Linde Aktiengesellschaft

Grammer Ag

Theodor Abels

Gunter Honecker

Hermann Meiller

Bernhard Gotz

Josef Kohl

Siegfried Iwanowski

Siegfried Puschel

Harald Will

Hans-Waldemar Stuhr

Bernhard Goetz

Manfred Reissl

Willi Muller

Guenther Honecker

Giampaolo Moranduzzo

An industrial truck, in particular a counterbalanced fork lift truck, has a stabilizing device to increase its stability against tipping. The invention teaches that a plurality of wheel load sensors (R, R, R, R), each of which corresponds to an individual wheel () are connected to a monitoring device () which controls and/or regulates the load lifting system () and/or the truck drive system () (actuator units for the inclination of a lifting mast (H) and/or the height of the load and/or the truck speed or acceleration and/or the braking intensity and/or the steering angle). The wheel load sensors (R, R, R, R) are preferably provided on all the wheels () and are each integrated into the respective wheel bearing. The monitoring device () has an evaluation unit () which determines the transverse tipping forces and/or the longitudinal tipping forces and/or the tipping moments and/or the load. Also connected to the monitoring unit (), which can also determine the speed of the truck and the steering angle, are speed-of-rotation sensors (S, S) of at least the wheels of one axle.

Industrial truck with a stabilizing device

A restraint system for drivers of fork lift trucks with a driver's seat located in an open driver's cab includes a protective grate fastened to a protective roof of the driver's cab, which protective grate is pivotable around an axis of rotation that is located in the vicinity of the rear end of the driver's seat out of a closed position, which is approximately parallel to the driver's seat, outward into an open position. The protective grate can be fixed in the closed position. The protective grate may be retrofitted onto existing fork lift trucks, and can be operated very easily.

Restraint system

Described is a vehicle seat having a safety belt which can be extended from a belt retractor. The belt retractor is mounted to one side of the vehicle seat. A belt end portion which projects from the belt retractor is provided with a spring hook means. An engagement element for retainingly receiving the spring hook means is disposed at the second side of the vehicle seat.

Vehicle seat with safety belt assembly

A driver restraint device is provided for an industrial truck which has a driver's seat. The driver restraint device has a belt (4) and a belt buckle (8). A closing latch (5) which is connected to the belt (4) can be fastened to the belt buckle (8). The belt (4) can be automatically retracted by means of a retractor (9), whereby when the belt (4) is retracted, the closing latch (5) is in a defined inoperative position. The belt (4) is fastened to a mounting device which is connected to the driver's seat so that when the closing latch (5) is in the defined inoperative position, it is located in front of a vertical transverse plane (12) which divides the seat surface (1) of the driver's seat in the middle. In an additional embodiment of the invention, the belt buckle (8) is fastened to a mounting device which is connected to the driver's seat so that the belt buckle (8) is located in front of a vertical transverse plane (12) which divides the seat surface (1) of the driver's seat in the middle. In one configuration of the invention, the closing latch (5) in the defined inoperative position is at some distance above the horizontal plane defined by a seat surface (1) of the driver's seat.

Driver restraint device for an industrial truck

A driver restraining device is located in the driver's cab of an industrial truck having a driver's seat in the cab. The restraining device includes a contact member for the driver mounted in the cab and movable between a first retracted position and a second driver restraining position to prevent substantial movement of the driver's body relative to the driver's seat upon tipping of the truck. A tripping arrangement is operatively connected to the contact member to move the contact member between the first retracted position and the second driver restraining position and a detector for detecting the tipping motion of the industrial truck is operatively connected to the tripping arrangement to actuate the tripping arrangement to move the contact member from the first retracted position to the second driver restraining position and to lock the contact member in the second driver restraining position.

An industrial truck, in particular a front seat forklift truck, has a driver's seat which can swivel around an at least approximately vertical axis of rotation. A foot space for the operator's feet which corresponds to the driver's seat. The axis of rotation is at some distance from the driver's seat and is closer to the foot space than to the driver's seat. The axis of rotation is preferably located in the vicinity of a pedal for reverse travel. In one embodiment, the pedal is swivelled along with the driver's seat.

Industrial truck with a swivelling driver's seat

A driver restraint device for an industrial truck with a driver's seat has at least one restraining guard, for which an inoperative position and a restraining position are provided. During operation of the industrial truck, the restraining guard is in the restraining position, whereby it can be moved toward an inoperative position against a bias force. The restraining guard can be locked in position by a tripping device which detects a tipping of the industrial truck.

