NO761895L

NO761895L -

Info

Publication number: NO761895L
Application number: NO761895A
Authority: NO
Inventors: B J Mccoll
Original assignee: Owens Illinois Inc
Priority date: 1975-06-05
Filing date: 1976-06-04
Publication date: 1976-12-07
Also published as: CA1056873A; FI761598A7; JPS51147814A; SE7606345L; BR7603607A

Description

TERRENGKJORETOY.OFF-ROAD JERSEY TOY.

Foreliggende oppfinnelse vedrorer generelt et selvgående kjoretoy, som stort sett anvendes for transport av langstrakt last over veilost terreng. Oppfinnelsen vedrorer mere presisert et med gummihjul forsynt kjoretoy med en slik hjulopphengning og drivanordning at det får en balansert vekt- og kraftfordeling for samtlige hjul. The present invention generally relates to a self-propelled vehicle, which is mostly used for the transport of elongated loads over roadless terrain. More specifically, the invention relates to a vehicle equipped with rubber wheels with such a wheel suspension and drive device that it gets a balanced distribution of weight and power for all wheels.

I korthet kan sies at kjoretoyet omfatter en langstrakt ramme, som utgjor kjoretoyets basisdel. Denne ramme er balansert på sentrale partier av modulutformede forreste og bakre hjulaggre-gater, som fortrinnsvis hver har fire firesidet med mellomrom anordnede hjul. Hjulopphengningen i firehjulsaggregatene er utformet for å gi bevegelsesfrihet om lengde- og tverrakser, som ligger med vertikal avstand over hverandre. Firehjulsaggregatene er svingbart montert på en bjelke slik at de er bevegelige om en lengdeakse, som er parallell med kjoretoyets lengdeakse. På In short, it can be said that the vehicle comprises an elongated frame, which forms the basic part of the vehicle. This frame is balanced on central portions of modular front and rear wheel assemblies, preferably each having four four-sided spaced wheels. The wheel suspension in the four-wheel units is designed to provide freedom of movement about the longitudinal and transverse axes, which lie at a vertical distance above each other. The four-wheel units are pivotably mounted on a beam so that they are movable about a longitudinal axis, which is parallel to the vehicle's longitudinal axis. On

den nedre, dvs. tverraksen i hvert hjulaggregat er to svingarmer montert slik at de er svingbare på en balansert måte, idet hver svingarm bærer et par sidehjul. således er svingarmene bevegelige om firehjulsaggregatets tverrakse mens selve firehjulsag-gregatet er svingbart om lengdeaksen. En mekanisk forbindelse, som strekker seg fra det ene firehjulsaggregat til kjoretoyets ramme og derfra til det andre firehjulsaggregat regulerer de relative svingestillinger for disse deler. the lower, i.e. transverse axis in each wheel assembly, two swing arms are mounted so that they can be swung in a balanced way, each swing arm carrying a pair of side wheels. thus, the swing arms are movable about the transverse axis of the four-wheel unit, while the four-wheel saw unit itself is pivotable about the longitudinal axis. A mechanical connection, which extends from one four-wheel assembly to the frame of the vehicle and from there to the other four-wheel assembly, regulates the relative swing positions of these parts.

Kjoretoyets drivanordning omfatter en serie differensialutvekslinger for oppdeling av drivkraften mellom de to firehjulsaggre-gater og avgir drivkraften likt til hvert drevet hjul. En låse-anordning i disse differensialutvekslinger utgjor en antislurings-mekanisme for anvendelse når ett av de drevne hjul mister feste mot marken. The vehicle's drive device comprises a series of differential gears for dividing the driving force between the two four-wheel aggregates and delivers the driving force equally to each driven wheel. A locking device in these differential transmissions forms an anti-skid mechanism for use when one of the driven wheels loses its grip on the ground.

Fortrinnsvis er alle hjul styrbare, og styresystemet er utformet for å tillate skrå eller siderettet kjoring såvel som konvensjonell svingning. Preferably, all wheels are steerable and the steering system is designed to allow oblique or sideways driving as well as conventional turning.

Et kjoretoy utstyrt på denne måte har flere fordeler sammenlignet med tidligere kjente terrengkjoretoy inklusive slike kjoretoy som har en leddet sentrairamme og kjoretoy av sporleggende type. Fordelene blir mere fremtredende når kjoretoyet anvendes for transport av lange gjenstander, f.eks. trestammer me.d lengder på 12 m eller mer, over blot og oppbrutt eller ujevnt terreng. Når hindringer slik som storre stener eller klipper, falne trær eller grofter påtreffes av kjoretoyet ifolge oppfinnelsen bibeholder dets hjulopphengning stort sett lik belastning på hvert hjul. A toy equipped in this way has several advantages compared to previously known all-terrain toy including such toy that has an articulated central frame and toy of track-laying type. The advantages become more prominent when the vehicle is used for the transport of long objects, e.g. tree trunks with lengths of 12 m or more, over bare and broken or uneven terrain. When obstacles such as large stones or rocks, fallen trees or rough surfaces are encountered by the vehicle according to the invention, its wheel suspension maintains a largely equal load on each wheel.

En viktig fordel med oppfinnelsen er effektiviteten, som frembys av dens mekaniske drivanordning. Den sammenbygde utformning og plassering av de forskjellige komponenter i drivanordningen og hjulopphengningene frembyr en hårdhet og levetid som kreves ved kontinuerlig hårde driftsbetingelser. Omfattende anvendelse av modulutformede komponenter tjener til å minske produksjons- og vedlikeholdsomkostningene. En annen viktig fordel er den at alle disse muligheter finnes i et kjoretoy som har relativt liten hoyde og lavt tyngdepunkt. An important advantage of the invention is the efficiency provided by its mechanical drive. The integrated design and placement of the various components in the drive device and wheel suspensions provide a hardness and longevity required under continuous harsh operating conditions. Extensive use of modular components serves to reduce production and maintenance costs. Another important advantage is that all these possibilities can be found in a vehicle that has a relatively small height and low center of gravity.

Oppfinnelsen skal' nu beskrives nærmere under henvisning til tegningene, hvor The invention will now be described in more detail with reference to the drawings, where

fig. 1, 2 og 3 viser en foretrukket utforelsesform av oppfinnel-sesgjenstanden fra siden, forfra resp. ovenifra. fig. 1, 2 and 3 show a preferred embodiment of the object of the invention from the side, from the front, respectively. from above.

Fig. 4 viser i perspektiv en bakre del av kjoretoyet hvor visse deler er utelatt for å vise hjulopphengningssystemet for det bakre firehjulsaggregat. Fig. 5 viser et del-oppriss fra siden av det bakre firehjulsaggregat efter linjen 5-5 i fig. 6, idet med strekede linjer stillingen for svingarmen og tilhorende drivmekanisme i maksimalt utsvingt stilling vises. Fig. 6 er en del av et planriss efter linjen 6-6 gjennom det i fig. 7 viste bakre firehjulsaggregat. Fig. 7 viser i storre målestokk et snitt efter linjen 7-7 i fig. 3. Fig. 4 shows in perspective a rear part of the vehicle where certain parts have been omitted to show the wheel suspension system for the rear four-wheel assembly. Fig. 5 shows a partial elevation from the side of the rear four-wheel assembly along the line 5-5 in fig. 6, as dashed lines show the position of the swing arm and associated drive mechanism in the maximum swing position. Fig. 6 is part of a plan view along the line 6-6 through that in fig. 7 showed the rear four-wheel assembly. Fig. 7 shows on a larger scale a section along the line 7-7 in fig. 3.

