data processing unit's programming intervenes in the functional drive system to reduce the lowering speed defined by the drive system just before the lowered rest position is reached. A hydraulic system can be used as the functional drive system. This system uses hydraulic cylinders mounted to the chassis on one side and to the underside of the tipper body on the other to raise and lower the tipper body. The hydraulic system is advantageously powered by a central drive motor, which can be a reciprocating motor or an electric motor.The reciprocating engine can be operated with conventional fuels such as diesel or hydrogen. The tracked vehicle according to the invention is intended for civilian use in rough terrain and thus differs from military tracked vehicles. A deceleration of the lowering speed preferably occurs during a lowering process from an angle of 10° relative to the rest position of the tipper body on the superstructure frame. The angle is freely configurable, so that other angle values ​​can be set depending on requirements and application. Advantageously, the lowering speed is reduced to at least half the normal lowering speed of the tipper body between the upward-pivoted tipping position and the limit position just before reaching the rest position. This deceleration function is performed without requiring manual control by an operator in the driver's cab.The damping function, also described as a delay function, is provided in addition to the automatic lowering function of the tipper body. The superstructure frame can be fixed or rotatable relative to the support frame. The superstructure frame can be formed from one or more sections. In the case of a rotatable superstructure frame, it preferably extends at least largely over the length of the tracked vehicle. In the case of a fixed superstructure frame, a section separate from a front superstructure frame section for mounting the driver's cab and drive system can be provided, which is fixedly attached to the support frame and to which the tipper body is mounted so that it can tilt.

[0006] In this embodiment of the invention, the data processing unit is programmed with a lifting function for automatically raising the tipping skip from its rest position to a tipping position. Thus, when the lifting function is activated, the tipping skip is automatically pivoted from its rest position to the tipping position. The tipping angle is adjustable and can be limited depending on certain functional and safety parameters. The functional drive system is controlled accordingly. If a limit to the tipping angle is specified, the lifting automatically only occurs up to the limited tipping angle.

[0007] In a further embodiment of the invention, a limitation of the tipping angle for the tipping position of the tipping skip is provided, depending on data from a vehicle tilt sensor and / or vehicle speed and / or, in the case of a superstructure that is rotatable relative to the support frame, a rotational position of the superstructure relative to the support frame. This calculation determines how far the tipping skip can be tilted upwards when the tracked vehicle is tilted laterally or longitudinally without shifting the vehicle's overall center of gravity to such an extent that the entire vehicle is at risk of tipping over. Alternatively or additionally, the tipping angle is also limited at higher vehicle speeds to prevent the risk of vehicle instability, particularly due to rapid changes in direction and the resulting lateral and / or longitudinal accelerations.Alternatively or additionally, if the superstructure frame is rotatably mounted relative to the support frame, a tilt angle limiter is provided, depending on the rotational position of the superstructure frame relative to the support frame. This tilt angle limiter also serves to prevent the tracked vehicle from tipping over due to an excessively lateral shift of the center of gravity. The travel speed is calculated using parameters such as the diesel engine speed, the swivel angle of the hydraulic pumps for the hydraulic drive, and similar parameters known via the machine control system. Alternatively, it is also possible to directly measure the travel speed using suitable sensors or a GPS data system.

[0008] In a further embodiment of the invention, an operator-operated tilt angle limiter is provided. This operator-operated tilt angle limiter allows an operator in the cab of the tracked vehicle to manually control the tilt angle of the tipper body, independent of the automatic, pre-calculated tilt angle limiter described above. This is particularly advantageous when the tracked vehicle is operating in the vicinity of overhead power lines or in built-up areas.

[0009] In a further embodiment of the invention, a tilt angle sensor is assigned to the tipping skip and is coupled to the data processing unit. The tilt angle sensor detects the current tilt angle of the tipping skip and transmits the corresponding angle data to the data processing unit. This unit compares the actual data with the target data of the correspondingly programmed function and, depending on the program function, performs a tilt angle limitation, a delay in the lowering speed for a smooth landing in the rest position of the tipping skip, or other functional processing.

