Lifting vehicle with automatically disconnectable and closable braking device

Abstract

The invention relates to a lifting vehicle (2). It has a chassis (4), a lifting device (10) that can be pivoted upwards relative to the chassis (4), a coupling device (14) arranged at a distance from the lifting device (10) and from the chassis (4), and a brake device (20) designed as an overrun brake.The brake device (20) is configured in a braking function position for braking a rotational movement of at least one wheel (8) of the chassis (4) depending on the position of a coupling element (16) of the coupling device (14) and has at least one brake force transmission element (22) which is configured for transmitting a braking force and extends at least partially between the coupling device (14) and the chassis (4) at least in the braking function position of the brake device (20). According to the invention, the brake force transmission element (22) is mounted on the lifting device (10) in such a way that the brake device (20) is automatically transferred into the braking function position with a pivoting movement of the lifting device (10) from an operating position to a driving position.

Description

[0001] The invention relates to a lifting vehicle. The lifting vehicle comprises a chassis, a lifting device, a coupling device, and a braking device. The chassis includes a chassis frame and at least one wheel rotatably mounted on the chassis frame about a pivot axis. The lifting device is used for lifting objects or persons. The lifting device has at least one elongated support element. The lifting device is pivotally mounted on the chassis frame about a lifting pivot axis, allowing it to be moved from an operating position to a driving position. The coupling device comprises a coupling element and a coupling frame. The coupling element is configured in at least one coupling position for coupling the lifting vehicle to a motor vehicle. The coupling element is slidably mounted on the coupling frame from a first position to a second position in a coupling displacement direction.The coupling device is arranged on the support element at a distance from the chassis. The brake device is configured in a braking position to brake the rotational movement of at least one wheel, depending on the position of the coupling element relative to the coupling frame. The brake device has at least one brake force transmission element. This brake force transmission element is designed to transmit a braking force and, at least in the braking position of the brake device, extends at least partially between the coupling device and the chassis.

[0002] Such a lifting vehicle is known in practice. This includes, for example, a inclined lift used to move loads such as furniture from the outside to building openings located above the ground floor. For this purpose, the lifting device must be moved into the operating position. For road travel, the lifting device must be moved into the travel position. By arranging the coupling device on the support element instead of on the chassis frame, the support element can also be used as a load-bearing component during road travel, and the chassis frame can be designed to be particularly lightweight. With the coupling device positioned on the support element, pivoting the lifting device around its pivot axis also means that the coupling device pivots around the same axis.

[0003] The known lifting vehicle features an overrun brake, a common design for car trailers. The brake force transmission element transfers the braking force from the coupling device to the wheel. It extends at a distance from the support element in the direction of travel, directly between the coupling device and the chassis. To pivot the lifting device relative to the chassis frame around the lifting pivot axis from the driving position to the operating position without damaging the brake system, the brake force transmission element must first be manually disconnected from an adjacent component of the brake system. Conversely, after pivoting the lifting device from the operating position to the driving position, the brake force transmission element must be manually reconnected to the component to bring the brake system into the braking position and thus make it operational.This entails considerable effort for the user of the lifting vehicle and therefore poses a significant safety risk, as failure to connect the brake force transmission element to the other element of the braking device before a road journey results in a non-functional brake.

[0004] The object of the present invention is to provide a lifting vehicle designed in such a way that the effort required to operate it is reduced while ensuring maximum reliability.

[0005] According to the invention, the braking force transmission element is mounted on the lifting device in such a way that the braking device is automatically moved into the braking position by pivoting the lifting device into the driving position. This eliminates the need for manual intervention to achieve the braking position. In particular, the braking device is designed such that pivoting the lifting device into the driving position does not automatically move the braking device into the braking position. This increases the reliability of the braking device while reducing the effort required by the user.

[0006] The lifting vehicle is preferably a lift. It is particularly preferably a construction, furniture, and / or inclined lift. Alternatively, the lifting vehicle may preferably also be, for example, a crane or a mobile elevating work platform. The aforementioned lifting vehicles have in common that the lifting device is designed to bridge a height difference or to lift a load, for which purpose the support element is aligned in the operating position of the lifting device such that it extends upwards from the vehicle frame. In particular, the lifting device has a plurality of telescopic support elements along which, in the operating position, a furniture container is preferably slidable.

