TRANSPORT VEHICLE WITH VARIABLE WIDTH AND TRACK WIDTH

Description

[0001] The invention relates to a transport vehicle with variable width and track width, which has a chassis with at least two steering axles, wherein the chassis comprises two chassis parts, each carrying a row of bogies arranged one behind the other, each with at least one wheel bogie, which are adjustable transversely to a vertical longitudinal center plane of the transport vehicle, wherein preferably on a transverse side of the transport vehicle a coupling device with a pivotable coupling element is arranged, via which the transport vehicle can be coupled to a towing or pushing vehicle moving the transport vehicle.

[0002] DE 10 2012 024 247 B4 and EP 1 957 348 of the applicant describe such a transport vehicle with variable width and track width, which has a chassis with at least one steering axle. The chassis comprises a central longitudinal member designed as a box girder, which extends along a vertical longitudinal center plane of the transport vehicle, two lateral longitudinal members aligned parallel to the longitudinal center plane and arranged on either side of the central longitudinal member, and a number of cross members aligned in pairs, which connect the central longitudinal member to the lateral longitudinal members and are aligned perpendicular to the vertical longitudinal center plane.The cross members are designed to be telescopic and each comprise two nested hollow profiles with a rectangular cross-section, of which the outer hollow profile is rigidly connected to the central longitudinal member, while the inner hollow profile, which can be moved inside the outer hollow profile, is rigidly connected to one of the side longitudinal members. The outer hollow profiles of the front and rear cross members of the vehicle are each connected to a hollow box girder, which forms a coupling element for coupling the load-bearing part to another vehicle. A hydraulic cylinder is arranged above each of the four cross members arranged at opposite ends of the vehicle. The cylinder tube of this cylinder is connected to the outer hollow profile and thus to the central longitudinal member, while its piston rod is connected to the inner hollow profile and thus to one of the two side longitudinal members.To change the width and track width of the vehicle, the piston rods of all four hydraulic cylinders are extended or retracted to increase or decrease the lateral distance between the central longitudinal member and the two side longitudinal members as required by telescoping the cross members. The two chassis sections each carry a row of wheel bogies arranged one behind the other, which are connected by longitudinal tie rods. Between the two rows of wheel bogies there is only a single, length-adjustable cross tie rod, which connects two wheel bogies of one or more of the steering axles and whose length can be adjusted by an amount corresponding to the increase or decrease in width and track width. The cross tie rod connects two steering levers, each of which is articulated between two adjacent wheel bogies on one of the two chassis sections.Adjusting the width and track width of the transport vehicle known from the aforementioned publication requires a relatively complex construction with cross members consisting of two nested hollow profiles with a rectangular cross-section, as well as several hydraulic cylinders that allow the protruding hollow profile members to be telescoped. The cross members must be sufficiently stable to ensure sufficient stability even in a transport vehicle with a large width and track width caused by the cross members being moved apart.

[0003] US 4,221,398 A discloses a transport vehicle in the form of a drawbar trailer and a low-loader with multiple steering axles, the width and track width of which can be increased or decreased as needed by moving two chassis sections, each carrying a row of wheel bogies, apart or together transversely to the direction of travel or to a vertical longitudinal center plane of the transport vehicle. The wheel bogies of each steering axle are steered independently of one another by means of separate steering cylinders located in each of the two chassis sections. However, this requires an excessive number of steering cylinders for steering, and it cannot be guaranteed that the steering angle of the two wheel bogies of each steering axle, and thus the steering angles of the associated wheels or wheel pairs, are identical during steering.

[0004] Two control cylinders are provided for steering the two wheel bogies of the two chassis sections. The piston-side end of each of these cylinders is attached to the corresponding chassis section, and the ring-side end is pivotally mounted on a cross member connecting the two chassis sections. A pivoting movement of the drawbar thus causes one cylinder of one of the two control cylinders to be extended and the other cylinder to be retracted. The two control cylinders are each connected to corresponding steering cylinders via hydraulic lines. A piston-side end of each of the two steering cylinders is hinged to the corresponding chassis section, and a ring-side end of these steering cylinders is each connected to a first end of a steering lever, with each of these two steering levers being connected to the corresponding wheel turning arrangement via its second end.A first hydraulic line of the left-hand steering cylinder (in the direction of travel) leads from the piston-side output of this cylinder to a piston-side input of the right-hand steering cylinder (in the direction of travel). In a corresponding manner, a piston-side output of the right-hand steering cylinder is connected to a piston-side input of the left steering cylinder. Another hydraulic line leads from the ring-side output of the left steering cylinder to the ring-side input of the right steering cylinder. In addition to the steering axle described above, the known transport vehicle also has a central steering axle and a rear steering axle, each with a wheel-turning assembly. The steering lever of each chassis section of the front steering axle is connected via a longitudinal tie rod to a first end of a steering lever of the central steering axle, and the second ends of these steering levers are coupled to the corresponding wheel-turning assembly via a mechanical connection.A third longitudinal tie rod leads from the second of these two steering levers to a first end of the two levers of the steering axle, which in turn are mechanically connected to the wheel rotating assemblies of the rear steering axle via corresponding tie rods. A second end of each of the two steering levers of the rear steering axle is connected to a piston rod of further steering cylinders, the other end of which is connected to a rear cross member. Another hydraulic line leads from the ring-side output of the left control cylinder to the ring-side input of the right rear steering cylinder and, in a corresponding manner, a ring-side output of the front right control cylinder is connected to a ring-side input of the left rear steering cylinder. Another hydraulic line connects the piston-side outputs of these two steering cylinders.The disadvantage of this known steering system is that with the measures described in the aforementioned publication, only a steering circuit can be formed which can also only generate a low steering force.