v v

Fig. 8 viser i storre målestokk et snitt efter linjen 8-8 i fig. 1, idet strekede linjer viser tomme- og tippemekanismen. Fig. 9 viser i storre målestokk et snitt efter linjen 9-9 i fig. 8, idet visse deler er utelatt slik at hovedsakelig de innvendige detaljer i krengningsreguleringsanordningen vises. Fig. 10 viser et snitt i likhet med fig. 7 men med hjulene i det forreste og bakre hjulaggregat i maksimale krengestillinger. Fig. 11 viser i forholdsvis stor målestokk og delvis i snitt et sideriss av kraftoverforingshuset for det bakre hjulaggregat efter linjen 11-11 i fig..7. Fig. 12 viser delvis i snitt og plan kraftoverforingshuset sett efter linjen 12-12 i fig. 7. Fig. 13 viser delvis i snitt et sideriss av det forreste hjul-aggregats kraftoverforingshus, hvorved sees de innvendige detaljer i dets ovre- eller kraftinngangsdel og en klokobling, som anvendes for låsing av kraftinngangsakselen mot veggen i kraftoverforingshuset. Fig. 14 viser et frontriss av den ovre del av kraftoverforingshuset ifolge fig. 13, hvorved hovedsakelig sees utvendige detaljer på klokoblingen. Fig. 15 viser et delvis skjematisk planriss av den mekaniske del av undersystemet for styring av det bakre firehjulsaggregat med tilstandsregulatoren innstilt for konvensjonell styring og med hjulene i stillinger rett fremover. Fig. 16 viser et riss i likhet med fig. 15 men med styrekompo-nentene og hjulene i stilling for venstresving. Fig. 17 er et riss i likhet med fig. 15 men med tilstandsregulatoren og hjulene i stilling for maksimal hoyrerettet skråkjoring. Fig. 18 er et delvis skjematisk planriss av det bakre firehjulsaggregat ifolge fig. 15, hvor den hydrauliske del av undersystemet i styreanordningen sees. Fig. 8 shows on a larger scale a section along the line 8-8 in fig. 1, dashed lines showing the thumb and tip mechanism. Fig. 9 shows on a larger scale a section along the line 9-9 in fig. 8, as certain parts have been omitted so that mainly the internal details of the roll control device are shown. Fig. 10 shows a section similar to fig. 7 but with the wheels in the front and rear wheel assemblies in maximum heeling positions. Fig. 11 shows, on a relatively large scale and partially in section, a side view of the power transmission housing for the rear wheel assembly along line 11-11 in Fig. 7. Fig. 12 shows a partial section and plan of the power transmission housing seen along the line 12-12 in fig. 7. Fig. 13 shows a partial cross-section of a side view of the front wheel assembly's power transmission housing, showing the internal details in its upper or power input part and a claw coupling, which is used to lock the power input shaft against the wall of the power transmission housing. Fig. 14 shows a front view of the upper part of the power transmission housing according to fig. 13, whereby mainly external details of the claw coupling are seen. Fig. 15 shows a partially schematic plan view of the mechanical part of the subsystem for steering the rear four-wheel assembly with the condition regulator set for conventional steering and with the wheels in straight ahead positions. Fig. 16 shows a view similar to fig. 15 but with the steering components and wheels in position for left turns. Fig. 17 is a drawing similar to fig. 15 but with the condition regulator and the wheels in position for maximum right-hand slanting. Fig. 18 is a partially schematic plan view of the rear four-wheel assembly according to fig. 15, where the hydraulic part of the subsystem in the steering device is seen.

Kjoretoyet som vises på tegningene er et transportkjoretoy av det slag som anvendes for transport av trestammer fra et avvirk-ningsområde i en skog til et område inntil en vei. Spesielt av figurene 1-3 fremgår at kjoretoyet 20 omfatter en ramme 21 med lastbærende bukker 22, som er anordnet for å bære flere trestammer 23. Forreste og bakre firehjulsenheter 24 og 26 er festet i rammen 21 ved hjelp av ledd slik at de er svingbare i sideretning i forhold til kjoretoyets lengdeakse. En krengningsreguleringsanordning 28 forbinder firehjulsenhetene med hverandre og med rammen slik at disses relative stillinger reguleres under drift. Fortrinnsvis er en motor 30 anordnet i den bakre ende av kjoretoyet og et forerhus 31 i den forreste ende. The vehicle shown in the drawings is a transport vehicle of the type used for transporting tree trunks from a felling area in a forest to an area next to a road. In particular, figures 1-3 show that the vehicle 20 comprises a frame 21 with load-bearing frames 22, which are arranged to carry several tree trunks 23. Front and rear four-wheel units 24 and 26 are attached to the frame 21 by means of joints so that they are pivotable laterally in relation to the longitudinal axis of the vehicle. A tilt control device 28 connects the four-wheel units to each other and to the frame so that their relative positions are regulated during operation. Preferably, an engine 30 is arranged at the rear end of the vehicle and a cab 31 at the front end.

Den viste ramme 21 omfatter en langstrakt, rorformet konstruksjon, som strekker seg i lengderetningen langs midtlinjen av rammen. Rammen 32, som tjener som basisdel for kjoretoyet kan være et sylindrisk ror sammensatt av en forreste og en bakre del 34 resp. 36, hvilke er identiske eller utskiftbare. De rorformede sek-sjoner kan være lukket 37 i endene for å danne oppbevarings-, tanker (fig. 9) for brensel eller hydraulisk fluidum. Flere tverrbjelker 38, 39, 40 og 41 i rammen rager i side- The frame 21 shown comprises an elongated, rudder-shaped construction, which extends longitudinally along the center line of the frame. The frame 32, which serves as the base part for the vehicle can be a cylindrical rudder composed of a front and a rear part 34 or 36, which are identical or interchangeable. The tubular sections may be closed 37 at the ends to form storage tanks (Fig. 9) for fuel or hydraulic fluid. Several cross beams 38, 39, 40 and 41 in the frame project in the side

retning utover fra rammekonstruksjonen slik at de danner bunner i de lastbærende bukker. Opprettstående sidestotter 44 er anordnet i de ytre ender av tverrbjelkene. Sidestottene langs den ene eller begge sider av kjoretoyet kan være demonterbare for å tillate sideveis tomming av lasten vedhelling av rammen 21. direction outwards from the frame construction so that they form bottoms in the load-bearing trestles. Upright side supports 44 are arranged at the outer ends of the cross beams. The side supports along one or both sides of the vehicle can be demountable to allow lateral emptying of the load by tilting the frame 21.

Av tegningene fremgår at det forreste og bakre firehjulsaggregat 24 og 26 er nesten identiske med hverandre, og for korthets skyld er derfor samme deler beskrevne under henvisning bare til det ene hjulaggregat. Folgelig vises på figurene, 4-7 på tegningene detaljer i det bakre firehjulsaggregat 26. Hovedsakelig kan detaljene i dette aggregat oppdeles i to funksjonsgrupper, nemlig slike som horer til drivmekanismen for tilforsel av drivkraft til de fire hjul og slike som horer til hjulopphengningssysternet for å understotte rammen sentralt mellom hjulaggregatets fire hjul. Hjulopphengningssysternet omfatter et åk 46 med to armer 48 og 49, som strekker seg utover og nedover over motsatte sider av et hus for drivoverforingen 50. I de nedre ender av disse armer er It appears from the drawings that the front and rear four-wheel assembly 24 and 26 are almost identical to each other, and for the sake of brevity the same parts are therefore described with reference only to the one wheel assembly. Consequently, the figures, 4-7 show details of the rear four-wheel assembly 26. Mainly, the details of this assembly can be divided into two functional groups, namely those belonging to the drive mechanism for supplying drive power to the four wheels and those belonging to the wheel suspension system to support the frame centrally between the wheel assembly's four wheels. The wheel suspension system comprises a yoke 46 with two arms 48 and 49, which extend outwards and downwards over opposite sides of a housing for the drive transmission 50. At the lower ends of these arms are

svingarmer eller pendelarmer 52, 53 svingbart festet ved hjelp av bossinger i sine midtpartier til koaksialt på linje med hverandre liggende akseltapper 55, 56 forlopende tvers på kjoretoyets lengdeakse. For enkelhets skyld vil den felles svingeakse for svingarmene bli betegnet som stigningsakse. Hjulmoduler 58 og 59 er montert på flenser 60 resp. 61, som ligger i de ytre ender swing arms or pendulum arms 52, 53 pivotably attached by means of bosses in their middle parts to axle pins 55, 56 lying coaxially in line with each other extending across the vehicle's longitudinal axis. For the sake of simplicity, the common pivot axis for the pivot arms will be referred to as the pitch axis. Wheel modules 58 and 59 are mounted on flanges 60 or 61, which is located at the outer ends

av hver svingarm. I den foretrukne utforelsesform har hjulmodul-ene lavtrykksdekk, dvs. med trykk på 0,35 til 0,70 kp/cm, og hver hjulmodul er montert slik at en rett linje mellom paret av hjul-akser for en svingarm loper under dens stigningsakse. Mellom-partier 62 og 63, som befinner seg mellom endene og midten av hver svingarm er inntrukket innover hvorved svingarmene blir stort sett W-formede sett ovenifra.Herved fås plass for styring mellom dekkene og svingarmene. I den viste utforelsesform er plassen tilstrekkelig til å tillate svingning 30° til hver side fra stillingen rett fremover. of each swing arm. In the preferred embodiment, the wheel modules have low-pressure tires, i.e. with a pressure of 0.35 to 0.70 kp/cm, and each wheel module is mounted so that a straight line between the pair of wheel axes for a swingarm runs below its axis of pitch. Intermediate parts 62 and 63, which are located between the ends and the middle of each swing arm, are drawn inward, whereby the swing arms are largely W-shaped when viewed from above. This provides space for steering between the tires and the swing arms. In the embodiment shown, the space is sufficient to allow swinging 30° to each side from the straight forward position.