[0007] The chassis preferably comprises at least two wheels. The chassis frame is preferably designed at least substantially mirror-symmetrically with respect to a vertical mirror plane oriented in the direction of travel. With respect to the direction of travel, the at least one wheel is preferably arranged between the coupling device and the lifting pivot axis. The at least one wheel contacts a ground plane, in which, ideally, a ground surface lies during operation of the lifting vehicle. The ground plane is not intersected by the lifting vehicle.

[0008] The lifting device is pivotable from the travel position to the operating position and back, particularly by means of an actuator, preferably a hydraulic cylinder. The lifting pivot axis extends, in particular, parallel to the ground plane. The at least one support element is preferably a rail or a beam. In the travel position, the lifting device preferably rests on the chassis frame with a section spaced apart from the lifting pivot axis. Preferably, the lifting vehicle has a pivoting device between the lifting device and the chassis frame for pivoting the lifting device relative to the chassis frame about a lateral pivot axis angled to the ground plane, in particular at right angles.

[0009] The coupling device is preferably of a conventional design with regard to its function. The coupling element is designed for connection to a standard passenger car trailer hitch and therefore features a ball coupling. The coupling displacement direction, in which the coupling element is slidably mounted from the first position to the second position, coincides in particular with a longitudinal direction of the support element and / or the direction of travel. The coupling element is preferably positioned facing away from the chassis frame. The coupling device is arranged at an end of the lifting device facing away from the lifting pivot axis.

[0010] The braking device is preferably designed as an overrun brake. This means that the braking device is designed to brake the wheel depending on the displacement of the coupling element relative to the coupling frame. In the event of braking of the motor vehicle to which the lifting vehicle is coupled for road travel, the braking force results from the relative movement of the coupling frame towards the coupling element, which in turn arises from the inertia of the entire lifting vehicle, with the exception of the coupling element.

[0011] The brake function position is to be understood as meaning that the brake device is operational in this position and braking depends solely on the aforementioned relative movement. Alternatively to the brake function position, the brake device is, in particular, arranged in a brake disconnect position. The brake device is automatically moved into the brake disconnect position, in particular by the pivoting movement of the lifting device from the driving position and / or operating position. The aforementioned positions of the brake device are preferably and necessarily mechanically linked to the aforementioned positions of the lifting device.

[0012] The brake force transmission element is located, at least partially, between the clutch assembly and the chassis, insofar as it transmits the braking force from the clutch assembly to the chassis. The preposition "between" is therefore not necessarily to be understood in a strictly geometric sense, but rather functionally. However, a strictly geometric arrangement of the brake force transmission element between the clutch assembly and the chassis can be advantageous. Specifically, the brake force transmission element is preferably mounted on the support element of the lifting device.

[0013] Preferably, the braking device is designed such that the brake force transmission element is configured to transmit the braking force to a brake force receiving element of the braking device located downstream of the brake force transmission element. The brake force receiving element preferably serves, like the brake force transmission element, to transmit the braking force to the wheel. The brake force receiving element is preferably mounted on the chassis. The mounting of the brake force transmission element on the lifting device and the brake force receiving element on the chassis preferably ensures that the braking device is separated between the brake force transmission element and the brake force receiving element by the pivoting movement of the lifting device from the driving position to the operating position.

[0014] The braking device is preferably designed such that the brake force transmission element is brought into contact with the brake force receiving element by the pivoting movement of the lifting device into the driving position. In particular, the brake force transmission element is always in contact with the brake force receiving element in the driving position of the lifting device. In this way, the braking force is reliably transmitted. The contact between the brake force transmission element and the brake force receiving element defines, in particular, the braking function position. The foregoing preferably applies regardless of the position of the coupling element relative to the coupling frame. As an alternative to the described necessary contact in the braking function position, it is conceivable that the contact between the brake force transmission element and the brake force receiving element in the braking function position is only established when the coupling element is displaced relative to the coupling frame.Generally speaking, it is of course also possible for the coupling element to have a different mobility relative to the coupling frame than just pure displacement.