[0005] It is therefore an object of the present invention to further develop a transport vehicle of the type mentioned at the outset in such a way that a change in the width and track width can be achieved in a simple manner.

[0006] This object is achieved by the transport vehicle according to the invention in that the middle chassis part is exchangeably accommodated in the transport vehicle and has a support running in the longitudinal direction of the transport vehicle, and in that connecting means are provided on at least one and preferably on both side surfaces of this support, by means of which at least the first and / or the second chassis part can be mechanically fixed to the middle chassis part via connecting means complementary to these connecting means.

[0007] The measures according to the invention advantageously create a transport vehicle characterized by its easy adjustability in width and track width. Since the invention now provides that the widening of the transport vehicle is achieved by replacing the middle chassis section connecting the two outer chassis sections, which is arranged interchangeably in the transport vehicle according to the invention, a simple construction of the same is achieved. It is no longer necessary - as with the vehicle mentioned above - to use telescopic cross members to adjust the width and track width, which increases the cost of the mechanical structure.By providing that the middle chassis part is connected to the two outer chassis parts by appropriate connecting means - in particular without using cross members which protrude from this middle chassis part - not only is a simplified construction of the transport vehicle according to the invention achieved, but the rigidity of the chassis and thus the load capacity of the transport vehicle according to the invention is also increased in an advantageous manner.

[0008] An advantageous development of the invention provides that the support of the central chassis section comprises one or more support segments arranged one behind the other in the longitudinal direction of the transport vehicle. Such a measure has the advantage of enabling a modular construction of the central longitudinal support of the central chassis section.

[0009] A further advantageous development of the invention provides that, in order to widen the central chassis part, an interchangeable intermediate element is arranged on at least one side surface of the support of the central chassis part or at least one support segment of this support. Such a measure has the advantage that the widening of the central support of the central chassis part can be achieved in a simple manner by arranging one or more of the aforementioned intermediate elements on one or both sides of the support, so that the overall support formed thereby has a greater width than the initial support due to the intermediate elements. Such a measure again has the advantage that the transport vehicle according to the invention can be modularly adapted to different widths and track widths.

[0010] A further advantageous development of the invention provides that the support of the middle chassis section has a passage through which electrical and / or mechanical control elements of one of the two chassis sections can be passed to the other chassis section. Such a measure has the advantage that the two outer sections can be easily passed through the middle support by means of mechanical and / or electrical control elements, e.g., a cross member that connects the two rows of running gear of the respective chassis sections.

[0011] A further advantageous development of the invention provides that a coupling device is arranged on the middle chassis part and in particular on the support of the middle chassis part.

[0012] A further advantageous development of the invention provides that a coupling device with a pivotable coupling element is arranged on a transverse side of the transport vehicle, in particular at one end of the central chassis part and in particular on the support of the central chassis part, via which the transport vehicle can be coupled to a towing or pushing vehicle moving it. According to a preferred embodiment, the coupling device has at least four control cylinders, with at least two control cylinders being connected by their ring-side end via piston rods to a first side of the pivotable coupling element and by their piston-side end to the coupling device, and at least two control cylinders being connected by their ring-side end via piston rods to a second side of the pivotable coupling element and by their piston-side end to the coupling device.that the first chassis and the second chassis each have a steering cylinder, wherein a first steering cylinder is articulated to a first wheel-rotating assembly and a second steering cylinder is articulated to a second wheel-rotating assembly, such that a piston-side end of the corresponding steering cylinder is connected to the chassis and a ring-side end acts on the steering element of the corresponding wheel-rotating assembly via a corresponding piston rod, and that a piston-side connection opening of a control cylinder is connected to a piston-side connection opening of the steering cylinder assigned to this control cylinder, and a ring-side connection opening of this steering cylinder is connected to a ring-side connection opening of this control cylinder via corresponding hydraulic lines. These measures according to the invention have the advantage of creating a steering device for a transport vehicle with at least two active steering circuits,which is also characterized by the fact that increased steering force is achieved in a simple manner. The measures according to the invention ensure that the piston-side outputs of the control cylinders are always connected to the piston-side inputs of the corresponding steering cylinders; the steering of the active chassis is thus carried out via the piston surface of the control cylinders and the steering cylinders. This advantageously achieves the maximum hydraulic and thus also mechanical steering force that can be applied. The advantage here is that the annular surfaces of the control cylinders and the annular surfaces of the steering cylinders are connected, which results in stabilization and synchronization of the respective steering circuit. A further advantage is that the measures according to the invention create a dual-circuit steering system.which is characterized by increased steering safety: If, for example, the piston-side hydraulic connection between a steering cylinder and a control cylinder is interrupted, the steering unit is still held by the ring-side hydraulic connection. This effectively counteracts any skidding of the transport vehicle due to such a defect. The transport vehicle according to the invention may therefore be driven at speeds of up to 80 km / h (according to the legal regulations currently in force in Germany). A further advantage is thatthat the coupling device does not have to be mounted directly on the transport vehicle and mechanically connected to the steering system that moves the chassis of this transport vehicle. Through the described hydraulic control of the steering, adapters or longitudinal beams without integrated steering can be advantageously coupled between the coupling device and the chassis of the transport vehicle according to the invention and bridged by means of suitable hydraulic lines to access the steering hydraulics of the transport vehicle. A further advantage of the measures according to the invention is that the steering device according to the invention is advantageously suitable for transport vehicles with a fixed width and, in particular, for transport vehicles with a variable width.