De ovre partier 64 og 65 av åket 46 er stivt forenet ved hjelp av to par stort sett rombisk utformede flensplater 66 og 67. The upper parts 64 and 65 of the yoke 46 are rigidly united by means of two pairs of largely rhombic-shaped flange plates 66 and 67.

En måte å forene de ovre partier 64 og 65 med hverandre på erOne way to unite the upper parts 64 and 65 with each other is

å forme koaksiale på linje med hverandre liggende rette sylin-derdeler 70, 71 langs overkanten av de ovre partier og å innfore disse sylindriske deler i hull, som er boret i tilsvarende par av flensplatene og å sveise de sylindriske partier til flensplatene. En rektangulær åpning oventil mellom de ovre partier av åket tillater at overdelen av huset 50 for drivoverforingen stikker opp gjennom åpningen et stykke,, som er tilstrekkelig til å tillate at sentrum på den ovre aksel i huset 50 ligger på linje med drivaksen og sentrum på flensplatene. Hvert par flensplater har en hul lagringsaksel 7 2 forlopende mellom sentrum av platene, hvorved det dannes et ledd for krengningsaksen. Hvert firehjulsaggregat har to slike ledd og ligger slik at de i lengderétningen spenner over midten av huset 50. Et tilsvarende antall lagringsdeler 74, 75 er festet til undersiden av rammen 21 ved hjelp av pilarer 76, 77. Med denne utformning er svinge-. aksen for firehjulsenhetene parallell med lengdeaksen for rammen og ligger direkte under denne. Alternativt kan svingeaksen for to form coaxial straight cylindrical parts 70, 71 lying in line with each other along the upper edge of the upper parts and to insert these cylindrical parts into holes drilled in corresponding pairs of the flange plates and to weld the cylindrical parts to the flange plates. A rectangular opening at the top between the upper parts of the yoke allows the upper part of the drive transmission housing 50 to protrude through the opening a distance sufficient to allow the center of the upper shaft in the housing 50 to be aligned with the drive shaft and the center of the flange plates . Each pair of flanged plates has a hollow bearing shaft 7 2 running between the center of the plates, whereby a link is formed for the heeling axis. Each four-wheel unit has two such links and is located so that in the longitudinal direction they span the middle of the housing 50. A corresponding number of storage parts 74, 75 are attached to the underside of the frame 21 by means of pillars 76, 77. With this design, the swing-. the axis of the four-wheel units parallel to the longitudinal axis of the frame and lies directly below it. Alternatively, the pivot axis for

firehjulsenhetene falle sammen med midtaksen for rammerorskonstruksjonen ved at det er anordnet lagringsorganer i overdelene av utvekslingshusene for hjulopphengningskonstruksjonen under anvendelse av sylindriske partier av rammerorskonstruksjonen slik som leddtapper. I en slik alternativ utforelse kan drivaksen ligge under krengningsaksen. Stoppeorganer 78, 79 på pilarene 76, 11 er.anordnet for å begrense vinkelbevegelsene for hver firehjulsenhet om dens krengningsakse. the four-wheel units coincide with the center axis of the frame tube structure by arranging storage means in the upper parts of the exchange housings for the wheel suspension structure using cylindrical parts of the frame tube structure such as hinge pins. In such an alternative embodiment, the drive axis can lie below the heeling axis. Stop means 78, 79 on the pillars 76, 11 are provided to limit the angular movements of each four-wheel unit about its roll axis.

Den relative vinkelbevegelse av firehjulsenhetene i forhold til hverandre og i forhold til rammen 21 reguleres av en krengningsreguleringsanordning 28, som bevirker at rammen svinges proporsjonalt med, fortrinnsvis halvparten av den totale vinkelforskyv-ning mellom den forreste og den bakre firehjulsenhet. Vinkelfor-skyvning mellom firehjulsenhetene skjer under kjoring over ujevnt terreng hvis marken under den forreste firehjulsenhet i sideretning skråner til motsatt side i forhold til hva marken under den bakre firehjulsenhet gjor, hvilket kan inntreffe når kjoretoyet fores skrått over en groft. Krengningsreguleringsanordningen, som vises i fig. 9, er en konisk differensialutveksling som omfatter tanndrev 82 og sidetannhjul 84 og 86 samt et hus 90. Differensialutvekslingen er montert under rammerorskonstruksjonen 32 ved hjelp av konsoller 91 og 92 og er svingbar i disse men holdes normalt i en fast svingestilling i forhold til rammerorskons truks jonen . Sidetannhjulene 84 og 86 er ved hjelp av kile-forbindelse festet på inntilliggende ender av momentror 94 og 95, som strekker seg i motsatte retninger av den forreste og resp. • den bakre firehjulsenhet, hvor momentrorenes ender ved skruefor-bindelse er festet til flensplater 66 i hjulopphengningsåket, hvilket f.eks. fremgår for momentroret 95 i fig. 6. The relative angular movement of the four-wheel units in relation to each other and in relation to the frame 21 is regulated by a roll control device 28, which causes the frame to be swung proportionally by, preferably half of the total angular displacement between the front and rear four-wheel units. Angular forward displacement between the four-wheel units occurs when driving over uneven terrain if the ground under the front four-wheel unit slopes laterally to the opposite side in relation to what the ground under the rear four-wheel unit does, which can occur when the vehicle is driven diagonally over a bump. The roll control device, which is shown in fig. 9, is a conical differential transmission which comprises gear 82 and side gears 84 and 86 as well as a housing 90. The differential transmission is mounted under the frame rod construction 32 by means of brackets 91 and 92 and is pivotable in these but is normally held in a fixed pivoting position in relation to the frame rod shoe the ion. The side gears 84 and 86 are attached by means of a wedge connection to the adjacent ends of the torque rudders 94 and 95, which extend in opposite directions from the front and resp. • the rear four-wheel unit, where the ends of the torque rods are attached by screw connection to flange plates 66 in the wheel suspension yoke, which e.g. appears for the torque rudder 95 in fig. 6.

Av ovenstående fremgår at hver relativ sideveis helling eller krengning av en firehjulsenhet vil bevirke at dens momentror og sidetannhjul roterer, hvorved tanndrevene roterer, hvilket igjen medforer at det motsatte sidetannhjul, dets momentror og fire-hj ulsenhet roterer i den motsatte retning et like langt stykke i forhold til rammerorskonstruksjonen. En av fordelene med et kjoretoy som er forsynt med den foran beskrevne opphengnings- og krengningsreguleringsanordning er den, at når et hjul trykkes oppover véd en siderettet krengning av en hjulenhet, vil det inn treffe en velproporsjonert oppadrettet forskyvning av den tilsvarende side av lasteplattformen. Således kan ved samme maksimale krengning et kjoretoy utstyrt på denne måte svinges 50% nærmere oversiden av "hjulene enn et kjoretoy som ikke er utstyrt på denne måte. From the above, it appears that each relative sideways pitch or roll of a four-wheel unit will cause its torque steer and side gear to rotate, causing the gears to rotate, which in turn causes the opposite side gear, its torque steer and four-wheel assembly to rotate in the opposite direction an equal distance in relation to the frame tube construction. One of the advantages of a vehicle equipped with the suspension and roll control device described above is that, when a wheel is pushed upwards by a sideways roll of a wheel unit, it will cause a well-proportioned upward displacement of the corresponding side of the loading platform. Thus, at the same maximum tilt, a vehicle equipped in this way can be swung 50% closer to the top of the wheels than a vehicle not equipped in this way.

Av fig. 8 fremgår at differensialhuset 90 fortrinnsvis er på en slik måte innstillbart festet til tverrbjelken 40 i rammen 21 ved hjelp av en hydraulisk stempel-sylinderenhet 98, at nivået for rammens fundament kan velges vilkårlig. For eksempel kan " rammens fundament stilles inn vannrett hvis onskelig når kjoretoyet anvendes på en skråning. Den hydrauliske stempel-sylinderenhet kan også anvendes for å krenge rammen til en vinkelende-stilling som vist med strekede linjer på tegningen for å tomme lasten. From fig. 8 it appears that the differential housing 90 is preferably in such a way adjustably attached to the cross beam 40 in the frame 21 by means of a hydraulic piston-cylinder unit 98, that the level of the foundation of the frame can be chosen arbitrarily. For example, "the foundation of the frame can be set horizontally if desired when the vehicle is used on a slope. The hydraulic piston-cylinder assembly can also be used to tilt the frame to an angle end position as shown in dashed lines in the drawing to empty the load.