[0015] Preferably, the braking device is designed such that the braking force transmission element transmits the braking force to the braking force receiving element by means of pressure. This means that, in contrast to, for example, pressure on part of an eyelet of a flexible element that is under overall tensile stress, the braking force receiving element is primarily subjected to compressive stress. For this purpose, the braking force receiving element is particularly rigid. Braking force transmission by means of pressure allows for a mechanically simple design of the detachable braking device. Particularly preferably, the pressure is exerted in an angled direction relative to the ground plane during operation in order to transmit the braking force from the lifting device to the wheel. Alternatively, transmission of the braking force from the braking force transmission element to the braking force receiving element by means of tension is also conceivable.

[0016] The brake force transmission element is advantageously mounted on the chassis so that it can slide in a pressure direction. This pressure direction is preferably perpendicular to a radial line referenced to the lifting pivot axis, which intersects the brake force transmission element. Particularly preferably, the pressure direction is perpendicular to the ground plane. The pressure exerted by the brake force transmission element during operation causes it to shift in the pressure direction. This provides a mechanically simple and therefore reliable method of force transmission.

[0017] The brake force receiving element preferably comprises a longitudinal element extending elongated in the pressure direction and a plate element. The plate element is arranged at an end of the longitudinal element facing the brake force transmission element and extends, in particular, across a surface perpendicular to the pressure direction. While the longitudinal element enables a slim and lightweight design of the brake device despite the pressure transmission, the plate element increases reliability by creating a large surface area for absorbing the pressure from the brake force transmission element.

[0018] The braking force transmission element preferably comprises a rotatably mounted rolling element for rolling along the braking force receiving element. This enables at least a largely frictionless transmission of the braking force from the braking force transmission element to the braking force receiving element, particularly in cases where the braking force transmission element is mounted differently for movement than the braking force receiving element. The rolling element is preferably rotatable about an axis parallel to the lifting pivot axis and / or projects towards the braking force receiving element. The rolling element is particularly preferably mounted on a non-rotating part of the braking force transmission element by means of a ball bearing.

[0019] Preferably, the braking device includes a brake force supply element. The brake force supply element is mounted on the brake force transmission element, opposite the brake force receiving element. The brake force supply element is designed to transmit the braking force to the brake force transmission element by means of a pull. For this purpose, the brake force supply element can be rigid or flexible. By arranging the brake force transmission element between the brake force supply element and the brake force receiving element, the brake force transmission element is designed to convert the braking force from a pulling force into a pushing force.

[0020] Preferably, the braking device includes a first brake force deflection element between the brake force receiving element and the wheel. This first brake force deflection element is designed to transmit the braking force. The first brake force deflection element is preferably pivotally mounted on the chassis about a first pivot axis. Particularly preferably, the brake force receiving element is mounted directly on the first brake force deflection element. Furthermore, a brake force transmission element of the braking device is preferably arranged on the first brake force deflection element. In particular, the first brake force deflection element transmits the braking force to the brake force transmission element, which in turn can be designed to be flexible, by means of a pulling force. With this design of the braking device, the braking force is transmitted to the wheel as a pulling force directed in the direction of travel, as with conventional overrun brakes.

[0021] Preferably, the braking force transmission element is pivotally mounted on the lifting device, particularly on the support element, about a transmission pivot axis. This allows for a simple and reliable mechanical conversion of a pulling force into a pushing force. The transmission pivot axis is preferably fixed relative to the support element or the support element nearest to it.

[0022] Preferably, the brake force transmission element and the lifting device form at least one stop that limits the pivoting movement of the brake force transmission element about the transmission pivot axis. Particularly preferably, the brake force transmission element and the lifting device form two stops that limit both a clockwise and a counterclockwise pivoting movement. This prevents excessive pivoting of the brake force transmission element, which could result in the brake force receiving element being missed when the brake is being intentionally engaged.

[0023] The brake force transmission element preferably has a first transmission leg for transmitting the braking force and a second transmission leg for receiving the braking force. The second transmission leg extends at an angle to the first transmission leg. In the braking position, the first transmission leg rests against the brake force receiving element or incorporates the rolling element. The second transmission leg is designed to receive the braking force from the brake force supply element. Both transmission legs preferably extend radially to the transmission pivot axis. In a side view of the lifting vehicle, the brake force transmission element is thus preferably V-shaped. This, in turn, makes the lifting vehicle particularly simple and lightweight.

[0024] Between the brake force transmission element and the wheel, the brake device preferably has a length-variable adjustment device designed to transmit the braking force. This adjustment device allows the brake device to be adjusted, for example, in the event of temperature-induced length changes in elements of the brake device, so that the braking force is transmitted optimally. The adjustment device particularly comprises two adjusting components connected to each other by means of a self-locking thread.

