WO1998042598A1

WO1998042598A1 - Refuse loading, compaction and transportation system

Info

Publication number: WO1998042598A1
Application number: PCT/AU1998/000187
Authority: WO
Inventors: Stephen Wayne Holtom
Original assignee: Farnow Pty. Limited
Priority date: 1997-03-21
Filing date: 1998-03-20
Publication date: 1998-10-01
Also published as: TW403717B; AUPO577597A0

Abstract

A refuse vehicle (10) has a chassis (11), front cabin (12), rear engine (14), a body (17) having a discharge door (44) and a loading hopper (19). Refuse bins located in front of the vehicle (10) are lifted and inverted by the lifting and loading mechanism (15) so as to discharge refuse into the hopper (19). A compaction blade (30) compacts refuse in the hopper (19) as it transfers the refuse into the body (17).

Description

REFUSE LOADING. COMPACTION AND TRANSPORTATION SYSTEM FIELD OF THE INVENTION

This invention relates to a vehicle for loading, compacting and transporting refuse or waste material and more particularly to a front- loading vehicle for loading, compacting and transporting refuse or waste material. BACKGROUND ART

The main function of a vehicle for loading, compacting and transporting refuse or waste material is the collection of the refuse or waste material from a storage site and the transportation of that refuse or waste material to a waste disposal site. To achieve this function, the vehicle needs to be able to lift and invert a waste container in order to empty its contents into a loading chamber from where it is compacted into the storage compartment of the vehicle ready for transportation. Although front-loading compactor/transporter vehicles are known there is a need to improve the efficiency of such vehicles and to provide a vehicle which satisfies some or all of the following requirements:-

(i) Optimum load distribution to increase payload ratios and improve safety, (ii) Shortest possible wheelbase to improve manoeuvrability and efficiency, (iii) Self-cleaning compaction system to improve operator conditions and safety, (iv) F.O.P.S. (Fall on Protection System) cabin protection design to improve operator safety,

(v) Crane Code specification loader design to improve operator safety, (vi) Lower headroom requirement for loading operation, (vii) Light weight components to improve payload ratios, (viii) Automated packer and loader operation to minimise operator skill requirements, and (ix) Fully enclosed hopper with automated door operation to minimise spillage. SUMMARY OF INVENTION

It is an object of the invention to improve the load distribution and therefore the legal payload of the vehicle, preferably to the stage that a two axle configuration can be used to produce economically viable payloads.

According to one aspect of the invention there is provided a refuse vehicle comprising:-

(i) a rear engine chassis assembly,

(ii) a body on the chassis defining a refuse storage compartment and having a discharge door,

(iii) a loading hopper leading to the storage compartment, (iv) means at or adjacent the front of the vehicle for lifting refuse bins located in front of the vehicle and inverting them to discharge refuse into the loading hopper, and

(v) compaction means for compacting the refuse in the hopper and transferring the refuse into the storage compartment. Preferably the chassis comprises a rolling chassis with brakes, suspension and steering and the rear mounted engine is controlled from an operator's cabin at the front of the vehicle. It is also preferred that the operator's cabin have a "fall on protection" system framework. BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a side elevational view of a refuse vehicle according to one embodiment of the invention, Fig. 2 is a schematic diagram of the loading and compacting system in the storage position for movement of the vehicle,

Fig. 3 is a view similar to Fig. 2 showing the lifting tynes engaging a waste container, Fig. 4 is a view similar to Fig. 3 with the waste container being elevated and the compaction blade starting its upward travel,

Fig. 5 is a view similar to Fig. 4 with the container moving upwardly and the compactor blade moving upwardly, Fig. 6 is a view similar to Fig. 5 with the container being rotated and the compaction blade clear of the compaction chamber,

Fig. 7 is a view similar to Fig. 6 with the compaction blade and lifting tynes almost vertical, Fig. 8 is a view similar to Fig. 7 with the compaction blade vertical and the container inverted, Fig. 9 is a schematic view of the compaction means with the compaction blade vertical and clear of the compaction chamber, Fig 10 is a view similar to Fig. 9 with the compaction blade entering the compaction chamber, Fig 1 1 is a view similar to Fig. 10 with the compaction blade at the end of its downward travel, Fig 12 is a view similar to Fig. 1 showing the container in its tipping position with the rear door closed, Fig 13 is a view similar to Fig. 12 with the rear door open, Fig 14 is a rear view of the container body shown in Fig. 1 , and Fig 15 is a schematic view showing the operation of the rear door. MODES FOR CARRYING OUT THE INVENTION

The refuse vehicle 10 shown in the drawings includes a chassis 1 1 mounted on ground wheels 12. The operator's cabin 13 is at a low level at the front of the vehicle 10 and the engine and drive train is at the rear of the vehicle as generally indicated by numeral 14. A bin loading system 1 5 and a compaction mechanism 16 are located at the front of the vehicle. A storage container 17 is mounted on the chassis 1 1 .