Kjoretoyets drivsystem begynner med en motor 100, som fortrinnsvis er montert i den. bakre ende av rammerorskons truks jonen 32 (se figur 1). En flertrinnsoverfbring 102 med innstilling for kjoring fremover, noytralinnstilling og innstilling for kjoring bakover er anordnet for å overfore kraft fra motoren via hoveddrivakselen 104, som strekker seg under rammerorskonstruksjonen til inngangsdelen 106 i den bakre drivoverf brings hus 50 (se figur 11) , og derfra fremover, ved hjelp av en efterfolgende drivaksel til den forreste drivoverfbrings hus 51. Sentralaksen for inngangsdelen 106 og alle efterfolgende drivaksler foran denne faller fortrinnsvis sammen med kjoretoyets krengningsakse og holdes på linje med hverandre. I den viste utforelse er disse efterfolgende drivaksler roterbart og konsentrisk understbttet innvendig i momentrbrene. The vehicle's drive system begins with an engine 100, which is preferably mounted therein. rear end of the frame rod shoe the truks ion 32 (see figure 1). A multi-stage transmission 102 with forward drive setting, neutral setting and reverse drive setting is arranged to transmit power from the engine via the main drive shaft 104, which extends under the frame rod structure to the input part 106 in the rear drive transmission housing 50 (see Figure 11), and from there forward, by means of a trailing drive shaft to the front drive transmission housing 51. The central axis of the input part 106 and all subsequent drive shafts in front of it preferably coincide with the roll axis of the vehicle and are kept in line with each other. In the embodiment shown, these subsequent drive shafts are rotatable and concentrically supported internally in the moment beams.

Den ene ende av inngangsdelen 106 for den bakre drivoverfbring 50 er fleksibelt koblet til hoveddrivakselen 104 og den andre ende er fremstilt i ett stykke med huset 110 for en differensialutveksling i firehjulsenheteh (se fig. 11). Sidetannhjulet 112 ved den forreste ende av differensialutvekslingen er ved hjelp av knaster og spor festet på en fremoverrettet rorformet aksel 114, som bærer et primært inngangsdrev 116 for drift av huset 118 i et fbrste trinns differensial 120 ved den bakre drivoverfbrings hus 50. Det andre sidetannhjul 122 er ved hjelp av knaster og spor festet på en motaksel 123, som strekker seg fremover gjennom et hult nav 121 i differensialutvekslingens hus 110 og derpå gjennom midten av den rorformede aksel 114 til en akselkobling 124 utenfor huset 50. One end of the input part 106 for the rear drive transmission 50 is flexibly connected to the main drive shaft 104 and the other end is made in one piece with the housing 110 for a differential transmission in a four-wheel unit (see Fig. 11). The side gear 112 at the front end of the differential gear is attached by means of lugs and tracks to a forward-directed tube-shaped shaft 114, which carries a primary input drive 116 for driving the housing 118 of a first stage differential 120 at the rear drive transmission housing 50. The second side gear 122 is, by means of lugs and grooves, attached to a countershaft 123, which extends forwards through a hollow hub 121 in the differential gear housing 110 and then through the center of the tubular shaft 114 to a shaft coupling 124 outside the housing 50.

Inngangsakselen 125 for den forreste drivoverfbrings hus får drivkraft fra en mellomdrivaksel 126, som er koblet mellom inn-gangs akselen 125 og den foran nevnte motaksel 123. Midtpartiet av denne inngangsaksel 125 bærer et drivtannhjul 128 for drift av huset 130 i en fbrste trinns differensialutveksling i den ' forreste drivoverfbrings hus. Dette drivtannhjul er roterbart montert på inngangsakselen og har en klokoblingsflate 132 på sin forreste ende for valgfritt inngrep med en forskyvbar klokoblings-del 134, som ved hjelp av knaster og spor er festet på den forreste ende av inngangsakselen. På den motsatte side av den forskyvbare koblingsdel 134 befinner en andre klokoblingsflate 136 seg, som er festet i innerveggen av drivoverfbringens hus. The input shaft 125 for the front drive transmission housing receives drive power from an intermediate drive shaft 126, which is connected between the input shaft 125 and the aforementioned countershaft 123. The middle part of this input shaft 125 carries a drive gear 128 for operating the housing 130 in a first-stage differential transmission in the ' front drive transmission housing. This drive gear is rotatably mounted on the input shaft and has a claw coupling surface 132 on its front end for optional engagement with a displaceable claw coupling part 134, which by means of lugs and grooves is attached to the front end of the input shaft. On the opposite side of the displaceable coupling part 134, a second claw coupling surface 136 is located, which is fixed in the inner wall of the drive transmission housing.

Ved kjoring i terreng når drivkraften fra begge firehjulsenheter kreves, er den forskyvbare koblingsdel i inngrep med koblingsflaten 132 på drivtannhjulet i den forreste drivoverfbrings hus, hvorved inngangsakselen og drivtannhjulet sammenlåses. I denne stilling overforer drivanordningen like stor kraft til begge drivoverfbringer via differensialutvekslingen i firehjulsenheten i den bakre drivoverfbrings hus. Når kjoretoyet kjbrer på en vei og drivkraften fra den forreste hjulenhet ikke kreves uten bket hastighet er viktig, kan den forskyvbare koblingsdel være i inngrep med koblingsflaten 136 på veien i drivoverfbringens hus. Dette låser inngangsakselen 1.25 mot rotasjon sammen med de foregående drivkomponenter tilbake til og inklusive sidetannhjulet 122 i differensialutvekslingen i den bakre firehjulsenhet. Låsing av det ene sidehjul 122 i denne differensialutveksling medfbrer at det andre sidehjul 122 og komponentene som drives av dette roterer med det doble av normal hastighet, hvorved fås mulighet for fordobling av kjoretoyets hastighet ved kjoring på vei. Når drivsystemet er fort til denne sistnevnte, stilling, When driving off-road when the driving force from both four-wheel units is required, the displaceable coupling part engages with the coupling surface 132 on the drive pinion in the front drive transmission housing, whereby the input shaft and the drive pinion are locked together. In this position, the drive device transfers an equal amount of power to both drive transmissions via the differential gear in the four-wheel unit in the rear drive transmission housing. When the vehicle is traveling on a road and the driving force from the front wheel unit is not required but speed is important, the displaceable coupling part can be engaged with the coupling surface 136 on the road in the drive transmission housing. This locks the input shaft 1.25 against rotation together with the previous drive components back to and including the side gear 122 in the differential gear in the rear four-wheel unit. Locking of one side wheel 122 in this differential gear causes the other side wheel 122 and the components driven by it to rotate at double the normal speed, thereby making it possible to double the vehicle's speed when driving on the road. When the drive system is fast to this latter position,

er driften av den forreste firehjulsgruppe frikoblet og hjulene lbper fritt. the operation of the front four-wheel group is disengaged and the wheels run freely.

Ved betraktning av hjuldrivanordningene i hver firehjulsenhetWhen considering the wheel drive devices in each four-wheel unit

og med begynnelse av forste trinns differensialutveksling 120 fremgår at de efterfolgende elementer i både den forreste og den'bakre drivoverfbrings hus er identiske, hvorfor de vil bli beskrevet stort sett under henvisning til drivoverfbringens hus 50 ifolge fig. 11. I grove trekk driver forste trinns differensial et par andre trinns differensialer, .som igjen driver to hjul hver slik at de tilveiebringer balansert kraftfordeling til de fire hjul i firehjulsenheten. Differensialhuset 118 i det forste trinns differensialutveksling 120 er montert på en hovedaksel 140, hvis ender hviler i lagre 142 og 143, som ligger i de motsatte ender av drivoverfbringens hus. Differensialutvekslingens 120 side- eller utgangstannhjul 146 og 147 er montert på koaksiale,'rorformede aksler 148 resp. 150, som igjen and with the beginning of the first stage differential transmission 120 it appears that the following elements in both the front and the rear drive transmission housing are identical, which is why they will be described largely with reference to the drive transmission housing 50 according to fig. 11. Roughly speaking, the first stage differential drives a pair of second stage differentials, which in turn drive two wheels each so that they provide balanced power distribution to the four wheels of the four-wheel unit. The differential housing 118 in the first stage differential transmission 120 is mounted on a main shaft 140, the ends of which rest in bearings 142 and 143, located at opposite ends of the drive transmission housing. The side or output gears 146 and 147 of the differential transmission 120 are mounted on coaxial tubular shafts 148 and 148 respectively. 150, which again