[0025] The braking device is preferably designed with a transmission such that the distance traveled by at least one element of the braking device, which transmits the braking force when in the braking position, during a movement of the coupling element from the first position to the second position, is greater than the distance traveled by the coupling element itself from the first position to the second position. These distances are to be understood, for example, relative to the chassis frame. The transmission factor is particularly greater than 1.1, preferably greater than 1.2, and most preferably 1.3. The transmission factor is preferably achieved by mounting the element transmitting the braking force so that it is pivotally movable and has lever arms of different sizes for receiving and transmitting the braking force.The translation compensates for tolerances that inevitably arise from the inventive redesign of the braking device, so that the braking quality is no worse than with a conventional overrun brake.

[0026] Preferably, the braking device has at least one second brake force deflection element arranged between the coupling element and the brake force transmission element. The second brake force deflection element is pivotably mounted on the coupling device about a second pivot axis and is designed to transmit the braking force. Particularly preferably, the braking device has two such second brake force deflection elements. The first brake force deflection element and / or the second brake force deflection element is identical or similar to the brake force transmission element, preferably with two transmission arms. The second brake force deflection element allows the braking device to be guided directly along the lifting device, making unintentional external damage to the braking device less likely than with a ground-level arrangement of the brake force transmission element.

[0027] The coupling device is preferably arranged on the support element so that it can be moved from the coupling function position into a coupling engagement position in the direction of travel towards the chassis. The engagement direction corresponds in particular to the longitudinal direction of the support element. The movable nature of the coupling device, including the coupling element, ensures that, even at low operating heights, the coupling device does not obstruct the path between the end of the support element furthest from the chassis and a building on which the lifting vehicle is being used.

[0028] The brake force transmission element is preferably decoupled from the aforementioned displacement.

[0029] The braking device preferably comprises a brake force transmission insertion device, which includes a brake force transmission sleeve element and a brake force supply element designed as a rod. The brake force supply element is inserted into the brake force transmission sleeve element in the direction of insertion or against the direction of insertion. The brake force transmission insertion device is thus telescopic and designed to accommodate the movement of the coupling device. The brake force transmission insertion device allows the coupling device to move without the need for manual adjustment of the braking device, thereby minimizing operating effort even with maximum functionality.

[0030] The brake force supply element preferably has a first stop surface angled towards the insertion direction. The brake force transmission sleeve element preferably has a second stop surface angled towards the insertion direction. The second stop surface is positioned such that it rests against the first stop surface when the coupling device is in the engaged position. This means that the brake force transmission insertion device is enabled to transmit tensile forces simply by moving the coupling device into the engaged position, for example, without requiring a separate locking mechanism for the brake force transmission sleeve element relative to the brake force supply element.

[0031] In an advantageous embodiment of the invention, the chassis frame forms at least a partial locking device. The locking device is configured in a locking position to lock the brake system in the braking position. In the locking position, the locking device thus prevents, in particular, unintentional separation of the brake force transmission element from the brake force receiving element. This further increases the safety of the brake system.

[0032] The locking device preferably has two locking partners that are fixed to each other in the locked position. A first of the two locking partners is located on the chassis frame, and a second of the two locking partners is located on the lifting device. In particular, the locking device is one that is also used to lock the lifting device in the driving position. This dual function is achieved without resulting in a more failure-prone design of the lifting vehicle than would otherwise be necessary.

[0033] Preferably, the locking device is designed such that it is automatically moved from an unlocked position to the locked position by the pivoting movement of the lifting device into the driving position. Conversely, moving the locking device from the locked position to the unlocked position requires manual intervention, in particular to reliably prevent unintentional disconnection of the braking device. For automatic movement, the locking device includes, in particular, a spring or the like.