[0010] In a further embodiment of the invention, a digital operating terminal is provided in the driver's cab, and the data processing unit includes a visualization program that visualizes the tipping angle of the tipper body, vehicle inclinations, and / or relative rotations between the support frame and the body frame on a screen of the operating terminal. The screen is preferably designed as a touchscreen. The touchscreen can have several user interfaces, which can alternatively be accessed by tapping corresponding buttons or icons. In addition to a corresponding visualization program that visualizes the tipping angle of the tipper body, vehicle inclinations, and / or relative rotations between the support frame and the body frame on the screen, it can also advantageously be provided that virtual operating elements are provided on the operating terminal, which can be operated manually when the screen is designed as a touchscreen.Furthermore, a user interface may contain auxiliary instructions for the vehicle, such as operating instructions, fault analysis tables, emergency driving functions, or similar information.

[0011] In a further embodiment of the invention, the screen is designed as a touchscreen on which operating functions for manual activation of the lowering function and / or the raising function and / or the tilt angle limitation are programmed. Designing the operating terminal as a touchscreen allows for the provision of virtual controls to perform the corresponding operating functions.

[0012] In a further embodiment of the invention, a joystick is arranged in the driver's cab, which is coupled to the functional drive system and the data processing unit to manually control the pivoting of the tipper body relative to the superstructure frame and / or the rotation of the superstructure frame relative to the support frame. The joystick can, on the one hand, enable proportional manual control by an operator of the pivoting of the tipper body or the rotation of the superstructure frame relative to the support frame about a vehicle vertical axis. On the other hand, the joystick can also have movement segments which, when the joystick is deflected within these segments, trigger the automatic lowering function and / or the automatic raising function.The joystick thus allows, on the one hand, the programmed automatic functions to be activated and, on the other hand, proportional control of raising or lowering the tipper body and / or rotating the superstructure frame relative to the support frame by corresponding manual operation by the operator, preferably the driver of the tracked vehicle sitting in the cab.

[0013] In a further embodiment of the invention, at least one safety function is programmed into the data processing unit. This function, depending on predefined operating parameters of the tracked vehicle, terminates an automatic lowering or raising function of the tipper body. Such operating parameters can include the opening of a driver's seatbelt buckle in the cab, the activation of a stop button, exceeding certain vehicle speeds, or sudden changes in the surrounding environment that are detected by the driver of the tracked vehicle, requiring manual intervention to terminate the corresponding programmed function. A fault in the joystick function or in a relevant hydraulic component, detected by the vehicle control system, can also lead to the termination of the automatic lowering or raising function of the tipper body.

[0014] The problem underlying the invention is solved for a civilian tracked vehicle of the type mentioned in the second paragraph above by providing an electronic data processing unit for controlling the functional drive system. This unit is electrically coupled to the central drive motor and programmed such that, depending on whether the functional drive system is activated or deactivated, the motor speed of the central drive motor is increased or decreased to a specific operating speed. This programmed function enables an automatic increase in the operating speed of the central drive motor as soon as the functional drive system is activated accordingly, particularly via an automatic function. This configuration is especially advantageous when an internal combustion engine, particularly a diesel engine, is used as the drive motor, and the functional drive system is designed as a hydraulic system.Increasing the operating speed ensures that a sufficient flow rate is generated in the hydraulic system to perform the corresponding functions quickly. The flow rate is linearly proportional to the engine speed, particularly that of a diesel engine, and directly influences the cycle times of a work function, such as the time required to execute the tipping function. Automatically increasing the drive speed eliminates the need for the driver to manually increase it from inside the cab, specifically by pressing and holding the accelerator pedal.Furthermore, the increase in operating speed is limited to the actual execution of the corresponding work function by means of the functional drive system, with a certain overrun time preferably also being programmed, which maintains the operating speed at a high level for a specific period even after the completion of the corresponding work function. This relieves the operator in the cab, in particular the driver of the tracked vehicle, from having to manually increase the operating speed and maintain this increase during the execution of the work function. The solution according to the invention therefore enables convenient operation of the tracked vehicle. Moreover, the solution according to the invention is also ecologically sound, since an increase in operating speed, and thus an increase in the pollutant emissions of the drive motor, only occurs for the period during which the corresponding increase in operating speed is actually necessary.over the period during which the respective work function is performed. Additionally, there is a significant reduction in noise for the driver of the tracked vehicle in their cab. Such work functions include, in particular, the operation of a winch or pivoting the tipping skip between the rest position and the tipping position, or vice versa.