er konsentrisk roterbart understbttet på hovedakselen 140. Drivtannhjul 151 og 152, som er festet til sidétannhjulenes aksler står i inngrep med drevne tannhjul 154 og 155, som er festet til differensialhusene 160 resp. 161 på et par andre trinns differensialutvekslinger 164 og 165. Disse differensial-hus er koaksiale og roterbart montert på på linje med hverandre liggende sekundære hovedaksler 166 og 167, som forlbper innover fra lagre 168 og 169 på motsatte sider av drivanordningens hus is concentrically rotatably supported on the main shaft 140. Drive gears 151 and 152, which are attached to the shafts of the side gears mesh with driven gears 154 and 155, which are attached to the differential housings 160 resp. 161 on a pair of second stage differential gears 164 and 165. These differential housings are coaxial and rotatably mounted on aligned secondary main shafts 166 and 167, which extend inwards from bearings 168 and 169 on opposite sides of the drive housing

til sentralt beliggende lagre 170 og 171, som er understbttet av en flensdel 172 på den vertikale midtlinje av drivoverfbringens hus. Det andre trinns differensialutveksling 164 ved' den forreste ende av drivoverfbringens hus 50 i den venstre del av fig. 11 overforer drivkraft til de to forreste hjul i fire-hj ulsenheten , mens det andre trinns differensialutveksling 165 ved den bakre ende av drivoverfbringens hus fordeler drivkraft til de to bakre hjul i firehjulsenheten. For å gjore beskriv-elsen enkel er drivkomponentene i den forreste differensialutveksling 164 gitt like henvisningsbetegnelser mens detaljene i den bakre differensialutveksling 165 er gitt ulike henvisningsbetegnelser. Sidétannhjulene 174 og 175 på de ytre sider av de to differensialer 164 og 165 er ved hjelp av knaster og spor festet på de ytre ender av de sekundære hovedaksler 166 og 167. Festet ved hjelp av spor og knaster på de indre ender av disse aksler er tilsvarende sylindriske tannhjul 178 og 179. Mellom sidétannhjulene og de sylindriske tannhjul for hver aksel 166 og 167 ligger de andre eller de indre sidetannhjul 180 og 181 i de to differensialer. Disse indre sidetannhjul 180 og 181 har inn- to centrally located bearings 170 and 171, which are supported by a flange portion 172 on the vertical center line of the drive transmission housing. The second stage differential gear 164 at the front end of the drive transmission housing 50 in the left part of fig. 11 transfers drive power to the two front wheels in the four-wheel unit, while the second stage differential gear 165 at the rear end of the drive transmission housing distributes drive power to the two rear wheels in the four-wheel unit. To make the description simple, the drive components in the front differential transmission 164 are given the same reference designations, while the details in the rear differential transmission 165 are given different reference designations. The side gears 174 and 175 on the outer sides of the two differentials 164 and 165 are attached by means of lugs and grooves to the outer ends of the secondary main shafts 166 and 167. Attached by means of grooves and lugs to the inner ends of these shafts are corresponding cylindrical gears 178 and 179. Between the side gears and the cylindrical gears for each axle 166 and 167 are the second or inner side gears 180 and 181 in the two differentials. These internal side gears 180 and 181 have in-

over rettede navdeler 182 og 183, som er konsentrisk og roterbart montert på sine resp. aksler 166 og 167 og har sylindriske tannhjul 186 og 187 festet ved hjelp av spor og knaster til sine indre ender. over straightened hub parts 182 and 183, which are concentrically and rotatably mounted on their respective shafts 166 and 167 and have cylindrical gears 186 and 187 attached by means of slots and cams to their inner ends.

Som det best sees av fig. 12 driver de to med like henvisningsbetegnelser forsynte tannhjul 186 og 178, som drives av det andre trinns differensial 164 i den forreste halvdel av drivoverf bringens hus, sylindriske tannhjul 190 resp. 192 for de venstre og hbyre forhjul i firehjulsenheten. På lignende måte driver de to med ulike henvisningsbetegnelser forsynte tannhjul 179 og 187, som er drevet av det andre trinns differensial 165, som ligger i den bakre halvdel av drivoverfbringens hus, sylindriske tannhjul 197 resp. 199 for de venstre og hbyre bakre hjul. Disse siste fire tannhjul 190, 192, 197 og 199 i drivanordningen er festet til resp. roterbare utgangsaksel 200, 202, 207 og 209 i drivoverfbringens hus. As can best be seen from fig. 12, the two similarly designated gears 186 and 178, which are driven by the second stage differential 164 in the front half of the transmission housing, drive cylindrical gears 190 resp. 192 for the left and right front wheels in the four-wheel unit. In a similar manner, the two differently designated gears 179 and 187, which are driven by the second stage differential 165, located in the rear half of the drive transmission housing, drive cylindrical gears 197 and 187 respectively. 199 for the left and right rear wheels. These last four gears 190, 192, 197 and 199 in the drive device are attached to resp. rotatable output shafts 200, 202, 207 and 209 in the drive transmission housing.

Hver av de fire utgangsaksler er fleksibelt forbundet med en Each of the four output shafts is flexibly connected to a

utvendig drivaksel 210 ved hjelp av en konstanthastighetskobling 212. En rettvinklet drivmekanisme 214 er forbundet med den ytre ende av hver ytre drivaksel ved hjelp av en knast-og sporforsynt universalkobling 216 (se fig. 4 og 5). Hvert hjul drives av en aksel 218, som forlbper i sideretning fra den rettvinklede vinkelutveksling. Fblgelig tilfores balansert drivkraft til hvert av de fire hjul i både den forreste og bakre firehjulsenhet. outer drive shaft 210 by means of a constant velocity coupling 212. A right-angle drive mechanism 214 is connected to the outer end of each outer drive shaft by means of a cam and spline universal coupling 216 (see Figs. 4 and 5). Each wheel is driven by a shaft 218, which extends laterally from the right angle gear. Normally, balanced driving power is supplied to each of the four wheels in both the front and rear four-wheel units.

En antislurings- eller tvangsdrivanordning er anordnet for å sperre alle differensialene når drivforholdene mellom hjulene og marken er slik at ett av hjulene slipper grepet og begynner å spinne forholdsvis fritt. Denne tvangsdrivanordning omfatter en serie hydraulisk manbvrerte koblinger, som mot hverandre låser i det minste ..to av tre elementer i hver differensial hvorved det hindres relativrotasjon mellom utgangsakslene for differensialene. Hovedsakelig omfatter hver kobling et antall ringformede koblingsskiver, hvorav halvparten ved hjelp av spor og knaster er festet på én del i differensialen mens alternerende skiver ved hjelp av spor og knaster er festet til den andre del av differensialen. I frittlbpende stilling er disse kob lingsskiver anordnet med en viss avstand for derpå å presses til hård ikke-slurende beroring med hverandre ved hjelp av et hydraulisk manovrert ringstempel. Koblingen 2 20 i den ovre venstre del av drivoverforingens hus i fig. 11 er anordnet for sam-menlåsing av de to utgående aksler 114 og 123 for differensialen mellom firehjulsenhetene, hvilken differensial tilforer drivkraft til den bakre resp. den forreste firehjulsenhet.Alternerende koblingsskiver 121 er ved hjelp av spor og knaster festet på en trommel 223 som igjen ved hjelp av spor og knaster er festet på akselen 114, som driver inngangstannhjulet 116 i den bakre drivoverf orings hus. Den andre halvdel av koblingsskivene 226 er ved hjelp av knaster og spor festet til en innvendig trommel 228, som er festet til den utgående aksel 223, som overforer drivkraft til den forreste firehjulsenhets inngangstannhjul.• Et ringstempel 230 er anordnet i en ringformet sylinder 232 i ende-partiet av den innvendige trommel 2 28. En aktiveringsledning 234 i et hydraulisk system står i forbindelse med sylinderen via et hull 236 i veggen i drivoverforingéns hus. An anti-slip or forced drive device is arranged to block all the differentials when the driving conditions between the wheels and the ground are such that one of the wheels releases its grip and starts spinning relatively freely. This forced drive device comprises a series of hydraulically operated couplings, which mutually lock at least two of three elements in each differential, whereby relative rotation between the output shafts of the differentials is prevented. Mainly, each coupling comprises a number of ring-shaped coupling discs, half of which are fixed by means of grooves and lugs to one part of the differential, while alternating discs are fixed by means of grooves and lugs to the other part of the differential. In the free-running position, these coupling discs are arranged at a certain distance and are then pressed into hard, non-slipping contact with each other by means of a hydraulically operated ring piston. The coupling 2 20 in the upper left part of the drive transmission housing in fig. 11 is arranged for interlocking the two output shafts 114 and 123 for the differential between the four-wheel units, which differential supplies driving force to the rear resp. the front four-wheel unit. Alternating clutch disks 121 are fixed by means of grooves and cams on a drum 223 which in turn is fixed by means of grooves and cams on the shaft 114, which drives the input gear wheel 116 in the rear drive transmission housing. The other half of the clutch discs 226 is attached by means of lugs and grooves to an inner drum 228, which is attached to the output shaft 223, which transmits driving force to the front four-wheel unit input gear. • An annular piston 230 is arranged in an annular cylinder 232 in the end part of the inner drum 2 28. An activation line 234 in a hydraulic system is in connection with the cylinder via a hole 236 in the wall of the drive transmission housing.