An exhaust system for an internal combustion engine including an exhaust duct having a lower portion and an upper portion with a discharge outlet. A pivotable flap is located in the upper portion of the exhaust duct to influence the discharge rate of the exhaust gases passing through the discharge outlet to provide a high rate of discharge of the exhaust gases independently of the operating speed of the internal combustion engine.

Exhaust system for an internal combustion engine and method of operation

An industrial truck designed, for example, as a counterweight fork lift truck has a lifting stand 2, which is pivotable around a tilting axis N situated crosswise to the vehicular longitudinal axis in the front area of the vehicle in a lifting stand support. The counterweight fork lift truck is also provided with a monitoring unit for detecting and indicating the loading state, which has at least one measuring device located in the lifting stand support. The measuring device designed, for example, as a strain gauge 12, 13 picks up the vertical bearing forces and the horizontal ones parallel to the vehicular longitudinal axis, F.sub.V and F.sub.H. The measuring device is connected with a data storage unit 13, which is connected to a loading state indicator 14. Both static and dynamic loads on the fork lift truck can be indicated.

Industrial truck with a monitoring apparatus for the loading state

A machine component, such as a steering axle is provided as an elongate member having a hydraulic cylinder connected thereto intermediate the ends of the elongate member, said cylinder having an end plate at each end, a piston in said cylinder with piston rods extending from each end of said cylinder through said end plates and pivots supporting each of said end plates on said elongate member whereby said end plates may pivot by a small amount around said pivots.

Hydraulic cylinder machine components

A hydrostatic-transmission control system for fork-lift trucks and like industrial vehicles has at least one of variable-displacement hydrostatic motor driving wheels on opposite sides of the vehicle and supplied by a pump having a control element for varying its displacement under the control of an operator. The prime mover, e.g. a gasoline engine or electric motor, drives the pump. The control system comprises means whereby, for low and average output speeds of the transmission consisting of a combination of the pump and motors, the control of the transmission ratio is a function only of the operator-set position of the aforementioned element whereas, for the highest output speeds, the ratio is controlled by both the position of this element and by a further parameter, usually the output speed of the prime mover.

Hydrostatic-transmission control system, especially for lift and other

A lift loader is provided having two drive motors, each of which drives a vehicle wheel through a gearing arrangement located in a separate transmission housing, in which case each transmission housing is designed as a supporting structural component and is flanged at each transmission housing of the assigned drive motor and supports a wheel hub, in which case a closed vehicle frame is formed by the fact that two lateral struts project out from a rear cross bar, which advantageously can be the counterweight, where one of the two transmission housings is attached to each of these lateral struts toward the front, and where the two drive motors, each flanged at one end on a transmission housing, are connected with each other at the opposite ends such that together they form a front cross bar for the frame.

Lift loader

A drive unit is provided consisting of an internal combustion engine, a continuously variable transmission unit and a fluid operated regulating assembly interconnecting said internal combustion engine and transmission and operated by a single manual control. A second manual control may be provided for interconnecting the engine and a stroke mechanism drive independently of the transmission for operating an auxiliary hydraulic or like circuit.

Drive units

A hydrostatic-transmission control system for fork-lift trucks and like industrial vehicles has at least one variable-displacement hydrostatic motor driving wheels on opposite sides of the vehicle and supplied by a pump having a control element for varying its displacement under the control of an operator. The prime mover, e.g. a gasoline engine or electric motor, drives the pump. The control system comprises means whereby, for low and average output speeds of the transmission consisting of a combination of the pump and motor, the control of the transmission ratio is a function only of the operator-set position of the aforementioned element whereas, for the highest output speeds, the ratio is controlled by both the position of this element and by a further parameter, usually the output speed of the prime mover.

A fork-lift truck having a chassis provided with a counterweight to balance the weight of a load carried by the mast and fork of the vehicle and an internal-combustion engine for propelling the vehicle, e.g. via a hydrostatic transmission, has the passages for the flow of cooling air to and from the engine formed directly in the counterweight and provided with flow-deflecting bends to serve as noise dampers. The noise at least emitted from the intake duct is thus partially damped by absorption of acoustic energy in the relatively massive counterweight.

Growing community of inventors

Aschaffenburg, Germany

Theodor Abels