The loading system 15 consists of a primary torque tube 18 supported at each end by a bearing assembly (not shown) attached to the front of the compaction chamber or loading hopper 19. A pair of spaced apart primary lift arms 20 are fixed to the primary torque tube 18 by one end and at the other end they have bearing assemblies 21 . A pair of spaced apart secondary lift arms 22 are freely pivoted by one end from the bearing assemblies 21 and have bearing assemblies 23 at the other ends which support a secondary torque tube 24 which carries a pair of spaced apart lifting tynes 25.

The secondary torque tube 24 houses a roller system 26 which locates into a guide rail 27 which serves part as a protection device for the cabin 13.

The guide rails 27 extend upwardly from adjacent the bottom of the cabin 13 to above the cabin where they are connected to rearwardly directed guide rails 27a connected to the chassis 1 1. The shape of the guide rail 27 controls the roller 26, and therefore the tynes 25, in relation to the vehicle. In this way, the tynes 25 are automatically kept level through most of the upward travel and inverted at the top of the upward travel. This feature eliminates the requirement for operator skill and therefore the risk of injury or damage due to accidental contact with the cabin.

The movement of the loading system 1 5 is preferably driven by means of a chain or mechanical linkage connected to the rotation of the compaction mechanism 16. Alternatively, independent actuators could be used for each function. Independent actuators could also be installed to provide a variation in the relationship between the lifting tynes 25 and the secondary lift arms 32.

The operation of the loading mechanism will now be described with reference to Figs. 2 to 8. When the vehicle 10 is travelling, the primary arms 20 are stored in a fully forward lowered position with the secondary torque tube 24 located in a support cradle which is mounted to the front of the vehicle 10. The support cradle carries the weight of the loading mechanism 1 5 and prevents excess movement of the loading mechanism 15 due to road variations. In this position (see Fig. 2) the tynes 25 are disposed vertically upwards thereby reducing protrusion from the front of the vehicle 10.

As the vehicle 10 approaches a waste container, the primary arms 20 are lifting causing the guide rail 27 to rotate the tynes 25 down into the horizontal position ready to locate into tyne-receiving pockets at each side of a container (see Fig. 3). As the tynes 25 align with the pockets in the container, the vehicle 10 is slowly driven forward until the tynes 25 are fully engaged in the pockets. Once complete tyne location has been achieved, the operator restarts the lift function and the primary lifter arms 20 are rotated upward, pulling the secondary arms 22 and the secondary torque tube 24 with them. The relationship between the waste container and the vehicle is controlled by means of the shape of the guide rail 27 thereby ensuring that the waste container is automatically positioned correctly to eliminate spillage of the waste product or damage to the vehicle during this lift function. At the upper end of the lift arm travel, the bin is automatically inverted at the right position to discharge its contents into the compaction chamber 19 (see Fig. 8). Once the container has been emptied, the operation is reversed to deposit the container back on the ground. An important feature of this embodiment is that there is only one control for the operator with every related movement being automatically controlled by the guide rail system. This simplifies the operation of the machine and significantly reduces the cost and mass of associated hydraulic components and control system.

The compaction mechanism 16 consists of a compaction plate 30 which is mounted on a torque tube 31 supported at each end by a bearing assembly at each side of the compaction chamber 19. As can be seen in Fig. 1 , the compaction chamber 19 is semicircular in shape to allow for the rotational travel of the compaction plate 30. The top of the compaction chamber 19 is fitted with twin, side opening hopper lids. These lids may be manufactured from plastic or other light made material and are attached to each side of the top edge of the compaction chamber 19 by hinges. The lids are spring loaded to the closed position and are automatically opened by contact with the upward travelling compaction plate 30.

The compaction plate 30 is driven through an arc of travel of over 180° by means of a follower cylinder system 32 as shown in Figs. 9 to 1 1 . A suitable follower cylinder system is shown in our International Patent Application No PCT/AU96/00205 the content of which is incorporated herein by way of cross reference.