[0015] In one embodiment of the invention, a manually operated control element is provided in the driver's cab, which allows the working speed to be adjusted. The engine speed increases automatically to the working speed. However, the working speed achieved by the automatic program function can be adjusted by an operator in the driver's cab, in particular the driver of the tracked vehicle.

[0016] In a further embodiment of the invention, a digital screen is arranged in the driver's cab, on which the actuating element is virtually programmed. Preferably, the digital screen is designed as a touchscreen, so that the actuating element is virtually recognizable on the screen by the operator and can also be activated accordingly by touch.

[0017] Further advantages and features of the invention emerge from the claims and from the following description of preferred embodiments of the invention, which are illustrated with reference to the drawings. Fig. Figure 1 shows in perspective an embodiment of a tracked vehicle according to the invention, Fig. 2 in a top view the tracked vehicle after Fig. 2 with a superstructure frame twisted relative to a support frame, Fig. 3 the tracked vehicle to Fig. 2 with a superstructure frame twisted in a different direction relative to the supporting frame, Fig. Figure 4 shows an enlarged section of a joystick used to operate a tipping skip of the tracked vehicle. Fig. 1, Fig. 5 in enlarged schematic representation an actuation button of the joystick in different functional positions, Fig. 6. Another joystick for operating the tipper body of the tracked vehicle, Fig. 7. Move the joystick Fig. 6 in different functional positions, Fig. 8 and Fig. 9 two different user interfaces of a touchscreen designed as a digital screen in the driver's cab of the tracked vehicle according to Fig. 1, Fig. 10 a side view of the tracked vehicle after Fig. 1 with tipping skip pivoted into a tilting position, Fig. 11 the tracked vehicle to Fig. 10 with the tipping skip lowered into a rest position and in a position inclined relative to the longitudinal direction of the vehicle, Fig. 12 the tracked vehicle after the Fig. 10 and Fig. 11 in a position inclined to the transverse direction of the vehicle, Fig. 13 the representation according to Fig. 2 with explanatory direction of travel and turning angle arrows and Fig. 14 a diagram in which the ordinate represents a permissible tipping angle of the tipper body and the abscissa a function of the tilting angles of the tracked vehicle according to the Fig. 11 and Fig. 12, represents the rotation angle of the superstructure frame relative to the support frame and the driving speed.

[0018] A civilian tracked vehicle 1 according to the Fig. The components 1 to 13 have a support frame 2, also referred to as a chassis, on which a track assembly 3 is arranged on each opposite side. Each track assembly 3 has a continuous track, in this case a rubber endless track, which runs over a rear drive sprocket, several large, non-driven running wheels, and a front tensioning wheel, also non-driven but movable for adjusting the track tension. Alternatively, a rubber band track with replaceable crossbars can be used. A drive system is provided for powering the track assemblies, comprising a central internal combustion engine and a hydraulic system. The internal combustion engine M is preferably a diesel engine. The hydraulic system has two hydraulic drive motors assigned to the drive wheels of the track assemblies 3.The central combustion engine, including associated components necessary for the operation of the combustion engine, is arranged on a superstructure frame 7 and is supported by a [missing information]. Fig. 1. A clearly recognizable, L-shaped housing 5 (as seen from above) surrounds the vehicle. This housing 5 – also seen from above – surrounds a driver's cab 4, which is arranged laterally offset from the vehicle's centerline on the superstructure frame 7. At the rear, the tracked vehicle 1 has a tipping skip 6, which is pivotally mounted on the superstructure frame 7 about a tipping axis extending transversely to the vehicle between the... Fig. 1 depicted resting position and one based on the Fig. 10 recognizable tilting positions.