[0034] In an advantageous embodiment of the invention, the lifting vehicle is designed such that, at least when the lifting device is in the travel position, the coupling device is in the coupling function position, and the coupling element is in the first position, and when the lifting vehicle is standing on a ground plane, a pivot point of the lifting vehicle is positioned such that, in an operating position of the lifting vehicle in which the lateral pivot axis is oriented perpendicular to the ground plane, it is arranged on the one hand to a vertical plane perpendicular to the ground plane in which the axis of rotation of the wheel lies, and on the other hand to the vertical plane in a travel position in which a longitudinal support element is angled less sharply to the ground plane than in the operating position, in particular parallel to the ground plane. In the travel position, the lateral pivot axis is in particular angled at less than 90° to the ground plane.The driving position is assumed particularly when the lifting vehicle is coupled to a motor vehicle for transport. The operating position is assumed when the lifting vehicle is used for lifting loads. This positioning of the center of gravity results in a particularly low vertical load of the lifting vehicle on the motor vehicle and avoids the need for a support wheel on the coupling device. The driving position is particularly preferably characterized by the fact that the longitudinal direction of the support element is angled to the ground plane such that the distance of a first end of the support element, arranged on the chassis, from the ground plane is greater than the distance of a second end of the support element, opposite the first end, from the ground plane.

[0035] Further details and advantages of the invention can be seen in the schematically illustrated figures described below; they show: Fig. 1 shows a lifting vehicle according to the invention in a driving position in a perspective view, Fig. 2 shows the lifting vehicle according to Fig. 1 in an operational position with a lifting device in a driving position in a side view, Fig. 3a lifting vehicle according to Fig. 2 with the lifting device in an operating position in a longitudinal section, Fig. 4a lifting vehicle according to Fig. 2 with the lifting device in the driving position and a coupling element in a first position in a longitudinal section, Fig. 5, the lifting vehicle according to Fig. 2 with the lifting device in the driving position and the coupling element in a second position in a longitudinal section, Fig. 3b - 3d Detail views of the Fig. 3a , Fig. 4b - 4d Detailed views of the Fig. 4a and Figs. 5b - 5d Detailed views of the Fig. 5a .

[0036] The features described below and illustrated by the figures can also lead to further developments of the invention in combinations other than those directly described. Parts with identical or similar effects are provided with identical reference numerals.

[0037] The figures illustrate a lifting vehicle 2 according to the invention. Fig. 1 Figure 2 shows the lifting vehicle in a driving position in which it is coupled to a motor vehicle (not shown). Fig. 2 Figure 2 shows the lifting vehicle in an operational position, in which it is to be used for lifting loads. In this operational position, the lifting vehicle 2 is to be secured by lowering unnumbered supports.

[0038] The lifting vehicle 2 has a chassis 4. The chassis 4 comprises a chassis frame 6 and two wheels 8 mounted on the chassis frame 6 so as to be rotatable about a pivot axis DA.

[0039] The lifting vehicle 2 has a lifting device 10. In the illustrated embodiment, the lifting device 10 comprises five elongated support elements 12 and is therefore telescopic. The lifting device 10 is in the operating position according to Fig. 3a by means of a lifting actuator 58 into the driving position according to Fig. 4a The lifting device 10 is pivotally mounted on the chassis frame 6 about a lifting pivot axis HA. Furthermore, the lifting device 10 is pivotally mounted relative to the chassis frame 6 about a lateral pivot axis SA, which in the operating position according to Fig. 2 is arranged perpendicular to a ground plane BE on which the lifting vehicle 2 stands with its wheels 8.

[0040] The lifting vehicle 2 has a coupling device 14. The coupling device 14 comprises a coupling element 16, which is mounted directly on the vehicle, and a coupling frame 18. As is typical for overrun brakes, the coupling element 16 is slidably mounted relative to the coupling frame 18 from a first position to a second position in a coupling displacement direction KR. The coupling frame 18 is spaced apart from the chassis 4 and is mounted on the lifting device 10. In the driving position, the lifting device 10 thus serves as the vehicle frame between the coupling device 14 and the chassis 4.

[0041] Overall, the lifting vehicle 2 is designed in such a way that its center of gravity SP in the operating position according to Fig. 2 in the direction of travel behind a vertical plane VE and in the driving position according to Fig. 1 The vertical plane VE lies in the direction of travel. The vertical plane VE is perpendicular to the ground plane BE and arranged such that the axis of rotation DA lies within the vertical plane VE.

[0042] The lifting vehicle 2 has a braking device 20. In a braking position, the braking device 20 serves to brake the rotational movement of the wheels 8 depending on the position of the coupling element 16 relative to the coupling frame 18. A multitude of elements serve to transmit a braking force from the coupling element 16 to the wheels 8. These elements are shown in detail in the illustrations ( Fig. 3b - 3d , 4b - 4d and 5b - 5d ) illustrated in detail and described below.