Det forste trinns differensial 123 er forsynt med doble koblinger 237 og 238 av lignende konstruksjon og disse tjener til å låse begge de utgående aksler 248 og 250 i forhold til dif-ferensialens hus 118. Funksjonelt kreves bare en kobling for å tilveiebringe låsing, men to koblinger er anordnet for å balan-sere den dynamiske belastning og for å tilveiebringe oket kob-lingskapasitet. Ringformede hydrauliske stempler 241 og 242 The first stage differential 123 is provided with double clutches 237 and 238 of similar construction and these serve to lock both output shafts 248 and 250 relative to the differential housing 118. Functionally, only one clutch is required to provide locking, but two couplings are arranged to balance the dynamic load and to provide increased coupling capacity. Annular hydraulic pistons 241 and 242

er anordnet i ringformede sylindre på sidene av inngangstann-hjulene 151 og 152, som driver differensialhusene 160 og 161 i det andre trinns differensialer 164 og 165. Alternerende koblingsskiver 245 og 246 er ved hjelp av knaster og spor festet på hvert nav på disse inngangstannhjul mens den resterende halvdel av koblingsskivene 247 og 248 ved hjelp av knaster og spor er festet på innsiden av en trommeldel 249 og 250 som strekker seg utover fra sidene av differensialhuset 118. are arranged in annular cylinders on the sides of the input pinions 151 and 152, which drive the differential housings 160 and 161 in the second stage differentials 164 and 165. Alternating clutch discs 245 and 246 are by means of cams and slots fixed on each hub of these input pinions while the remaining half of the clutch discs 247 and 248 by means of lugs and grooves are attached to the inside of a drum part 249 and 250 extending outwards from the sides of the differential housing 118.

Hver av det andre trinns differensialer har en kobling 25 2 eller 253 i hvilken alternerende koblingsskiver 254 eller 255 ved hjelp av knaster og spor er festet på innsiden av en trommeldel 258 resp. 259, idet trommeldelene er festet på hovedakslene 166 resp. 167. Den andre halvdel av koblingsskivene 260 eller 261 er ved hjelp av knaster og spor festet på utsiden av en trommeldel 264 resp. 265, som er fremstilt i ett stykke med differensialhusene 164 resp. 165. Alle koblinger påvirkes samtidig ved hjelp av samme hydrauliske system. Each of the second-stage differentials has a coupling 25 2 or 253 in which alternating coupling discs 254 or 255 are attached by means of lugs and grooves to the inside of a drum part 258 or respectively. 259, as the drum parts are attached to the main shafts 166 or 167. The other half of the coupling discs 260 or 261 is attached by means of lugs and grooves to the outside of a drum part 264 or 265, which is produced in one piece with the differential housings 164 or 165. All couplings are affected simultaneously by means of the same hydraulic system.

Styresystemet, som delvis vises i fig.. 15 - 18, gir en oketThe control system, partially shown in Figs. 15 - 18, provides a yoke

grad av manovrerbarhet for kjoretoyet og forbedrer derved dets anvendelighet. Hovedsakelig har det viste styresystem i det minste to arbeidstilstander, idet den ene er en konvensjonell Ackerman-styretilstand mens den andre er en tilstand for skrå kjoring. Eftersom de inngående deler og funksjonen av disse er i det vesentlige de samme for den forreste og den bakre firehjulsenhet, kan fullstendig forståelse for styresystemet fås ved en detaljert beskrivelse av bare det ene undersystem, nemlig undersystemet 270 for den bakre firehjulsenhet 26. degree of maneuverability for the vehicle and thereby improves its usability. Essentially, the steering system shown has at least two operating states, one being a conventional Ackerman steering state while the other is a tilt driving state. Since the constituent parts and their function are essentially the same for the front and rear four-wheel units, a complete understanding of the control system can be obtained by a detailed description of only one subsystem, namely the rear four-wheel unit subsystem 270 26.

Hvert av de fire hjul i den bakre firehjulsenhet 26'er styrbart forbundet med enden av sin resp. svingarm 52 eller 53 ved hjelp av et kuleledd 272, som'er utformet for drevne hjul (se fig. 6). Stivt forbundet med hvert hjul inntil kuleleddet er en styrearm 274 (se fig. 15-18). Et lineært manoverorgan slik som en hydraulisk sylinder 275 og et stempel 276 er forbundet med styrearmen 274 og med en inntilliggende del 277 av hjulopphengningssystemet slik at relativ bevegelse av stemplet i en eller annen retning fra midten eller noytralstillingen bevirker en tilsvarende svingebevegelse av hjulet til hoyre eller venstre. Boyelige hydrauliske ledninger 278 og 279 loper fra motsatte ender av hver sylinder 275 til sentralt beliggende reguleringsventiler 280, som understottes av en forskyvbar tillstandsregu-leringsplate 282. Fortrinnsvis er reguleringsventilene 280 trestillings fireveisventiler som er stengt i midtstillingen og forspent mot denne stilling og som er koblet til en trykkilde 286 via en trykkledning 284. Ventilene 280 er videre koblet til en beholder i et sentralt hydraulisk oppsamlingssystem via en returledning 285 (se fig. 18). Ventilene fores i parallelle par langs motsatte sider av en plate 282 ved hjelp av fire paral-lellogramarmer 290, 291, 292 og 293, som er svingbart forbundet med tapper 300, 301, 302 resp. 303, som ligger ved de fire hjor-ner av platen 282. De to vektarmer 290 og 291 nær den bakre ende av platen er toarmet og har de frie ender av inntilliggende ben sammenkoblet ved hjelp av en forbindelsesstang 304. De andre ben av disse vektarmer 290 og 291 forloper i sideretning fra resp. sider av tilstandsreguleringsplaten 282. Hvert av disse siderettede ben bærer den bakre ende av husene for to motsatt rettede reguleringsventiler 280, som er festet ved hjelp av leddtapper. De forreste ender av ventilhusene'er likeledes ved hjelp av tapper festet til resp. vektarmer 29 2 og 293, som ligger ved den forreste ende av tilstandsregulatorplaten 282. Et parallel-logram dannes på hver side av platen, av ventilhusene og deres tilkoblede vektarmer. Each of the four wheels in the rear four-wheel unit 26 is controllably connected to the end of its respective swing arm 52 or 53 by means of a ball joint 272, which is designed for driven wheels (see fig. 6). Rigidly connected to each wheel up to the ball joint is a control arm 274 (see fig. 15-18). A linear actuator such as a hydraulic cylinder 275 and a piston 276 is connected to the control arm 274 and to an adjacent part 277 of the wheel suspension system so that relative movement of the piston in one direction or another from the center or neutral position causes a corresponding swing movement of the wheel to the right or left. Flexible hydraulic lines 278 and 279 run from opposite ends of each cylinder 275 to centrally located control valves 280, which are supported by a displaceable position control plate 282. Preferably, the control valves 280 are three-position four-way valves which are closed in the middle position and biased towards this position and which are connected to a pressure source 286 via a pressure line 284. The valves 280 are further connected to a container in a central hydraulic collection system via a return line 285 (see fig. 18). The valves are lined in parallel pairs along opposite sides of a plate 282 by means of four parallelogram arms 290, 291, 292 and 293, which are pivotally connected with pins 300, 301, 302 resp. 303, located at the four corners of the plate 282. The two weight arms 290 and 291 near the rear end of the plate are two-armed and have the free ends of adjacent legs connected by means of a connecting rod 304. The other legs of these weight arms 290 and 291 run laterally from resp. sides of the condition control plate 282. Each of these side-directed legs carries the rear end of the housings for two oppositely directed control valves 280, which are attached by means of pivot pins. The front ends of the valve housings are likewise attached to the resp. weight arms 29 2 and 293, located at the front end of the condition regulator plate 282. A parallelogram is formed on each side of the plate, by the valve bodies and their connected weight arms.