[0019] In one embodiment of the invention, the mounting frame 7 can be rigidly and immovably connected to the support frame 2. In another embodiment, based on the Fig. 2, Fig. 3 and Fig. In the embodiment shown in Figure 13, the superstructure frame 2 can be rotatably arranged about a pivot axis located in a vertical longitudinal plane of the vehicle's center. The superstructure frame 7, including the vehicle components mounted on it, such as the cab 4, body 5, and tipper body 6, is rotatably mounted 360° relative to the support frame 2. Thus, in a driving position where the superstructure frame 7 and the support frame 2 are aligned longitudinally, the cab 4 faces the front of the tracked vehicle 1. In the opposite driving position, where the superstructure frame 7 and the support frame 2 are also aligned longitudinally, the cab 4 faces the rear of the tracked vehicle 1. Such a tracked vehicle 1 with a rotatable superstructure frame 7 is also referred to as a "rotating dumper".A rotary drive system is provided to achieve a rotation of the superstructure frame 7 relative to the support frame 2 about the corresponding axis of rotation extending in the vehicle's vertical direction.

[0020] To move the tipping trough between the rest position and a tipping position analogously Fig. To enable the tipping skip 6 to be repositioned, a lifting drive system 19 engages the tipping skip 6. This system comprises two hydraulic cylinders that are supported parallel to each other on the superstructure frame 7 (in the case of a rotatable superstructure frame 7) or on a rear area of ​​the support frame 2 (in the case of a fixed superstructure frame 7). The end ends of corresponding lifting rods of the hydraulic cylinders are articulated to an underside of the tipping skip 6. The tipping skip 6 is, as Fig. 10 can be removed, at a rear end area of ​​the tracked vehicle 10, and thus either at a rear end area of ​​the superstructure frame 7 or at a rear end area of ​​the support frame 2 - depending on the design - pivotably mounted about the tilting axis extending in the transverse direction of the vehicle.

[0021] If a tracked vehicle 1 is provided with a rotating superstructure 7, then the superstructure 7 is rotatably mounted relative to the support frame 2 by means of a slewing mechanism of the rotary drive system. A rotary drive D ( Fig. 13) serves, as described in more detail below, to effect the corresponding relative rotation between the superstructure frame 7 and the support frame 2.

[0022] An electronic control system S, which includes an electronic data processing unit, is provided to pivot the tipping skip 6 between the rest position ( Fig. 1) and the tilting position ( Fig. 10) to effect. The central control system S is equipped with a control unit for the central combustion engine M ( Fig. 10) connected in order to be able to intervene in the control of the internal combustion engine in the manner described in more detail below.

[0023] A tipping angle sensor δ is assigned to the tipping skip 6, which detects the corresponding tipping angle of the tipping skip 6. The tipping angle sensor δ is in Fig. 10 is shown only schematically and is preferably positioned in the area of ​​the tipping axis of the tipping skip 6, in particular coaxially. Furthermore, a tilt angle sensor system α, β is integrated into the tracked vehicle 1, which detects both the tilts of the tracked vehicle 1 in the longitudinal direction (tilt angle α) and the tilt angle β of the tracked vehicle 1 in the transverse direction ( Fig. 12) detected. The tilt angle sensor – like the roll angle sensor δ – is coupled to the control system S in such a way that corresponding angle signals can be processed by the electronic data processing unit. The tracked vehicle 1 also has a travel speed sensor v and a rotation angle sensor γ, which is provided in the area of ​​the slewing drive D to detect relative rotation angles between the superstructure frame 7 and the support frame 2, provided that the superstructure frame 7 is rotatable relative to the support frame 2. The travel speed is detected indirectly by calculating the travel speed using suitable parameters such as diesel engine speed, pump swivel angle of the hydraulic pumps of the hydraulic drive system and / or similar parameters known by the machine control.The vehicle speed sensor v and the yaw angle sensor γ are also coupled to the control system S in such a way that the electronic data processing unit can process corresponding digital data from these two sensors. The electronic control system S can be operated using joysticks 8, 11, which are arranged in the driver's cab 4, so that they can be operated by an operator, in particular a driver sitting in a vehicle seat. In the embodiments according to the... Fig. Figures 1 to 14 reveal two variants for a corresponding joystick. One variant, according to... Fig. A joystick 8 is provided on the upper side, featuring direction buttons 10 and a rocker switch 9. The direction buttons 10 allow the driver to set the direction of travel of the tracked vehicle 1. The rocker switch 9 enables the tilting of the tipping skip 6. The direction buttons can also be configured as detented rocker switches with three positions: forward-neutral-reverse (FNR).