[0013] A further advantageous development of the invention provides that at least one control cylinder of the steering of the transport vehicle according to the invention, arranged on a first side of the chassis, is hydraulically connected to a steering cylinder arranged on the same side of the chassis.

[0014] Further advantageous developments of the invention are the subject of the subclaims.

[0015] Further details and advantages of the invention can be found in the exemplary embodiment described below with reference to the figures. They show: Figure 1 is a perspective view of an embodiment of a transport vehicle, Figures 2a and 2b are each an exploded view of the embodiment of the Figure 1 , Figure 3 a plan view of the embodiment of the Figure 1 , Figure 4 a side view of the embodiment of the Figure 1 , Figure 5a section along the line AA of the Figure 4 , Figure 6 a view of the embodiment from the direction B of the Figure 4 , Figure 7 a top view of the transport vehicle of the Figures 1 to 3 without transport surface in a first position of a drawbar, Figure 8 a plan view of the transport vehicle of the Figures 1 and 3 without transport surface in a second position of the drawbar, Figure 9 a perspective view of a drawbar coupling element, Figure 10 a plan view of the drawbar coupling element of the Figure 9 , Figure 11 a front view of the drawbar coupling element of the Figure 9 , Figure 12 a side view of the drawbar coupling element, Figures 13 and 14 a schematic representation of a first variant of the two steering circuits of the transport vehicle, Figure 15 a schematic representation of a second variant of the two steering circuits of the transport vehicle, and Figure 16 a schematic representation of the steering arrangement in a widened transport vehicle.

[0016] In the Figures 1 to 8 an embodiment of a transport vehicle, generally designated 1, is shown, which has a chassis 3 on which a number of running gears 10, 10a, 10a' as well as 10b and 10b' are arranged.

[0017] On a front transverse side of the chassis 3 of the transport vehicle 1, a coupling device 20 - here a drawbar coupling device - with a steering element, here with a drawbar 21 (in the Figures 1 to 6 not shown; see Figure 7 ), which will be discussed in more detail below. A further coupling device 7 is provided on a rear transverse side of the second vehicle module 2b, which is known and therefore will not be explained in more detail.

[0018] As best seen from the exploded views of the Figures 2a and 2bAs can be seen, the chassis 3 has a first chassis part 4a and a second chassis part 4b, the structure of which - if necessary - will be described further below.

[0019] The chassis 3 further comprises a central chassis 4c, on which the first coupling device 20 and the further coupling device 7 are preferably arranged in a preferably removably manner. This central chassis part 4c serves to adjust the width and track width of the transport vehicle 1. As can be seen from the Figures 2a and 2bAs can be seen, the middle chassis part 4c has a support 6a extending in the longitudinal direction of the transport vehicle 1 and has a number of mechanical connecting elements 5, by means of which - as described below - the first chassis part 4a and the second chassis part 4b can be connected to the middle chassis part 4c. The support 6c of the middle chassis part 4c is preferably designed as a hollow chamber support and has - as best seen from the Figures 2a and 2band 6 - two side surfaces 7a and 7b as well as an upper surface 7c and a lower surface 7d. It is preferred that a load-bearing surface 8c is arranged on the upper surface 7c of the carrier 6c, which together with a load-bearing surface 8a of the first chassis part 4a and a load-bearing surface 8b of the second chassis part 4b form a load-bearing surface 8 of the transport vehicle 1. It is preferred that the load-bearing surface 8c of the middle chassis part 4c - as best seen from the Figure 6as can be seen - protrudes beyond the upper surface 7c of the central support 6c on at least one and preferably on both longitudinal sides and the two load-bearing surfaces 8a and 8b of the first and second chassis parts 4a and 4b are set back from the respective edge of the corresponding chassis parts 4a and 4b, so that in the assembled state the edges of the load-bearing surface 8c can each be supported on a longitudinally extending support 6a or 6b of the first or second chassis part 4a or 4b. Furthermore, it can also be provided that a reinforcing plate 8d is arranged on the lower surface 7d of the central support 6c of the central chassis 4c, which serves to increase the rigidity of the central support 6c and thus of the central chassis part 4c.