De ytre ventiler i to par ventiler ligger på storre avstandThe outer valves in two pairs of valves are further apart

fra vektarmenes leddtapper enn de indre ventiler. ' De ytre ventiler vil derfor bevege seg et storre stykke enn de indre ventiler når vektarmene svinges om sine leddtapper. Dette medforer at hjulene, som reguleres av de ytre ventiler, vil svinges mer enn hjulene, som reguleres av de innerste ventiler.. De ytre ventiler i den bakre firehjulsenhet regulerer det bakre hjulpar, mens de ytre ventiler i den forreste firehjulsenhet regulerer det forreste hjulpar, mens de resterende to hjulpar reguleres av de innerste ventiler i hvert undersystem. Fortrinnsvis velges de relative avstander mellom de ytre og indre ventiler og avstanden fra de innerste ventiler til deres leddtapper i undersystemet på en slik måte at Ackerman-styring oppnås, dvs. slik at under svingning innenfor hele svingeområdet vil planet for hvert hjul stert sett være vinkelrett på sin resp. radius, som trekkes fra et felles punkt på en linje, som er vinkelrett på kjoretoyets lengdeakse og gjennom midten av kjoretoyet. For det viste kjoretoy er den maksimale svingevinkel for hjulparene ved den forreste og bakre ende av kjoretoyet omtrent 24-30° og for de to sentralt beliggende hjulpar omtrent 9-11° (se fig. 16). from the pivots of the weight arms than the internal valves. The outer valves will therefore move a greater distance than the inner valves when the weight arms are swung about their pivots. This means that the wheels, which are regulated by the outer valves, will turn more than the wheels, which are regulated by the innermost valves. The outer valves in the rear four-wheel unit regulate the rear pair of wheels, while the outer valves in the front four-wheel unit regulate the front pair of wheels , while the remaining two pairs of wheels are regulated by the innermost valves in each subsystem. Preferably, the relative distances between the outer and inner valves and the distance from the innermost valves to their pivots in the subsystem are chosen in such a way that Ackerman control is achieved, i.e. so that during turning within the entire turning range the plane of each wheel will be generally perpendicular on their respective radius, which is drawn from a common point on a line, which is perpendicular to the vehicle's longitudinal axis and through the center of the vehicle. For the vehicle shown, the maximum turning angle for the wheel pairs at the front and rear ends of the vehicle is approximately 24-30° and for the two centrally located wheel pairs approximately 9-11° (see fig. 16).

En av vektarmene ved den forreste ende av platen 282, f.eks. vektarmen 293, er forlenget innover fra sin^leddtapp 303 til et punkt over den langsgående midtlinje for rammerorskonstruksjonen 32, hvor den er koblet til enden av en frem- og tilbakebevege-lig stang 306 i et lineært manoverorgan 308. Huset for dette manoverorgan er festet i tilstandregulatorplaten 282. Stangens 306 bevegelse i den ene eller andre retning fra dens noytral-stilling medforer at de sammenkoblede vektarmer og regulerings- ventilenes hus flyttes tilsvarende samtidig. Da ventilsleidene i réguleringsventilene 280 er separat koblet ved hjelp av kabler 310 til styrearmene 274 på hjulene, vil de ikke til å begynne med bevege seg med ventilhusene. Deres bevegelser er avhengig av bevegelsene av styrearmene slik at når en styrebevegelse påbegyn-nes, vil ventilsleidene forskyves relativt fra sine<lukkede midt-stillinger. Hydraulisk fluidum under trykk strommer da fra ventilene til styresylindrene 276 og fortsetter å stromme inntil hjulene er svingt tilstrekkelig langt for ved tilbakekoblings-kablene 310 å tilbakefore ventilsleidene til sine stengte midt-stillinger i ventilhusene. One of the weight arms at the front end of the plate 282, e.g. the weight arm 293, is extended inwardly from its pivot pin 303 to a point above the longitudinal centerline of the frame rod structure 32, where it is connected to the end of a reciprocating rod 306 in a linear actuator 308. The housing for this actuator is attached in the condition regulator plate 282. The movement of the rod 306 in one direction or the other from its neutral position means that the connected weight arms and the housing of the control valves are moved correspondingly at the same time. Since the valve slides in the control valves 280 are separately connected by means of cables 310 to the control arms 274 on the wheels, they will not initially move with the valve bodies. Their movements are dependent on the movements of the control arms so that when a control movement is initiated, the valve slides will be displaced relatively from their <closed middle positions. Hydraulic fluid under pressure then flows from the valves to the control cylinders 276 and continues to flow until the wheels are swung far enough for the return cables 310 to return the valve slides to their closed center positions in the valve housings.

Skråkjbringsmulighetene oppnås enkelt ved å montere tilstandsregulatorplaten 282 forskyvbart på et par parallelle spordelér 312, som forloper langs sidene av rammerorskonstruksjonen. Et lineært manoverorgan 314 som er montert på rammerorskonstruksjonen 32 anvendes for å plassere tilstandsregulator-platen i en stilling langs spordelene som tilsvarer den onskede grad av skråkjbringsvinkel. På fig. 17 ligger tilstandsregulatorplaten 282 i stilling for maksimal hbyrerettet skråkjbring. Under normale forhold er tilstandsregulatorplaten sentrert mellom den bakre eller den hbyre skråkjbringsstilling hvilket vises på tegningene, og en forreste eller venstre skråkjbringsstilling. Ved syklisk å forskyve platen fra den ene ytterstilling til den andre samtidig som kjoretoyet kjbres frem og tilbake, kan kjoretoyet forskyves i sideretning. Disse skrå eller siderettede bevegelser er spesielt viktige når kjoretoyet kjbres over et område hvor marken har mistet sin bæreevne efter å ha blitt over-kjbrt av et begrenset antall belastede hjul. I skråkjbringstil-standen beveger bakhjulene seg over tidligere ikke overkjbrte områder langs bevegelsesveien for de foregående hjul. The tilting options are easily achieved by displaceably mounting the condition regulator plate 282 on a pair of parallel track parts 312, which run along the sides of the frame tube construction. A linear actuator 314 mounted on the frame tube structure 32 is used to position the condition regulator plate in a position along the track portions corresponding to the desired degree of camber angle. In fig. 17, the condition regulator plate 282 is in a position for maximum right-angled tilting. Under normal conditions, the condition regulator plate is centered between the rear or right bevel position as shown in the drawings, and a front or left bevel position. By cyclically displacing the plate from one extreme position to the other at the same time as the vehicle is moved back and forth, the vehicle can be moved laterally. These oblique or sideways movements are particularly important when the vehicle is driven over an area where the ground has lost its bearing capacity after being driven over by a limited number of loaded wheels. In the inclined oversteer mode, the rear wheels move over areas not previously oversteered along the path of movement of the preceding wheels.

Selv om oppfinnelsen er blitt beskrevet under henvisning tilAlthough the invention has been described with reference to

et transportkjbretby for transport av i det vesentlige ukappede trestammer, er det innlysende at kjoretoyets chassis kan anvendes for mange andre formål spesielt hvor overlegen terreng-"fremkommelighet er nbdvendig. Fblgelig er det hensikten at 1 oppfinnelsens omfang skal defineres stort sett av de efter-fblgende krav. a transport kjbretby for the transport of essentially uncut logs, it is obvious that the chassis of the vehicle can be used for many other purposes, especially where superior off-road accessibility is necessary. claim.

Claims

1. A self-propelled vehicle for use in off-road terrain, characterized by an elongated support frame, a front wheel assembly, which is pivotally mounted in the frame to allow lateral oscillation of the wheel assembly about a longitudinal roll axis, a similarly mounted rear wheel assembly and a roll control device, connecting the wheel assemblies with each other and with the frame so that the frame is swung proportionally about its heeling axis when the wheel units are swung in relation to each other.

2. Driving gear as specified in claim 1, characterized in that the heeling control device comprises a torque rudder, which is fixed in resp. wheel units, as the torque rudders run towards. each other in the longitudinal direction of the support frame and that a gear exchange device connects adjacent ends of the torque tubes.

3. Driving gear as specified in claim 2, characterized in that the moment rudders are coaxially arranged in line with each other and lie coaxially in relation to the heeling axis.

4. Vehicle as stated in claim 3, characterized in that a drive shaft included in the vehicle's drive device is concentrically enclosed in the torque tubes.

5. Driving gear as set forth in claim 2, characterized in that the gear exchange device comprises coaxial conical gears arranged at intervals from each other, which are attached to the torque rods and a planetary gear device, which engages with the gears lying in line with each other, so that relative rotation of one of the torque rudders causes an equally large and oppositely directed rotation of the other torque rudder, the planetary gear arrangement being in a fixed rotational position in relation to the support frame.

6. Driving gear as specified in claim 5, characterized in that the planetary gear device is optionally fixed in the direction of rotation in relation to the support frame by means of adjustable joints.