[0024] Alternatively, a separate joystick 11 can be provided for pivoting the tipping skip 6, which according to the Fig. 6 and Fig. 7 is pivotably arranged about a single pivot axis in a preferably vertically oriented pivot plane extending in the longitudinal direction of the vehicle within the driver's cab. An operating terminal 12 is also arranged in the driver's cab, which allows the driver or operator in the driver's cab to visualize corresponding working functions of the tracked vehicle 1, such as pivoting the tipper body 6 or rotating the superstructure frame 7 relative to the support frame 2 and / or other vehicle parameters. The operating terminal is designed as a digital screen and is programmed such that various user interfaces T1, T2 and T3 ( Fig. 8) are displayable. The screen is a touchscreen and has various touch-sensitive icons in the upper left corner, allowing selection of the desired user interface. The T1 user interface ( Fig. 9) visualizes vehicle functions related to the driving movements of the tracked vehicle or the pivoting movements of the tipper body 6. The user interface T3 ( Fig. 8) discloses the safety and operational functions described in more detail below. The programming of the various user interfaces is carried out by software stored in the electronic data processing unit of the control system S.

[0025] The electronic data processing unit contains a programming function that automatically lowers the tipping skip 6 from the tipped position to the rest position. This programming function is further superimposed with an additional program that enables a smooth lowering of the tipping skip 6 into the rest position, and consequently a gentle placement on the support frame 2 or the superstructure frame 7 of the tipping skip 6. This additional program function reduces the lowering speed of the tipping skip 6 from a defined tipping angle during the lowering process. In the illustrated embodiment, this tipping angle δ is 10° relative to a contact surface of the support frame 2 or the superstructure frame 7. Therefore, when the tracked vehicle 1 is in a horizontal orientation, the angle is 10° relative to the horizontal.The tilt angle sensor δ detects the respective tilt angle of the tipping skip 6. As soon as the limit angle of 10° is reached, the control system S automatically reduces the lowering speed, i.e., the tipping speed, of the lifting drive system 19 downwards to a significantly reduced speed via the corresponding program function of the electronic data processing unit. This significantly reduced lowering speed is preferably no more than half the previous lowering speed of the tipping skip 6 from the tipped position towards the limit angle and towards the rest position.

[0026] The operator of the tracked vehicle 1, preferably the driver, can choose whether the automatic lowering function, and thus also the automatic soft-setting function for lowering the tipping skip 6, should be initiated, or whether the operator, preferably the driver, wants to actively achieve a proportional lowering of the tipping skip 6 by manually operating the rocker switch 9 or the joystick 11. Both the rocker switch 9 and the joystick 11 are equipped with different deflection functions for this purpose. If, according to the Fig. 4 and Fig. 5 or Fig. 7. If the rocker switch 9 or the joystick 11 is only deflected within the swivel range S2, the tipper body is controlled proportionally relative to the movement caused by the manual deflection of the rocker switch 9 or the joystick 11. However, if the rocker switch 9 or the joystick 11 is deflected in any direction up to the swivel range S1, the automatic function for lowering the tipper body 6 is activated. This function also includes a delayed lowering in the rest position via an additional program function. The soft lowering function is always active, even with proportional control by manual deflection of the rocker switch 9 or the joystick 11 by an operator.