[0020] The lateral supports 6b and 6c of the first and second chassis parts 4a and 4b, respectively, are preferably arranged at the inner lateral ends of the chassis parts 4a and 4b, respectively, and each have a side wall 6a' and 6b', respectively, so that in the assembled state, the side wall 6a' of the support 6a of the first chassis part 4a rests against the side wall 7a of the support 6c of the middle chassis part 4c or is at least adjacent to it. The same applies to the side wall 6b' of the support 6b of the second chassis part 4b.

[0021] In order to form a mechanical connection between the middle chassis part 4c and the two outer chassis parts 4a and 4b, the exemplary embodiment described here provides that the first chassis part 4a has, on its side facing the middle chassis part 4c, a series of mechanical connecting elements 5' complementary to the connecting elements 5 of the middle chassis part 4c, which are designed here as receiving openings 5a. These first receiving openings 5a are arranged in the side wall 6a' of the support 6a and penetrate this support 6a. In a corresponding manner, the second chassis part 4b has, on its side facing the middle chassis part 4c, further complementary mechanical connecting elements 5", which are also designed here as second receiving openings 5b arranged in the side wall 6b' of the support 6b.The middle chassis part 4c has, as a mechanical connecting element, a number of connecting bolts 5c and 5c' protruding from its side walls 7a and 7b, wherein the arrangement of the connecting bolts 5c corresponds to that of the receiving openings 5a and the arrangement of the connecting bolts 5c' corresponds to that of the receiving openings 5b. To fasten the first chassis part 4a to the middle chassis part 4c, the connecting bolts 5c protruding from the middle chassis part 4c are pushed through the receiving openings 5a of the first chassis part 4a and fastened by means of a corresponding locking element, such as a screw nut, which can be screwed onto a thread arranged at the end of the connecting bolts 5c, so that the first chassis part 4a is thus fixed to the middle chassis part 4c.In a corresponding manner, the second chassis part 4b is fastened to the middle chassis part 4c by pushing the connecting bolts 5c' projecting from the middle chassis part 4c through the receiving openings 5b of the second chassis part 4b and in turn securing them by means of corresponding locking means, preferably also by means of a screw connection.

[0022] The manner of mechanically connecting the two chassis parts 4a and 4b to the central chassis part 4c can be varied within wide limits; it is not absolutely necessary to design this connection—as described above, using connecting bolts 5c, 5c' with corresponding, aligned receiving openings 5a and 5b, respectively. For example,It is also possible - to name just one example - that the middle chassis part 4c, instead of the connecting bolts 5c, 5c', has receiving openings that are aligned with the receiving openings 5a and 5b of the first and second chassis parts 4a and 4b, so that a tie rod can be inserted through the cooperating, aligned receiving openings of the two outer chassis parts 4a and 4b and the middle chassis part 4c, which protrude with a corresponding length on both sides of the outer chassis parts 4a and 4b, so that the two outer chassis parts 4a and 4b can be screwed to the middle chassis part 4c by means of corresponding threaded nuts. If necessary, not only the length of the tie rods is changed, but also their diameter. Such a measure has the advantage that in the event of damage to one of the tie rods holding the chassis parts 4a and 4b together, e.g.If a thread is damaged or the threaded shaft of the tie rod is bent, it can be easily replaced. Furthermore, this measure allows for larger manufacturing tolerances and the transmission of higher torsional forces.

[0023] As a result of the measures described above, the chassis parts 4a, 4b and 4c are thus mechanically rigidly connected to one another by means of the interacting connecting elements 5 and 5' or 5", but this mechanical connection can be easily released again. This has the advantage that the width and track width of the transport vehicle 1 can be varied in a simple manner by replacing the middle chassis part 4c, which has a width b1, with a middle chassis part 4c with a different width b2, i.e. a different extension in the transverse direction of the transport vehicle 1, after releasing the mechanical connection established as described above with the two other chassis parts 4a and 4b.

[0024] To widen the described transport vehicle 1, only the central chassis section 4c, designed as a support, is required, which can be done easily. Compared to the previously known transport vehicle 1, as described above, the transport vehicle 1 explained here has the advantage that no complicated mechanical structures, such as hydraulically telescopic cross members, are required to adjust the width and track width of the transport vehicle 1. The described transport vehicle 1 is therefore cost-effective to build and, due to its simple mechanics—only mechanical fasteners, such as screw connections, are required—is less prone to failure.

[0025] A further advantage of the measures described is that the rigidity of the chassis 3 of the transport vehicle 1 is improved, since the preferably solid middle chassis part 4c ensures mechanical reinforcement of the chassis 3.

[0026] According to an optional development, the rigidity of the chassis 3 can be further increased by mechanically connecting the coupling device 20 arranged on the central chassis part 4c and / or the further coupling device 7 to one and preferably to both outer chassis parts 4a, 4b. For this purpose, the described embodiment provides that - as best seen from the Figures 2a and 2bcan be seen - the coupling device 20 has two locking cylinders 50a and 50b and the further coupling device 7 has two further locking cylinders 50a' and 50b'. The first chassis part 4a and the second chassis part 4b have - as best seen from the Figures 2a and 2bAs can be seen, the coupling device 20 has multi-plate clutches 52a and 52a' and 52b and 52b', respectively. By extending the locking cylinders 50a and 50a' of the coupling device 20, their pistons engage the multi-plate clutches 52a and 52b, thus locking the middle chassis part 4c with the two outer chassis parts 4a and 4b. A corresponding locking process occurs in the further coupling device 7: By extending the pistons of the locking cylinders 50a' and 50b', their pistons engage the multi-plate clutches 52a' and 52b', which are arranged at the opposite end in the chassis parts 4a and 4b. The aforementioned measures result in a further increase in the rigidity of the chassis 3.