7. Riding toy as stated in claim 1, characterized in that the wheel units each comprise four rubber-tyred wheels mounted in pairs on pendulum arms located on opposite sides of each wheel unit, the pendulum arms being mounted for swinging movement about a common transverse or vertical axis.

8. Driving gear as specified in claim 7, characterized in that the pitch axis is located below the roll axis.

9. Driving gear as specified in claim 7, characterized in that the axis of elevation runs through the middle of the pendulum arms and that it lies above a line drawn between the axes of the wheels in each pair of wheels.

10. Riding toy as specified in claim 7, characterized in that the wheels are steerably mounted and that the pendulum arms are W-shaped when viewed from above.

11. Driving equipment as stated in claim 7, characterized in that each of the four wheels in each wheel unit is driven from a central transmission device containing several differential gears and provided with four output axles.

12. Vehicle as set forth in claim 11, characterized in that the front wheel and rear wheel units each comprise an over-drive device with a first stage differential transmission, a pair of second stage differential transmissions driven by the first stage differential transmission, each of the second stage differential transmissions driving two - of the four wheels and where the first stage differential gear in the wheel units is driven by another differential gear.

13. Driving toy as stated in claim 1, characterized by steerable front and rear wheels and a two-state steering mechanism by means of which the wheels in one state can optionally be swung into a position for inclined driving with the planes. for the wheels parallel to each other.

14. Driving equipment as stated in claim 13, characterized in that the two-state control mechanism comprises hydraulic control valves mounted on parallel weight arms, which are pivotally connected to a carrier.

15. A driving toy as set forth in claim 13, characterized in that the two-state control mechanism comprises a linear influence means for setting the wearer in motion back and forth between right and left inclined driving positions. and another linear influence means for swing movement of the weight arms simultaneously between right and left swing positions.

16. Self-propelled vehicle designed for use in off-road terrain, characterized by an elongated support frame, spaced apart, coaxially aligned joint pins for the tilting axis mounted along the longitudinal axis of the support frame, two vertically located -yoke-shaped suspension elements, which are articulated in the closed ends in relation to the hinge pins of the tilting axis, pendulum arms, which are pivotally attached to an axle, which runs through the free ends of the suspension elements and four four-sided equally spaced rubber-tyred wheels mounted in pairs, one pair on each pendulum arm.

17. Driving toy as specified in claim 16, characterized in that the wheel suspension system is spring-free and that a mechanical tilting control device is arranged for regulating the relative rotational position of the support frame about the tilting axis.

18. Riding toy as specified in claim 16, characterized in that each of the wheels is steerable mounted on the pendulum arms and that the vehicle has an Ackerman-type steering device.

19. Elongated vehicle, which is arranged for use in roadless terrain and which comprises an elongated, essentially horizontally oriented main beam, front and second wheel suspension units, these units each having a yoke-shaped suspension part which is attached to the main beam at a distance from each other along the longitudinal direction of the centerline of the main girder, and where the units are pivotable relative to the main girder within limited swing arcs in generally parallel planes, extending transversely through the main girder, pendulum arms, which are pivotally attached at their midpoints to the free ends of the suspension parts for pivoting movement about the pitch axis, which runs along the planes, and means connecting the wheel suspension units to provide controlled oscillation of the units in the parallel planes in relation to each other and in relation to the main beam.

20. Kjoretoy as stated in claim 9, characterized . in that radial lines drawn from the main beam's longitudinal axis are perpendicular to the pitch axes for the first and second wheels. suspension unit extends substantially at equal distances between the pendulum arms for resp. suspension unit.

21. Elongated vehicle, which is designed for use in off-road terrain, characterized by an elongated, essentially horizontally oriented main beam, front and other elongated parts arranged at a distance from each other, generally end to end opposite each other, support member attached to the main beam and supporting the elongated parts in the aforementioned relationship for swinging movements about their resp. longitudinal axes, which axes are spaced from and run substantially parallel to the main beam, first and second spaced apart wheel suspension units, which are attached to the first and second elongate members for pivoting movement together therewith and a differential between the spaced from opposite ends of the first and second elongate parts and connected to each of the ends to effect regulated and oppositely directed pivoting movement of the first and second elongate parts relative to each other.

22. Running gear as specified in claim 21, characterized in that the differential is mostly located in the middle between the two suspension units.

23. Riding harness as stated in claim 21, characterized in that the elongated parts lie vertically below the main beam.

24. Running gear as specified in claim 21, characterized in that the oppositely directed oscillation of the first and the second elongated part is equal in angular size in relation to the main beam.

25. Riding toy as specified in claim 21, characterized in that each of the first and second wheel suspension units comprises at least a pair of wheels arranged at a distance from each other, which are rotatably fixed in the suspension unit, that the axis of the main beam lies in a vertical plane, which runs essentially in the middle between the wheels in each pair.

26. Vehicle as specified in claim 25/ characterized by a steering device for attaching each of the wheels to the unit to provide regulated swinging movement of the wheels about spaced, vertically directed axes, whereby Ackerman-type steering of the vehicle can be achieved.

27. Car toy as specified in claim 25, characterized in that at least one of the first and the second wheel suspension unit comprises a first and a second pair of spaced wheels and that the wheel suspension unit comprises a pair of spaced apart pendulum arms, which are attached close to their respective midpoints in the longitudinal direction counted as one of the elongated parts for swinging motion independently of each other within limited yinkel arcs and in essentially vertical and parallel planes, which lie parallel to and on opposite sides of the elongated parts and that the wheels in the pairs are rotatably attached to the pendulum arms in points lying at a distance from each other on opposite sides of the pendulum arm's attachment point in the elongated part.

28. Riding toy as specified in claim 26, characterized in that the pendulum arms are inelastically attached to the elongated part and that the wheels are inelastically attached to the pendulum arms.

29. Ride-on vehicle as set forth in claim 27, characterized in that the second of the first and second wheel suspension units comprises a third and fourth pair of spaced apart wheels and that the second of the two wheel suspension units comprises a second pair of pendulum arms arranged at a distance from each other, which are attached close to their respective midpoints in the longitudinal direction calculated to the second of the elongate parts for turning movement independently of each other within limited angular arcs and generally vertically directed planes, which are parallel to and located on opposite sides of the elongate part, and that the wheels in the third and the fourth pair is attached to the second pair of pendulum arms in points lying at a distance from each other on opposite sides of the pendulum arms' attachment points in the second elongated part.

30. Car toy as specified in claim 28, characterized in that all wheels are rubber-tyred wheels with low ground pressure and high buoyancy.

31. Driving equipment as specified in claim 29, characterized by a steering device for attaching all wheels in all four pairs of wheels to the pendulum arms to provide regulated turning movements of the wheels about spaced, vertically directed axes, whereby Ackerman-type steering with a relatively small turning radius of the vehicle can be achieved.

32. Self-propelled vehicle as set forth in claim 29, characterized by a power source, a transmission housing at one of the wheel suspension units for transferring power to at least one of the pair of wheels attached to the unit, and a power transmission for transferring power from the power source to the exchange housing.

33. Self-propelled vehicle as specified in claim 32, characterized in that a central power source is attached to one end of the main beam and that the power transmission device comprises a first transmission housing at the wheel suspension unit which is located farthest from the power source for transferring drive power to . the least one of the pairs of wheels fixed in this unit, and a second transmission housing at the second wheel suspension unit for transferring driving force to at least one of the pairs of wheels fixed to the second suspension unit, and for optional transmission of power to the first transmission housing.

34. Self-propelled vehicle as set forth in claim 33, characterized in that the first and second elongated parts are rudder-shaped in cross-section and that the power transmission device further comprises drive means, which extends from the power source to the second transmission housing and from this to the first transmission housing through the first and the other elongated part and through the differential between these.

35. Self-propelled vehicle as stated in claim 33, characterized in that the first transmission housing is arranged to optionally transfer power to both pairs of wheels in this suspension unit, and that the second transmission housing is arranged to optionally transfer power to both pairs of wheels in this suspension unit.

36. Running gear as specified in claim 21 and which is arranged to carry a load of elongated, largely horizontally oriented objects, characterized by substantially U-shaped and normally upwardly directed load-carrying members to the main beam in a position above the elongated part and directed essentially parallel to this.

37. Running gear as set forth in claim 36, characterized in that the elongated, mostly horizontally oriented objects are those selected from the group consisting of felled tree trunks and felled wood.

38. A self-propelled vehicle as stated in claim 36 and which has less total length than the length of the objects the vehicle is designed to carry, characterized by a power source fixed at one end of the main beam at a level below the main beam, means for transferring power from the power source of at least some of the wheels of at least one of the wheel suspension assemblies and a driver housing.attached to the other end of the main beam at a level .below the main beam.