[0027] The electronic data processing unit of the control system S is also programmed with an automatic lifting function, in which the tipping skip 6 is automatically pivoted upwards from the rest position to the tipping position at a constant lifting speed. This automatic function is activated by deflecting the rocker switch 9 or the joystick 11 in the opposite direction to the lowering direction up to the pivoting range S3, thereby initiating the automatic lifting movement until the tipping position is reached.

[0028] Both the automatic lowering and raising processes, as programmed in the electronic data processing unit, can be interrupted for safety reasons. The operator, preferably the driver, can press a separate stop button in the cab, preferably located near the armrest of the driver's seat, at any time to interrupt the corresponding automatic function. Alternatively, the joystick 11 or the rocker switch 9 can be programmed so that moving it in the opposite direction to the intended function interrupts the automatic operation. Other parameters, such as the opening of a seatbelt buckle, or electrical or hydraulic faults like a sensor malfunction, a hydraulic valve failure, engine failure, or similar issues, can also cause the automatic lowering or raising process to be aborted.The corresponding automatic function is activated by moving the rocker switch 9 into the swivel range S1 or S3, or by moving the joystick 11 into the corresponding swivel ranges S1 or S3, even if the rocker switch 9 or joystick 11 subsequently returns automatically to the zero position due to spring return. This means that the driver or operator only needs to briefly move the rocker switch 9 or joystick 11 into the aforementioned swivel ranges S1 or S3 to activate the corresponding automatic function. The driver's or operator's hand can then be released from the rocker switch 9 or joystick 11 without interrupting the automatic function. A corresponding stop switch to cancel the automatic function can be provided as shown in the diagram. Fig. 6 and Fig. 7 is provided at an upper end face of the joystick 11.

[0029] Since raising or lowering the tipping skip 6 activates the hydraulic lifting drive system 19, the central combustion engine M must be increased from an idle speed to a working speed to supply the hydraulics of the lifting drive system 19 with a sufficient quantity of hydraulic oil. In the illustrated embodiment, the increase from the idle speed of the combustion engine M to a working speed occurs automatically through appropriate control of the combustion engine M by the control system S. For this purpose, the electronic data processing unit is programmed such that when a pivoting movement of the tipping skip 6 is activated, the control unit of the combustion engine M is automatically controlled in such a way that the speed of the combustion engine M is increased to a working speed that is higher than the idle speed.This automatic increase in the speed of the combustion engine M to a working speed occurs over a period corresponding to the time until an automatic lowering or raising function of the tipper 6 is completed, optionally supplemented by a predefined overrun time. The data processing unit is programmed such that, following the completion of a corresponding automatic lifting or lowering process of the tipper 6, optionally supplemented by the defined overrun time, the speed of the combustion engine M is automatically reduced back to idle speed.

[0030] The electronic data processing unit can also be programmed analogously to increase the speed of the internal combustion engine M to a working speed when the slewing drive D is activated to rotate the superstructure frame 7 relative to the support frame 2. Here too, the increase to the working speed only lasts until the corresponding rotation function is completed. Alternatively or additionally, the tracked vehicle 1 can be equipped with at least one winch controlled by a hydraulic winch drive. An automatic increase of the internal combustion engine's speed to a working speed can also be programmed for a corresponding working function that automatically activates the winch drive.

[0031] Alternatively or additionally, it is also provided that an automatic increase in the speed of the combustion engine M is achieved by manually deflecting the rocker switch 9 or the joystick 11 within the swivel range S2. The desired operating speed to which the speed increase is to occur can be adjusted by the driver or operator in the cab. For this purpose, a virtual control slider 13 is provided on the touchscreen of the control terminal 12, which allows the level of the operating speed to be achieved when the tipper 6 is operated to be set. If the tracked vehicle 1 is equipped with a winch, a further virtual slider 15 is provided on the user interface T3 ( Fig. 8) provided, with which the height of the automatically increasing working speed can be adjusted by the driver or operator.