[0043] A tensile-resistant brake force line element 62 is arranged on the coupling element 16. The brake force line element 62 is connected to a brake force deflection element 60, which is pivotally mounted about a deflection pivot axis UA3 on the coupling frame 18. Another tensile-resistant brake force line element 64 is arranged on the brake force deflection element 60. The brake force line element 64 is also arranged on a brake force deflection element 46. The brake force deflection element 46 is pivotally mounted about a further deflection pivot axis UA2 on the coupling frame 18. A tensile-resistant brake force transmission insertion device 48 is arranged on the brake force transmission insertion device 48. A brake force transmission element 22 is arranged on the brake force transmission insertion device 48. The brake force transmission element 22 is pivotally mounted about a transmission pivot axis ÜA on the lifting device 10.Following the brake force transmission element 22 is a pressure-resistant brake force receiving element 24, which is slidably mounted on the chassis frame 6. The brake force receiving element 24 is arranged on a brake force deflection element 40. The brake force deflection element 40 is pivotally mounted on the chassis frame 6 about a deflection pivot axis UA1. A tensile-resistant brake force transmission element 42 with an adjustment device 44 is arranged on the brake force deflection element 40, leading to brake pads (not shown in detail) for braking the wheels 8.

[0044] The brake force transmission element 22 has a first transmission leg 36 for transmitting the braking force to the brake force receiving element 24. The brake force transmission element 22 also has a second transmission leg 34 for receiving the braking force from the brake force transmission insertion device 48. In longitudinal section, the second transmission leg 34 extends radially away from the transmission pivot axis, like the first transmission leg 36, and is angled relative to the first transmission leg 36.

[0045] On the first transmission leg 36, the brake force transmission element 22 has a rotatably mounted rolling element 26. The rolling element 26 serves to roll against the brake force receiving element 24.

[0046] The brake force receiving element 24 comprises a longitudinal element 28 and a plate element 30. The longitudinal element 28 extends lengthwise in a pressure direction DR, in which the brake force receiving element 24 is slidably mounted. The plate element 30 extends at an end of the longitudinal element 28 facing the brake force transmission element 22. In the braking position of the brake device 20, the rolling element 26 rests against the plate element 30 and is configured to roll on the plate element 30. By means of the rolling element 26, the brake force transmission element 22 is configured in the braking position to transmit the braking force by means of pressure on the brake force receiving element 24.The design of the brake device 20 by the brake force transmission element 22 and the brake force receiving element 24 enables the brake force transmission element 22 to be brought into contact with the brake force receiving element 24 by the pivoting movement of the lifting device 10 from the operating position to the driving position. This automatically closes the brake device 20 and moves it into the braking function position.

[0047] The brake force transmission element 22 and the lifting device 10 form two stops 32 ( Fig. 3c and 5c The two stops 32 limit the pivoting movement of the brake force transmission element 22 about the transmission pivot axis ÜA. This ensures that the rolling element 26 comes into contact with the plate element 30 when the lifting device 10 pivots into the driving position.

[0048] The braking device 20 is designed as a transmission mechanism. The transmission mechanism is configured such that the distance traveled by the brake force transmission element 42 during braking, when the clutch element 16 moves from the first position to the second position, is greater than the distance traveled by the clutch element 16 itself from the first position to the second position. This transmission mechanism is achieved by having two legs of the brake force diverting element 40 of different lengths.

[0049] The coupling device 14 is arranged on the support element 12 so as to be displaceable from the coupling function position shown in an entry direction ER towards the chassis 4 into a coupling entry position ( Fig. 2 To accommodate this displacement, the brake force transmission insertion device 48 has a brake force transmission sleeve element 50 and a brake force supply element 38 designed as a rod, which is to be inserted into the brake force transmission sleeve element 50 in or against the insertion direction ER. The insertion direction ER is, in particular, arranged parallel to a longitudinal support element TR of the support element 12 and is in the driving position according to Fig. 1 arranged at least essentially parallel to the ground plane BE.