As can be seen in Fig. 2, the compaction plate 30 is stored in the fully compacted position whilst the vehicle is travelling thereby effectively holding refuse in the storage compartment 17 and allowing the hopper doors to remain in the closed position. Thus, the compaction chamber 19 is always empty when the compaction plate 30 is rotated into the upward position for the next load thereby eliminating the need to clear the compaction chamber for each new load.

To open the compaction chamber 19 for the next load, the compactor plate 30 is rotated upward by extending the rod 33 of the follower cylinder means 32 thereby pulling the linkages together. As the compaction plate 30 contacts the hopper lids, it automatically opens them against the action of springs to allow access to the compaction chamber

19.

The compaction plate 19 is designed to provide large clearances between it and the sides and the floor of the compaction chamber 19 thereby reducing the effect of abrasion and the incidence of pedal jam due to waste material becoming wedged between the moving faces.

A set of cleaning blades is fitted into the sides of the compaction chamber 19 to remove any waste material which may rest on the top of the compaction plate 30 during the upward travel of the plate. These cleaning blades consist of angled steel pressings which are fixed to the inside of the compaction chamber. Fitted to the top surface of each pressing is a flexible rubber wipe flap. On the downward travel, the flap is folded into the gap between the compaction plate and the cleaning blade. On the upward travel, the flap wipes the top edge and side of the compaction plate 30 thereby moving any waste material back into the compaction chamber 19. This results in a self-cleaning compaction unit with an exceptionally low wear and abrasion factor as well as low mass, minimal components and low manufacturing and service costs.

The compaction cycle begins by retracting the rod 33 of the follower cylinder means 32 thereby forcing the two linkages apart and rotating the compaction plate 30 downward because the upper linkages attached to the body of the compactor. As the compaction plate 30 rotates downwards, the links are forced further apart, thereby decreasing the velocity and increasing the effective force of the cylinder on the compaction plate.

This action effectively produces maximum force where it is required most that is at the end of the compaction plate's downward travel. As the compaction plate rotates downward, the spring-loaded hopper doors automatically close thereby sealing the loading chamber.

The operation of the front loading compactor requires that when the loader arms are in the fully raised position, the compaction plate 30 needs to be in the fully open position in order to freely deposit the load into the compaction chamber 19. Likewise, when the compaction plate 30 is in the fully compacted position, the loader arm needs to be in the travel position at the bottom of its travel so at the same time, the compaction follower cylinder 32 is only required to operate underway during the compaction cycle and only has to lift the weight of the compaction plate 30 on the upward cycle while the loader only works on the upward travel and virtually falls under gravity on the downward travel.

By interlinking the movement of the loading system 1 5 and the compaction mechanism 16, it is possible to achieve opening of the compactor and lifting of the waste container simultaneously and in relation to each other. Consequently, it is also possible to achieve closing of the compaction chamber 19 and lowering of the empty waste container simultaneously and in relation to each other. Both functions are driven from a single set of actuators and the load of the actuators more evenly balanced because work is done in both directions of travel. This arrangement ensures that operation is automatically timed and therefore virtually foolproof.

The weight and cost of the second set of actuators and the associated valving, controls and pipework have been eliminated. Another feature of this embodiment is that because the arm travel is in direct relationship to the compaction plate travel, the operator has a very clear visual indicator of the force required to clear the compaction chamber. In other words, when the loader operation slows down then the storage compartment is almost full. A manual over-ride system allows a momentarily high pressure boost function which means that the loader will always return to the stored position to allow the vehicle to travel to the disposal site where it is emptied.

The components may be interlinked by a heavy duty, multi-link chain with the sprocket fitted to each torque tube. The chain drive assembly is concealed and protected by being installed inside the cleaning blade housings on each side of the inside of the compaction chamber. Alternatively, the torque tubes could be linked mechanically.

The storage compartment 17 consists of a tubular steel frame of light weight sheet steel panels. The frame is symmetrical in shape and therefore can be rotated about its centre to provide optimum conditions for mass production. The storage compartment 17 is attached to the rear of the chassis 1 1 by means of a heavy duty hinge assembly 40 mounted under the discharge opening 41. Twin, underbody style type telescopic cylinders are connected between the chassis 1 1 and the container 17 as shown in Fig. 12. The smooth radius side panels 43 shown in Fig. 14 of the container

17 provide high strength as well as low f rictional resistance for compaction and discharge of the waste material. A section of the floor of the tail gate end of the storage compartment 17 incorporates a raised section which acts as a liquid retainer thereby improving the environmental integrity of the body.