[0032] After the corresponding work function is completed, the combustion engine speed is automatically reduced back to the normal speed required for the operation of tracked vehicle 1. Alternatively, it can also be reduced to an idle speed. This only results in a higher noise level from tracked vehicle 1 during the execution of the work function. After the work function is completed, the noise level is reduced for both the driver and the surrounding area. This also enables a reduction in fuel consumption.

[0033] The operator, preferably the driver, also has the option of setting a maximum lifting height and thus a maximum tipping angle of the tipping skip 6 in the tipping position, thereby limiting the tipping angle of the tipping skip 6 in the tipping position. For this purpose, a function is programmed in the electronic data processing unit that stops the lifting drive system 19 at a predefined tipping angle, thus enabling a tipping angle limitation. This then corresponds to the upper tipping position of the tipping skip 6. The set maximum tipping angle can be displayed on the touchscreen via the tipping angle symbol 14. Fig. 8 symbolized. The driver or operator can thus recognize at which angle the upper tipping position is reached. If the tipping angle limit is set by the driver or operator, this is visualized in the same way as if vehicle or environmental parameters define a tipping angle limit for safety reasons to prevent the entire tracked vehicle 1 from tipping over. Manual setting of the tipping angle limit is preferably carried out when the driver already knows that the tracked vehicle 1 is operating in areas with limited headroom, such as in the vicinity of overhead power lines or in tunnels, underpasses, or similar structures. A tipping angle limit is then visualized using the tipping angle symbol 14 according to Fig. 8 or the tilt angle symbol 18 of the user interface T1 according to Fig. 9, can also be caused by vehicle parameters such as a rotation of the superstructure frame 7 relative to the support frame 2 by the angle γ or a tilt of the tracked vehicle 1 in the transverse direction by the angle β or in the longitudinal direction by the angle α. In the electronic data processing unit, the tilting angle of the tipper body 6 is related to the overall center of gravity of the tracked vehicle 1 shifted by the tilting of the tipper body 6. The calculation always assumes a maximum permissible load of the tipper body 6. By measuring the hydraulic pressure in at least one tipping cylinder of the tipper body 6, the current load of the tipper body and thus the current load of the tracked vehicle can be determined. Through corresponding vehicle tilts or also through rotation of the superstructure frame 7 relative to the support frame and thus to the track drives 3 according to the Fig. 2, Fig. 3 or Fig. 13. Additional pivoting of the tipping skip 6 can result in an unstable position for the tracked vehicle 1, which must be avoided. The electronic data processing unit therefore takes into account corresponding sensor data from the vehicle's tilt sensor, the rotation angle sensor γ, and the tilt angle sensor δ in order to calculate a function that prevents any risk to the tipping stability of the tracked vehicle 1, depending on the tilt angle of the tipping skip 6. Fig.Figure 14 shows a diagram that limits the tipping angle δ depending on the corresponding calculated function, which is derived from the data of the vehicle tilt sensor and the rotation angle sensor for the superstructure frame 7. The vehicle speed V also plays a role in this calculated function. The vehicle speed v is measured via the previously described indirect speed measurement. A direction sensor, in conjunction with corresponding vehicle tilt data and rotation angle data of the superstructure frame 7 relative to the support frame 2, can also be used to supplement the calculation of the maximum tipping angle of the tipper body 6. This direction sensor also preferably operates indirectly by acquiring and calculating known parameters such as diesel engine speed, pump swivel angle of the opposing chain drives, and similar parameters via the machine control system.

[0034] Raising or lowering the tipper body 6 is visualized for the driver or operator via the user interface T1, in addition to displaying the direction of travel of the tracked vehicle using vehicle symbols 16. This interface also indicates whether a creeper gear is engaged for the drive system of the tracked vehicle 1 or whether normal driving speed is possible. The maximum tipping angle is visualized using symbols 18.