[0050] The lifting vehicle 2 has a locking device 52. The locking device 52 comprises a first locking partner 54 and a second locking partner 56. The locking partner 56 is arranged on the chassis frame 6. The locking partner 54 is arranged on the lifting device 10. The locking device 52 serves to fix the locking partners 54 and 56 in a locked position relative to each other such that the brake device 20 remains in the braking position. Bezugszeichenliste

[0051] 2 Lifting vehicle 4 Chassis 6 Chassis frame 8 Wheel 10 Lifting device 12 Support element 14 Coupling device 16 Coupling element 18 Coupling frame 20 Brake device 22 Brake force transmission element 24 Brake force absorption element 26 Rolling element 28 Longitudinal element 30 Plate element 32 Stop 34 Second transmission leg 36 First transmission leg 38 Brake force supply element 40 First brake force deflection element 42 Brake force transmission element 44 Adjustment device 46 Second brake force deflection element 48 Brake force transmission insertion device 50 Brake force transmission sleeve element 52 Locking device 54 Second locking partner 56 First locking partner 58 Lifting actuator 60 Third brake force deflection element 62 First brake force supply element 64 second brake force line element BE Ground level DA Rotation axis DR Pressure direction ER Entry direction HA Lifting pivot axis KRK Coupling displacement direction SA Lateral pivot axis SP Center of gravity TR Longitudinal direction of support element ÜA Transmission pivot axis UA1 First deflection pivot axis UA2 Second deflection pivot axis UA3 Third deflection pivot axis V Vertical plane

Claims

1. Lifting vehicle (2), comprising: - a chassis (4) comprising a chassis frame (6) and at least one wheel (8) rotatably mounted on the chassis frame (6) about an axis of rotation (DA); - a lifting device (10) for lifting objects or persons, comprising at least one elongated support element (12) and pivotably mounted on the chassis frame (6) about a lifting pivot axis (HA) from an operating position to a travel position; - a coupling device (14) comprising a coupling element (16) configured in at least one coupling function position of the coupling device (14) for coupling the lifting vehicle (2) to a motor vehicle; and a coupling frame (18) on which the coupling element (16) is slidably mounted from a first position to a second position in a coupling displacement direction (KR) and which is arranged on the support element (12) opposite the chassis (4). - a braking device (20),which is configured in a braking function position for braking a rotational movement of at least one wheel (8) depending on the position of the coupling element (16) relative to the coupling frame (18) and has at least one brake force transmission element (22) configured for transmitting a braking force and which, at least in the braking function position of the brake device (20), extends at least partially between the coupling device (14) and the chassis (4), , characterized by the fact that the brake force transmission element (22) is mounted on the lifting device (10) in such a way that the brake device (20) is automatically transferred to the braking function position by a pivoting movement of the lifting device (10) into the driving position.

2. Lifting vehicle according to claim 1, characterized bya design of the brake device (20) such that the brake force transmission element (22) is designed to transmit the brake force to a brake force receiving element (24) of the brake device (20) which is located downstream of the brake force transmission element (22) and is mounted on the chassis (4).

3. Lifting vehicle according to claim 2, characterized by a design of the brake device (20) such that the brake force transmission element (22) is brought into contact with the brake force receiving element (24) by the pivoting movement of the lifting device (10) into the driving position.

4. Lifting vehicle according to claim 2 or 3, characterized by a design of the brake device (20) such that the brake force transmission element (22) is designed to transmit the brake force by means of a pressure on the brake force receiving element (24).

5. Lifting vehicle according to one of claims 2 to 4, characterized by the fact thatthe brake force receiving element (24) is mounted on the chassis (4) so ​​as to be displaceable in a pressure direction (DR).

6. Lifting vehicle according to claim 5, characterized by the fact that the brake force receiving element (24) has a longitudinal element (28) extending elongately in the pressure direction (DR) and a plate element (30) arranged at an end of the longitudinal element (28) facing the brake force transmission element (22).

7. Lifting vehicle according to one of claims 2 to 6, characterized by the fact that the brake force transmission element (22) comprises a rotatably mounted rolling element (26) for rolling on the brake force receiving element (24).

8. Lifting vehicle according to one of claims 2 to 7, characterized by the fact that The braking device (20) comprises a braking force supply element (38) mounted on the braking force transmission element (22) at a distance from the braking force receiving element (24), which is designed to transmit the braking force to the braking force transmission element (22) by means of a pull.

9. Lifting vehicle according to one of claims 2 to 8, characterized by the fact that The brake device (20) has a first brake force deflection element (40) between the brake force receiving element (24) and the wheel (8), which is pivotably mounted on the chassis (4) about a first deflection pivot axis (UA1) and which is designed to transmit the brake force.