[0027] In the Figures 2a and 2b A third locking cylinder 50c is shown, which interacts with the multi-disk clutch 52c and, in the embodiment described here, serves to Figures 2a and 2bnot shown drawbar 21 of the coupling device 20.

[0028] It is clear to the person skilled in the art from the above description that the described measures can be varied widely without thereby changing the basic idea of the described transport vehicle 1, namely the adjustment of the width and track width by simply replacing the middle chassis part 4c having a first width b1 with another middle chassis part 4c having a second width b2. For example, it is not necessary for the middle chassis part 4c - as is particularly evident from the Figures 2a and 2bAs can be seen, the carrier 6c may not be designed as a single-piece support extending continuously from the first to the second end of the chassis 3. It is not absolutely necessary for the length of the support 6c of the middle chassis part 4c to correspond to the length of the other two chassis parts 4a and 4b. The middle chassis part 4c or its support 6c may be shorter, or at least one of the two chassis parts 4a and 4b may be designed to project beyond at least one side.

[0029] Furthermore, the support 6c of the central chassis part 4c can also be formed by two or more support segments, wherein the individual support segments are preferably mechanically connected to one another at their ends in the longitudinal direction. However, it is also possible for the central chassis part 4c, instead of a single support 6c, to have several support segments arranged one behind the other in the longitudinal direction of the transport vehicle 1, which are spaced apart from one another, so that a gap exists between two adjacent support segments of the support 6c in the assembled state.

[0030] Furthermore, the widening of the central chassis part 4c shown in the figures can be achieved by arranging intermediate elements (not shown) on one or both side surfaces of the support 6c, by means of which intermediate elements the width of the central chassis part 4c is increased. These intermediate elements are preferably connected to the support 6c of the central chassis part 4c in an interchangeable manner, so that by simply replacing these intermediate elements, the support 6c shown in the figures, which has a width b1, can be widened in its extension transverse to the longitudinal axis of the transport vehicle 1 to a second width b2. It will be apparent to those skilled in the art that in this case the length and, if necessary, the diameter of the connecting bolts 5c and / or 5c' or the tie rods must be adapted accordingly.

[0031] As can be seen in particular from the Figures 2a and 2bAs can be seen, the central support 6c of the central chassis part 4c has a passage opening 9 through which mechanical and / or electrical and / or hydraulic and / or pneumatic control and monitoring elements can be guided from one chassis part 4a or 4b to the other chassis part 4b or 4a. An example of such a mechanical control element is a cross tie rod 15, which, for example, in Figure 16is shown. It is advantageous that the two chassis parts 4a and 4b - apart from the middle chassis part 4c and in particular its support 6c - are only connected by the aforementioned electrical and / or mechanical and / or hydraulic and / or pneumatic control and monitoring elements. When adjusting the width of the transport vehicle 1, only these control elements need to be adjusted, if at all. However, it is clear to a person skilled in the art that it is not mandatory to provide only a single passage opening 9; rather, depending on the design requirements, two or more passage openings 9 can be provided through which the aforementioned control elements can be passed.

[0032] It is particularly advantageous if the transport vehicle 1 has the coupling device 20 described below, which—as already explained—is preferably arranged removably on the central chassis part 4c and in particular on its support 6c. This coupling device 20 and its arrangement on the central chassis part 4c have the advantage that it allows active steering of the transport vehicle 1 regardless of its current width: In the case described here, the transport vehicle 1 has two actively steered chassis 10a, 10a' and 10b, 10b', wherein the first chassis 10a and 10a' are the or one of the front axle lines and the second actively steered chassis 10b, 10b' are the or one of the rear axle lines of the transport vehicle 1.

[0033] One can see from the Figures 7 and 8that the two active chassis 10a, 10a' and 10b and 10b', as well as all other chassis 10, are designed to be passively steerable. Each chassis 10, 10a, 10a', 10b, 10b' has a respective wheel-rotating assembly 11a, 11a' and 11b, 11b', wherein the first wheel-rotating assemblies 11a, 11b are rotatably arranged in the first chassis part 4a and the second wheel-rotating assemblies 11a', 11b' are arranged in the second chassis part 4b. The design of such wheel-rotating assemblies 11a-11b' is known and therefore need not be described in more detail. Each wheel-rotating assembly 11a, 11b or 11a', 11b' has a steering element 12a or 12b, preferably designed as a steering lever, wherein the steering elements 12a and the steering elements 12b of the first or second chassis part 4a or 4b are connected to each other by longitudinal tie rods 13a or 13b, respectively. Such a construction is described in DE 10 2012 024 247 B4 and therefore also need not be explained in detail.