[0035] As soon as corresponding input parameters for the data processing unit result from incoming data from the vehicle tilt sensors, the driving speed detection or the rotation angle sensors for the superstructure frame 7, the maximum permissible tipping angle is recalculated and the tipping skip 6 is automatically adjusted to the then maximum permissible tipping angle. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] US 2022 / 0396191 A1

[0003]

Claims

[1] Civilian tracked vehicle (1) with a driver's cab (4) and with a supporting frame (2), on which a tracked drive (3) is arranged on opposite sides, and with a superstructure frame (7) arranged on the supporting frame (2), on which a tipping trough (6) is mounted so as to be tiltable about a tilting axis between a lowered rest position and a raised tilting position, and with a functional drive system for displacing the tipping trough (6) between the rest position and the tilting position, wherein the functional drive system is controllable by an electronic data processing unit which is programmed with a lowering function for automatically lowering the tipping trough (6) from the tilting position into the rest position, characterized bythat the data processing unit is programmed with an additional damping function which, when lowering, causes a delay in the lowering speed of the tipping trough (6) shortly before reaching the rest position, depending on the tipping angle, in order to achieve a gentle setting down of the tipping trough (6) on the body frame (7) in the rest position. [2] Civilian tracked vehicle (1) according to claim 1, characterized by that the data processing unit is programmed with a lifting function for automatically lifting the tipping trough (6) from the rest position into a tipping position. [3] Civilian tracked vehicle (1) according to claim 1 or 2, characterized by that a limitation of the tipping angle for the tipping position of the tipping trough (6) is provided depending on data from a vehicle inclination sensor system (α, β) and / or a driving speed (v) and / or, in the case of a body frame (7) which is rotatable relative to the support frame (2), a rotational position (γ) of the body frame (7) relative to the support frame (2). [4] Civilian tracked vehicle (1) according to one of the preceding claims, characterized by that a tilt angle limitation is provided by the operator. [5] Civil tracked vehicle (1) according to one of the preceding claims, characterized by that the tipping trough (6) is assigned a tipping angle sensor (δ) which is coupled to the data processing unit. [6] Civilian tracked vehicle (1) according to one of the preceding claims, characterized by that a digital operating terminal is provided in the driver's cab (4), and that the data processing unit has a visualization program that visualizes the tipping angle of the tipping trough (6), vehicle inclinations and / or relative rotations between the supporting frame (2) and the body frame (7) on a screen of the operating terminal. [7] Civilian tracked vehicle (1) according to claim 6, characterized bythat the screen is designed as a touchscreen on which operating functions for manual activation of the lowering function and / or the lifting function and / or the tilt angle limitation are programmed. [8] Civil tracked vehicle (1) according to one of the preceding claims, characterized by that a joystick (8, 11) is arranged in the driver's cab (4), which joystick is coupled to the functional drive system and the data processing unit in order to manually control a pivoting of the tipping trough (6) relative to the body frame (7) and / or a rotation of the body frame (7) relative to the support frame (2). [9] Civilian tracked vehicle (1) according to claim 8, characterized by that the joystick (8, 11) is assigned movement sections (S1 to S3) which effect the execution of the lowering function and / or the lifting function. [10] Civilian tracked vehicle (1) according to one of the preceding claims, characterized bythat at least one safety function is programmed in the data processing unit, which, depending on predetermined functional parameters of the tracked vehicle, causes an abort of an automatic lowering or raising function of the tipping trough (6). [11] Civilian tracked vehicle (1) with a driver's cab (4) and with a tracked chassis (3) which can be driven by a travel drive system which has a central drive motor, in particular an internal combustion engine, and with at least one working function unit, in particular a tipping trough (6) or a cable winch, which can be driven by a functional drive system which is fed directly or indirectly by a drive force of the central drive motor, characterized bythat an electronic data processing unit is provided for controlling the functional drive system, which is electronically coupled to the central drive motor and programmed in such a way that, depending on an activation or deactivation of the functional drive system, an increase or decrease in the motor speed of the central drive motor to a working speed takes place. [12] Civilian tracked vehicle (1) according to claim 11, characterized by that a manually operable actuating element is provided in the driver's cab (4) which enables the level of the working speed to be adjusted. [13] Civilian tracked vehicle (1) according to claim 12, characterized by that a digital screen is arranged in the driver's cab (4) on which the actuating element is virtually programmed.

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