10. Lifting vehicle according to claim 9, characterized by the fact that the first brake force deflection element (40) is designed to transmit the braking force by means of a pull on a brake force transmission element (42) of the brake device (20).

11. Lifting vehicle according to one of the preceding claims, characterized by the fact that the brake force transmission element (22) is pivotably mounted on the lifting device (10) about a transmission pivot axis (ÜA).

12. Lifting vehicle according to claim 11, characterized by the fact thatthe brake force transmission element (22) and the lifting device (10) form at least one stop (32) which limits a pivoting movement of the brake force transmission element (22) about the transmission pivot axis (ÜA).

13. Lifting vehicle according to one of the preceding claims, characterized by the fact that the brake force transmission element (22) has a first transmission leg (36) for transmitting the braking force and a second transmission leg (34) extending at an angle to the first transmission leg (36) for receiving the braking force.

14. Lifting vehicle according to one of the preceding claims, characterized by the fact that the braking device (20) between the braking force transmission element (22) and the wheel (8) has at least one length-variable adjusting device (44) designed to transmit the braking force.

15. Lifting vehicle according to one of the preceding claims, characterized by the fact thatthe brake device (20) is designed to provide a transmission such that a distance traveled by at least one element (42) of the brake device (20) in the braking function position during a displacement of the clutch element (16) from the first position to the second position is greater than a distance traveled by the clutch element (16) from the first position to the second position.

16. Lifting vehicle according to one of the preceding claims, characterized by the fact that the brake device (20) has at least a second brake force deflection element (46) which is arranged between the coupling element (16) and the brake force transmission element (22), is pivotably mounted on the coupling device (14) about a second deflection pivot axis (UA2) and is designed to transmit the brake force.

17. Lifting vehicle according to one of the preceding claims, characterized by the fact thatthe coupling device (14) is arranged on the support element (12) so as to be slidable from the coupling function position into a coupling insertion position in a direction of entry (ER) towards the chassis (4).

18. Lifting vehicle according to claim 17, characterized by the fact that the braking device (20) comprises a brake force transmission insertion device (48) which has a brake force transmission sleeve element (50) and a brake force supply element (38) designed as a rod, which is to be inserted into the brake force transmission sleeve element (50) in or against the insertion direction (ER).

19. Lifting vehicle according to claim 18, characterized by the fact thatthe brake force supply element (38) forms a first stop surface angled towards the direction of entry (ER) and the brake force transmission sleeve element (50) forms a second stop surface angled towards the direction of entry (ER), which is positioned such that it rests against the first stop surface in the clutch function position of the clutch device (14).

20. Lifting vehicle according to one of the preceding claims, characterized by the fact that the chassis frame (6) forms a locking device (52) which is configured in a locking position to lock the brake device (20) in the brake function position.

21. Lifting vehicle according to claim 20, characterized by the fact thatthe locking device (52) has two locking partners (54, 56) which are fixed to each other in the locking position, wherein a first of the two locking partners (56) is arranged on the chassis frame (6) and a second of the two locking partners (54) is arranged on the lifting device (10).

22. Lifting vehicle according to claim 20 or 21, characterized by the fact that the locking device (52) is designed such that it is automatically transferred from an unlocked position to the locked position by the pivoting movement of the lifting device (10) into the driving position.

23. Lifting vehicle according to one of the preceding claims, characterized bya design such that, at least when the lifting device (10) is in the driving position, the coupling device (14) is in the coupling function position, and the coupling element (16) is in the first position, and when the lifting vehicle (2) is standing upright on a ground plane (BE), a center of gravity (SP) of the lifting vehicle (2) is positioned such that, in an operating position of the lifting vehicle (2) in which a lateral pivot axis (SA), about which the lifting device (10) can be pivoted laterally relative to the vehicle frame (6), is oriented perpendicular to the ground plane (BE), it is arranged on the one hand to a vertical plane (VE) perpendicular to the ground plane (BE) in which the axis of rotation (DA) of the wheel (4) lies, and in a driving position in which a longitudinal support element direction (TR) is angled less to the ground plane (BE) than in the operating position, in particular parallel to the ground plane (BE), it is arranged on the other hand to the vertical plane (VE).

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