The tail gate or discharge door 44 is flat in shape and constructed from a tubular frame and sheet steel panels. Rather than being hinged at the top of the storage compartment 17 and rotated through an arc to open as is the case with conventional designs, the door 44 is located to the rear face of the storage compartment 17 by means of a track and guide system shown in Fig. 1 5. The smothery faces of the storage compartment minimise the instance of waste material hanging up as it leaves the storage compartment 17 thereby improving the efficiency of the discharge door seel. A pair of light duty actuators 45 are attached by one end to a pivot point and guide roller 46 and at the other end to an anchor point 47 at the base of the discharge door 44. The cylinder mount and guide roller assembly 46 is fixed to a point above the rear opening of the body as can be seen in Fig. 1 5. In the closed position, the cylinder 45 is extended and the discharge door is parallel to and clamped against the rear of the storage compartment 17 by means of a tap, socket and wedge system fitted to the outer extremities of the storage container 17. This clamping effect compresses a heavy duty neoprene seal which is fitted to the lower section of the inner surface of the discharge door 44 thereby assuring efficient retention of liquid waste.

To open the discharge door 44, the cylinder rods are retracted causing the door to move in an upward direction. As the door moves up, the gap in the tapered socket becomes greater and the compression on the seal becomes less. As the wedge fitted to the door moves free of the socket which is fitted to the body, the top edge of the door contacts the guide roller assembly causing the door to rotate around the top of the storage container 17. This open position provides adequate clearance to allow the body to be tipped and for the waste product to be easily discharged from the storage compartment.

The major benefits provided by this embodiment of the invention are the simplicity of design, low weight, low cost and the effectiveness of the sealing system as well as eliminating the risk of the discharge door 44 being forced open by the forces generated upon compaction of the waste material. The guided sequence of operation also eliminates the risk of the discharge door 44 flying open as the clamping system is released.

To discharge the compacted waste material, the vehicle is backed up to the work face at the disposal site and the discharge door 44 is opened and the telescopic cylinders 42 are extended to pivot the body about the hinge assembly until the body or container 17 has reached an angle of approximately 30° as shown in Fig. 13. By this stage, the waste material has broke free of the storage container 17 due to the radius body panel design and slides out of the rear opening due to the effect of gravity.

The storage container or body assembly may be designed in such a way that it can be easily and quickly removed from the chassis. This can be achieved by means of hydraulically powered retracting rear hinge pins, quick connect hoist cylinder attachment clamps and quick connect hydraulic couplings and electrical connectors. Such a design means that the front loading body can be interchanged with a range of other functional body assemblies such as rear loading compactors, side loading compactors, tilt trays and hyab type train units.

The configuration of the vehicle is such that the positioning of the engine and drive train at the rear of the vehicle reduces the load over the front axle of the vehicle. The main benefit of this configuration is that the low distribution of the vehicle is more evenly spread and both axles load proportionally as the storage compartment 17 is filled with waste material.

As an added benefit, the braking system of the vehicle is more efficient because the risk of poor rear tyre adhesion due to a "non-load condition" associated with conventional vehicles has been eliminated. Also, because the operators cabin is much lower and shorter than a conventional cabin, the loader mechanism can be significantly smaller, stronger, lighter and safer than conventional style loader systems.

The configuration of the vehicle also means that the engine and drive chamber surface from the rear of the vehicle and therefore the front operators cabin can be redesigned to better suit the requirements of use. Also, because the cabin no longer needs to be tipped for access to components beneath, a cabin protection rail can be installed to provide greater safety for the operator. The protection rail can also incorporate the loader guide system to control the relationship of the bin position and rotation automatically. As an alternative, the engine and drive train could be mounted directly in front of the rear axle thereby providing a shorter rear overhang configuration.

The chassis assembly may be designed to allow the entire drive-train to be easily and quickly removed as a complete unit for service or maintenance. The engine, transverse box, transmission, drive-shaft, differential, suspension and wheels may be built as a self contained module which is simply attached to the chassis by means of four quick release locking pins. This feature means that the entire drive train can be removed and replaced in a matter of minutes thereby significantly reducing vehicle down time for routing maintenance or in the case of major failure.

While the container or body, loader mechanism and compaction system may be fitted to a conventional truck mounted body to provide a mobile collection, compaction and transportation vehicle with a load carrying capacity of between 16 and 30 cubic metres, they can also be fitted to a transverse trailer to produce a load carrying capacity of up to 80 cubic metres.

