Modular Industrial Truck Substructures with Integrated Steering Counterweights
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Solution Overview
Problem
The existing methods for producing industrial truck substructures require different base frames and counterweights for 3-wheel and 4-wheel vehicles, limiting the versatility and simplifying the construction process, as the base frame design must accommodate specific steering devices and counterweights, making it impossible to use a 4WD base frame for a 3WD vehicle substructure.
Innovation Solution
A modular approach where identical or different substructure base frames and counterweights are provided, allowing for the selection and assembly of various substructures, with the steering device integrated into the counterweight, enabling the formation of different industrial truck substructures without the need for additional fastening arrangements on the base frame, and featuring a detachable connection for easy conversion between 3-wheel and 4-wheel configurations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If different base frames are designed for 3-wheel and 4-wheel vehicles, then the base frame can be optimized for specific steering devices, but the device complexity and number of parts increase
Solution Approach 1:
The base frame is designed with universal attachment points that can accommodate both steering blocks and swing axles. The attachment points are positioned and dimensioned to work with different steering device types, allowing a single base frame design to serve multiple vehicle configurations (3-wheel and 4-wheel) without requiring configuration-specific base frames.
Solution Approach 2:
The base frame is segmented into modular components with standardized attachment interfaces. The attachment points are designed as separate, interchangeable elements that can be configured for different steering devices, allowing the base frame to be adapted to various steering configurations without redesigning the entire structure.
2Reliability
If different base frames are used for different vehicle types, then each base frame can be optimized for its specific configuration, but the manufacturing cost and inventory requirements increase
Solution Approach 1:
A single base frame design with universal attachment points replaces the need for multiple configuration-specific base frames. This reduces the number of unique parts that must be manufactured and stocked, lowering both manufacturing complexity and inventory requirements while maintaining the ability to optimize for different steering configurations through the attachment point design.
3Adaptability or versatility
If the base frame includes fastening arrangements for different steering devices, then versatility is improved, but the base frame design becomes more complex
Solution Approach 1:
The base frame incorporates locally optimized attachment points that have the specific geometric properties and reinforcement needed for different steering device types. Each attachment point is designed with local structural features (such as reinforcement ribs, specific hole patterns, or mounting flanges) that provide the necessary strength and alignment for both steering blocks and swing axles, while the overall base frame structure remains simple and unified.
Data Source
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AI summary
The method involves providing same/different substructure base frames (10-1, 10-2). Different substructure counterweights (30-1, 30-2) are arranged for installation of a steering device (34) from a group of different steering devices that is assigned to the respective counterweights. The base frames and the counterweights to be connected with the base frames are selected in accordance with requirement of a desired substructure for an industrial truck. The selected base frames are assembled with the selected counterweights for the substructure of the truck. An independent claim is also included for an assembly group for the production of substructures of industrial trucks.