[0034] In order to convert a pivoting movement of the drawbar 21 into a pivoting and thus steering movement of the wheel rotating assemblies 11a-11b', it is provided in the described embodiment that - as described below - the drawbar 21 acts on control cylinders 30a-30d of the coupling device 20 and these control cylinders 30a-30d are connected to the Figures 13 to 15 shown and described in more detail below, are connected to steering cylinders 40a-40d hinged to the chassis parts 4a, 4b. The control cylinders 30a-30d are explained below with reference to the description of the coupling device 20. As can be seen from the Figures 7 and 8As can be seen, the first steering cylinder 40a, which is articulated at the piston-side end to the first chassis part 4a, engages on the ring side on a first side of a first steering element 14a of a steering unit 14, designed here as a steering plate, which is connected to the steering element 12a of the wheel rotating assembly 11a of the first chassis 10a, designed here as a steering lever, via a longitudinal tie rod 13a and to the steering element 12a of the adjacent wheel rotating assembly 11a via a further longitudinal tie rod 13a. In a corresponding manner, the steering cylinder 40b, which is also articulated at its piston-side end to the second chassis part 4b, engages a second side of the steering element 14a of the steering unit 14 and, via a longitudinal tie rod 13b, on the steering element 12b of the chassis 10a'.In a corresponding manner, the third and fourth steering cylinders 40c and 40d engage with their ring-side ends on one side of a steering element 14b, designed here as a steering plate, of a further steering unit 14' on the steering elements 12a and 12b of the wheel rotating assemblies 11a and 11b of the second chassis 10b, 10b', respectively.

[0035] The control of these steering cylinders 40a-40d is now carried out by the control cylinders 30a-30d of the coupling device 20, which are in the Figures 9 to 12is shown. The coupling device 20 has a crossbeam 23, which can be fastened to the chassis 3 via two coupling elements 24a and 24b. Furthermore, a coupling device 25, which is known per se and will therefore not be described in more detail, is provided, to which the drawbar 21 can be fastened and pivoted along a joint 26. The first control cylinder 30a is articulated on the piston side to the crossbeam 23 and engages the coupling device 25 with its piston rod 31a. In a corresponding manner, the second control cylinder 30b is in turn articulated with its piston-side end to the crossbeam 23 and its piston rod 31b is articulated to the coupling device 25. The further control cylinders 30c and 30d in turn engage with their piston-side ends on the crossbeam 24 and their piston rods 31c and 31d are articulated on the coupling device 25.Each control cylinder 30a-30d has a piston-side connection opening 32a-32d and a ring-side connection opening 33a-33d, at which the . Figures 9 to 11 shown hydraulic lines are connected, which run to the steering cylinders 40a-40d as described below: In Figure 13 a first variant is shown, which is characterized in that the chassis 10a, 10a' of the first axle line as well as the further chassis 10 coupled to these via longitudinal tie rods 13a, 13b and the chassis 10b, 10b' as well as the chassis 10 coupled to these chassis 10b, 10b' via the second longitudinal tie rods 13a', 13b' - as can be seen from the Figure 10visible - can be deflected in opposite directions of rotation. The piston-side connection opening 32a of the first control cylinder 30a is connected via a hydraulic line 35a to a piston-side connection opening 42a of the steering cylinder 40a. In a corresponding manner, the piston-side connection opening 32b of the second control cylinder 30b is connected via a hydraulic line 35b to a piston-side connection opening 42b of the steering cylinder 40b. The ring-side connection opening 33a or 33b of the first or second control cylinder 30a or 30b is connected to a ring-side connection opening 43a or 43b of the steering cylinder 40a or 40b via a hydraulic line 36a or 36b. In a corresponding manner, the piston-side connection openings 32c and 32d of the control cylinders 30c and 30d are connected via hydraulic lines 35c, 35d to the piston-side connection openings 42c, 42d of the steering cylinders 40c and 40d of the chassis 10b and 10b', respectively.The ring-side connection openings 33c and 33d of the control cylinders 30c and 30d are connected to the ring-side connection openings 43c, 43d of the steering cylinders 40c, 40d via hydraulic lines 36c and 36d.

[0036] If the drawbar 21 is now - as shown in the Figures 7 and 8 shown - from their middle, neutral position (see Figure 7 ) to its left position in the direction of travel (see Figure 8) is deflected, the piston rods 31a and 31c of the control cylinders 30a and 30c are retracted, so that a hydraulic medium flowing in the hydraulic lines 35a and 35c exits from the piston-side connection openings 32a and 32c, respectively, and flows via a corresponding hydraulic line 35a and 35c to the piston-side connection openings 42a and 42c of the steering cylinders 40a and 40c, respectively. This causes the piston rods 41 of the steering cylinders 40a and 40c to be extended, so that the wheel rotation arrangement 11a of the chassis 10a and thus the wheel rotation arrangements 11a' of the chassis 10a' of the second chassis part 4b - as can be seen from the Figures 8 and 14visible - must be turned counterclockwise. At the same time, hydraulic fluid flows through the ring-side connection openings 33a and 33c of the steering cylinders 40a and 40c via corresponding hydraulic lines back to the ring-side connection openings 33a and 33c of the first and third control cylinders 30a and 30c, respectively.