In the front loading truck version, the vehicle is driven to full containers and then filled using the vehicle engine to provide hydraulic power for the loader and compactor to discharge its load at the disposal site, the tail gate is open and the body is tipped to use gravity to assist with the ejection of the product.

In the transfer trailer version the same body, loader and compaction designs may be used but the body capacity can be significantly increased. The transverse trailer has its own engine or electric driven power pack and is towed to a preset location and the full containers are transported to it for emptying. This means that one prime mover and driver can service a number of trailers thereby further reducing component and labour cost. The length of the transverse trailer prohibits tip-eject system and therefore usually be fitted with a walking floor rejector panel system to discharge the load at the disposal site. Another version of the transport module used as a rear loading compactor vehicle which is fitted with a simplified version of the front lift loading device and optionally the same compacting system. In this way, containers can be emptied using modified existing vehicles to reduce initial costs. The system has the advantage of requiring lower headroom clearances to empty containers. The advantages of the refuse loading, compaction and transportation system of the invention include:-

1. Rear-engine chassis configuration with special purpose drivers cabin, providing:

- Improved load on the front axle of the vehicle, - Improved distribution and payload per axle,

- Improved braking under no-load conditions,

- Compatibility of smaller, less expensive, more efficient vehicles,

- Compatibility of low profile, ergonomic cabin with easy access and better visibility,

- Compatibility of smaller, stronger, safer loader system,

- Compatibility of integrated cabin/operator protection device,

- Reduced engine noise and therefore improved conditions for operator.

2. Guided loader operation with freely pivoting linkages, providing: - Automatic control over bin relationship, eliminating operator skill requirement,

- Integrated guide track and a fall on protection cage for maximum operator safety, - Compact loader system with low weight, low cost, high strength, simple operation,

- A single actuation requirement to provide, simultaneous, multiple function operation.

3. A compaction device with a follower cylinder system, providing:

- Lower weight, low cost, low maintenance, self-cleaning compactor,

- Elimination of manual cleaning requirements and the associated risks, - Optimised compaction force output due to cylinder geometry,

- Automatic hopper door operation,

- Load holding facility to keep loading hopper clear during transportation, - Improved load distribution and simple operation.

4. Inter-related loading and compaction systems, providing:

- Ultimate simplicity in foolproof operation, requiring minimal operator skill,

- Further reductions for cost, weight and complexity of components,

- Automatic, visual, load sensing indicator.

5. Combination frame and sheet body design, providing: - Low weight, high strength mass producible storage compartment,

- Low frictional forces to improve loading and discharge efficiencies, - Low cost, fail-safe, highly efficient discharge door with simple operation,

- Low tip angle to improve stability during discharge of load,

- High level of environmental integrity with liquid retainer and heavy duty seal. Various modifications may be made in details of design and construction without departing from the scope and ambit of the invention.

Claims

1 . A refuse vehicle comprising:-

(i) a rear engine chassis assembly,

(ii) a body on the chassis defining a refuse storage compartment and having a discharge door, (iii) a loading hopper leading to the storage compartment, (iv) means at or adjacent the front of the vehicle for lifting refuse bins located in front of the vehicle and inverting them to discharge refuse into the loading hopper, and (v) compaction means for compacting the refuse in the hopper and transferring the refuse into the storage compartment.

2. A refuse vehicle according to claim 1 wherein lifting means comprising a first transverse torque tube means mounted at or adjacent to the front of the loading hopper, a pair of spaced apart primary lift arms each connected by one end to the first transverse torque tube means and by the other end to one end of a respective one of a pair of spaced apart secondary lift arms, a second transverse torque tube means connected to the other ends of the secondary lift arms and a pair of bin-lifting tynes on the secondary torque tube means.

3. A refuse vehicle according to claim 3 wherein the secondary transverse torque tube means has roller means engaged in a guide rail in front of the vehicle.

4. A refuse vehicle according to claim 1 wherein the body is pivotally mounted on the chassis about a transverse axis at or adjacent to the rear of the vehicle and further including means for raising and lowering the body.

5. A refuse vehicle according to claim 1 wherein the chassis comprises a rolling chassis with brakes, suspension and steering and the rear mounted engine is controlled from an operator's cabin at the front of the vehicle.

6. A refuse vehicle according to claim 2 and further including a fall on protection system framework above the operator's cabin.

7. A refuse vehicle according to claim 6 wherein the fall on protection system includes a pair of spaced apart guide rails which extend upwardly from the front of the cabin to above the cabin and a pair of spaced apart guide rails which extend rearwardly from above the cabin to the chassis.