[0037] The piston rods 41 of the steering cylinders 40b and 40d are - as can be seen from a comparison of the Figures 13 and 14 as can be seen - retracted. The wheel rotating assemblies 11b and 11b' of the trolleys 10b and 10b' thus pivot clockwise, i.e., opposite to the direction of rotation of the trolleys 10a and 10a'.

[0038] Since, as described above, a first group of bogies 10 is connected to the steering elements of bogies 10a, 10a' via longitudinal tie rods 13a, 13a', the bogies 10 of this first group of bogies 10 also pivot in the same direction as the pivoting and thus steering movement of bogies 10a, 10a'. This applies in a corresponding manner to the bogies 10 assigned to a second group of bogies 10, which are connected to bogies 10b, 10b' via longitudinal tie rods 13b, 13b'.

[0039] If the drawbar 21 is now pivoted in the opposite direction, i.e., to the right as viewed in the direction of travel, the flow conditions are reversed accordingly. This is clearly evident to a person skilled in the art and therefore requires no further explanation.

[0040] In the described transport vehicle 1, it is therefore provided that for each pair of interacting control cylinders and steering cylinders 30a, 40a or 30b, 40b of a first steering circuit, or 30c, 40c or 30d, 40d of a second steering circuit, are formed. This has the advantage that increased steering forces can be achieved in a simple manner compared to transport vehicles known from the prior art.

[0041] In Figure 15a second variant of the design of the two steering circuits of the transport vehicle 1 is shown. As can be seen from this figure, the design of the steering circuits described below ensures that the bogies 10 of the first group of bogies, i.e. those bogies 10 which are connected to the actively steered bogies 10a, 10a' via longitudinal tie rods 13a, 13b, and the second group of bogies 10, i.e. those bogies 10 which are connected to the actively steered bogies 10b, 10b' via longitudinal tie rods 13a', 13b', are deflected in the same direction when the drawbar 21 pivots.

[0042] As from Figure 15 As can be seen, the routing of the hydraulic lines of the first steering circuit corresponds to that of the Figures 13 and 14 shown first variant. In the second variant according to Figure 16The routing of the hydraulic lines of the second steering circuit is then "mirrored": The hydraulic lines leading from the control cylinders 30c, 30d are now not routed to the steering cylinders 40c and 40d, respectively, located on the same side of the transport vehicle 1. The hydraulic lines of the control cylinder 30c are routed to the corresponding openings of the steering cylinder 40d, and the hydraulic lines of the control cylinder 30c are routed to the steering cylinder 40c.

[0043] The Figure 16 now shows a particularly advantageous embodiment of the steering elements 14a and 14b of the first and second steering units 14 and 14', respectively, designed as steering plates, which enables a simple adjustment of the width of the transport vehicle 1. It is provided that the steering elements 14a and 14b are not - as in the schematic representations of the Figures 13 to 15- are designed as a single piece, but rather that the steering elements 14a and 14b each comprise two separate steering element parts 14a', 14a" and 14b', 14b", respectively, which are each connected by a cross-tie rod 15. By simply changing the length of the cross-tie rods 15, the width of the transport vehicle 1 and consequently the track width can be easily adjusted.

[0044] In summary, it can be stated that the described measures create a transport vehicle 1 with variable width and track width, which is characterized in that a change in the width and track width of the transport vehicle 1 can be achieved by simply replacing the central chassis part 4c. From the above description, it will be clear to a person skilled in the art that when replacing the central chassis part 4c with another, in particular wider, chassis part 4c, they may need to adapt the other components described above, e.g., the cross tie rod 15 and / or the control and monitoring elements running from one chassis part 4a to the other chassis part 4b (or vice versa). A further advantage of this measure is that it also improves the rigidity of the chassis 3 and thus increases the load-bearing capacity of the transport vehicle 1.

[0045] Furthermore, a steering device for a transport vehicle 1 with at least two active steering circuits is proposed, which is particularly suitable for transport vehicles with variable widths, but is not limited thereto. This steering device is characterized by the fact that an increased steering force is achieved in a simple manner. This is advantageously achieved simply by providing a separate hydraulic circuit for each active steering circuit, i.e., for both the chassis 10a, 10a' and the chassis 10b, 10b'. This is achieved by a pair of interacting control cylinders 30a and 30b, and 30c and 30d supplying hydraulic fluid to only one pair of interacting steering cylinders 40a and 40b, and 40c and 40d.

Claims

1. Transport vehicle which has a chassis (3) having at least two steering axles (10a, 10b), wherein the chassis (3) comprises at least two chassis components (4a, 4b) which each carry a series of running gears (10a, 10b; 10a', 10b') which are arranged one behind the other, each having at least one wheel rotation arrangement (11a, 11b; 11a', 11b') which can be adjusted transversely relative to a vertical longitudinal centre plane of the transport vehicle (1), and in that a central chassis component (4c) which is mechanically connected to the two chassis components (4a, 4b) is provided, characterised in that the central chassis component (4c) is replaceably received in the transport vehicle (1) and has a carrier (6c) which extends in the longitudinal direction of the transport vehicle (1), and in that there are provided on at least one and preferably on both side faces (7a, 7b) of this carrier (6c) connection means (5; 5c, 5c'), by means of which at least the first and / or the second vehicle chassis component (4a, 4b) can be mechanically secured to the central chassis component (4c) by way of connection means (5'; 5''; 5a, 5b) which are complementary to these connection means (5; 5a, 5b).

2. Transport vehicle according to claim 1, characterised in that the carrier (6c) of the central chassis component (4c) has one or more carrier segments which are arranged one behind the other in the longitudinal direction of the transport vehicle (1).

3. Transport vehicle according to either of the preceding claims, characterised in that in order to expand the central chassis component (4c) at at least one side face (7a, 7b) of the carrier (6c) or at least one carrier segment of this carrier (6c) an intermediate element is replaceably arranged.

4. Transport vehicle according to any one of the preceding claims, characterised in that the central chassis component (4c) has a transport face (8c) which is arranged on an upper face (7c) of the carrier (6c), wherein this transport face (8c) preferably protrudes at at least one side beyond the upper side face (7c) of the central carrier (6c).

5. Transport vehicle according to any one of the preceding claims, characterised in that the carrier (6c) of the central chassis component (4c) has at least one through-opening (9) through which electrical and / or mechanical and / or hydraulic and / or pneumatic control and / or monitoring elements of one of the two chassis components (4a, 4b) can be introduced to the other chassis component (4b, 4a).

6. Transport vehicle according to any one of the preceding claims, characterised in that on a transverse side of the transport vehicle (1) there is arranged a coupling apparatus (20) which has a coupling element (21) which is pivotably supported in the coupling apparatus (20) about an axis and by means of which the transport vehicle (1) can be coupled to a towing or pushing vehicle which moves it.

7. Transport vehicle according to claim 6, characterised in that the coupling device (20) is arranged at one end of the central chassis component (4c), preferably at one end of the central carrier (6c) of the central chassis component (4c).

8. Transport vehicle according to either claim 6 or 7, characterised in that the coupling apparatus (20) has at least four control cylinders (30a-30d), wherein at least two control cylinders (30a, 30c) are connected with their ring-side end via piston rods (31a, 31c) to a first side of the pivotable coupling element (21) and with their piston-side end to the coupling apparatus (20) and at least two control cylinders (30b, 30d) are connected with their ring-side end via piston rods (31b, 31d) to a second side of the pivotable coupling element (21) and with their piston-side end to the coupling apparatus (20), in that the two first running gears (10a, 10a') and the two second running gears (10b, 10b') each have a steering cylinder (40a, 40b; 40c, 40d), wherein in each case a first steering cylinder (40a or 40c) engages on a first wheel rotation arrangement (11a or 11b) and a second steering cylinder (40b or 40d) engages on a second wheel rotation arrangement (11a' or 11b') in such a manner that in each case a piston-side end of the corresponding steering cylinder (40a-40d) is connected to the chassis (3) and a ring-side end acts via a corresponding piston rod (41) on a steering unit (14 or 14') of the corresponding pair of wheel rotation arrangements (11a, 11a' or 11b, 11b'), and in that in each case a piston-side connection opening (32a-32d) of a control cylinder (30a-30d) is connected to a piston-side connection opening (42a-42d) of the steering cylinder (40a-40d) which is associated with this control cylinder (30a-30d) and a ring-side connection opening (43a-43d) of this steering cylinder (40a-40d) is connected to a ring-side connection opening (33a-33d) of this control cylinder (30a-30d) by means of corresponding hydraulic lines (35a-35d, 36a-36d).

9. Transport vehicle according to claim 8, characterised in that at least one control cylinder (30a, 30c; 30b, 30d) which is arranged at a first side of the chassis (3) is hydraulically connected to a steering cylinder (40a, 40c; 40b, 40d) which is arranged at the same side of the chassis (3).

10. Transport vehicle according to any one of the preceding claims, characterised in that at least one steering element (12a; 12b) of a series of wheel rotation arrangements (11a; 11b) is connected to a wheel rotation arrangement (11a; 11b) of another running gear (10) by means of a longitudinal tie rod (13a; 13b).

11. Transport vehicle according to any one of the preceding claims, characterised in that the first running gears (10a, 10a') are the front or one of the front axle lines and / or the second running gears (10b, 10b') are the rear or one of the rear axle lines of the chassis (3) of the transport vehicle (1).

12. Transport vehicle according to any one of the preceding claims, characterised in that the transport vehicle (1) has a first group of running gears (10) which are connected to the first running gears (10a, 10a') by means of longitudinal tie rods (13a, 13b), and / or in that the transport vehicle (1) has a second group of running gears (10) which are connected to the second running gears (10b, 10b') by means of additional longitudinal tie rods (13a', 13b').

13. Transport vehicle according to any one of the preceding claims, characterised in that at least one additional steering element (14a, 14b) on which the piston rod (41) of a steering cylinder (40a-40d) engages is provided, and in that at least two wheel rotation arrangements (11a; 11b) are connected to the additional steering element (14a; 14b) by means of at least two longitudinal tie rods (13a; 13b).

14. Transport vehicle according to any one of the preceding claims, characterised in that the coupling apparatus (20) is removably arranged on the chassis (3).