EP2218835B1 - Schaufellader mit zwei schwenkbaren Rahmen. - Google Patents

Schaufellader mit zwei schwenkbaren Rahmen. Download PDF

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Publication number
EP2218835B1
EP2218835B1 EP10447007A EP10447007A EP2218835B1 EP 2218835 B1 EP2218835 B1 EP 2218835B1 EP 10447007 A EP10447007 A EP 10447007A EP 10447007 A EP10447007 A EP 10447007A EP 2218835 B1 EP2218835 B1 EP 2218835B1
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EP
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Prior art keywords
frame
relation
liquid
point
hinge
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Application number
EP10447007A
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English (en)
French (fr)
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EP2218835A1 (de
Inventor
Luc Didden
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TOINE BROCK CONSTRUCTIE/MECHANISATIE B.V.
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Individual
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Priority claimed from BE2009/0079A external-priority patent/BE1018654A3/nl
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Priority to PL10447007T priority Critical patent/PL2218835T3/pl
Publication of EP2218835A1 publication Critical patent/EP2218835A1/de
Application granted granted Critical
Publication of EP2218835B1 publication Critical patent/EP2218835B1/de
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    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/08—Superstructures; Supports for superstructures
    • E02F9/0841—Articulated frame, i.e. having at least one pivot point between two travelling gear units

Definitions

  • the invention concerns a vehicle, in particular a shovel loader, comprising a first frame with a first set of wheels and a second frame with a second set of wheels, whereby the first frame is connected to the second frame by means of a hinged joint, such that the first frame can move in relation to the second frame, whereby means are provided to dampen the movement of the first frame in relation to the second frame.
  • Such vehicles are thus provided with a buckling control, whereby a first frame, which for example forms the front part of the vehicle, is hinge-mounted and/or mounted in a pivoting manner to a second frame which then forms the rear part of the vehicle.
  • These vehicles usually comprise four wheels whereby the front and the rear part of the vehicle are each carried by wheels.
  • Said rear part usually has a large mass so as to keep the vehicle stable, and it is usually provided with a seat for the driver.
  • said vehicles are usually provided with a lifting arm on which can be mounted detachable elements such as for example a loading shovel.
  • a lifting arm on which can be mounted detachable elements such as for example a loading shovel.
  • These vehicles are particularly advantageous in that they are very manoeuvrable and compact, but it turns out that they are very unstable and that, when used on rough ground, a lot of accidents happen due to the vehicle tipping when riding over a bump or along a slope at reasonable speed. The latter is all the more so when the loading bucket of the vehicle is loaded with earth, for example, and the lifting arm is directed upward.
  • Document FR 2 663 590 describes a vehicle comprising two frames which are connected by means of a hinged joint.
  • the hinged joint which is applied in said vehicle, the risk of the vehicle tipping is practically negligible.
  • Said document FR 2 663 590 describes a system which makes it possible to dampen oscillations of both frames in relation to one another on the one hand, and to stabilize both frames in relation to one another when the vehicle is being worked with on the other hand.
  • no solution is offered to stabilize a vehicle moving with a load in the loading bucket over rough ground.
  • EP 0266 1785 discloses a vehicle according to the preamble of claim 1 and a method according to the preamble of claim 7.
  • the invention aims to remedy the above-mentioned disadvantages and to provide a vehicle with buckling control which proves to be extremely stable, even when moving at high speed with a loaded loading bucket over rough ground.
  • said means to dampen the movement of the first frame in relation to the second frame comprise two liquid reservoirs containing a hydraulic liquid which are connected via a throttle valve whereby, during the movement of said first frame in relation to the second frame, said liquid is displaced between both reservoirs via said throttle valve.
  • said hinged joint has a hinge pin around which the first frame can rotate in relation to the second frame, whereby this hinge pin can also pivot and said liquid reservoirs co-operate with the hinged joint such that, when the hinge pin moves in a direction crosswise to the longitudinal axis of the second frame, liquid will be displaced between both reservoirs via said throttle valve.
  • said hinged joint has a hinge pin which is determined by a point of rotation on the one hand around which the hinge pin can pivot, and which has a fixed position in relation to both frames, and a hinge point situated almost vertically above said point of rotation on the other hand which is fixed in relation to the first frame and hinge-mounted to the first far end of a rod, whereas the second far end of the rod is hinge-mounted to the second frame in a point which is preferably situated in a vertical plane of symmetry of the latter frame extending in the longitudinal direction, whereby said means dampen the movement of said hinge point according to an arc with said second far end of said rod as a centre.
  • said hinge point forms the centre of a ball joint which connects said first frame to said rod, whereby each of the two liquid reservoirs is further provided with a corresponding hydraulic cylinder, whereby the axis of each of these cylinders extends such that it practically or almost touches said arc on either side of the ball joint between the latter and a supporting point on said second frame, such that these cylinders can exert a pressure force between the supporting point concerned and said ball joint.
  • the invention also concerns a method for stabilising a vehicle according to claim 7.
  • Said method for dampening the buckling movement of a vehicle with a first and a second frame which are hinge-mounted in relation to one another allows the movement of a hinge pin to be dampened in a direction which is practically crosswise to the longitudinal direction of the vehicle by displacing a hydraulic liquid via a throttle valve between two liquid reservoirs, in particular between two hydraulic cylinders.
  • FIGS 1 and 2 schematically represent a shovel loader according to the present state of the art.
  • This shovel loader has a first frame 1 which is provided with a set of wheels with two wheels 2 and 3 and a second frame 4 with a set of wheels including wheels 5 and 6.
  • the first frame 1 forms the front part of the vehicle and is provided with a hydraulically operated lifting arm 7 on which is mounted a loading bucket 8.
  • the rear part of the vehicle is formed by said second frame 4 and has a steering wheel 9 and a seat 10 for the driver of the vehicle.
  • Said rear part is further equipped with a hydraulic system, not represented in the drawings, which provides among others for the drive of the lifting arm 7, the loading bucket 8 and the steerage.
  • Said steerage comprises a hydraulic cylinder 11 which can move the first frame 1 in relation to the second frame 4 round a hinge pin 12.
  • said hinge pin 12 When the vehicle is situated on a flat horizontal surface, said hinge pin 12 will extend vertically and will be situated in a vertical plane of symmetry 14 extending in the longitudinal direction of the second frame 4. In this position, the hinge pin 12 is situated in what is called a neutral position.
  • the first frame 1 is connected to the second frame 4 by means of a hinged joint 13.
  • the latter makes it possible, among others, for the first frame 1 to move in relation to the second frame 4.
  • the first frame 1 can be subjected to a rotation round the hinge pin 12 in relation to the second frame 4.
  • the hinge pin 12 can also pivot round a point of rotation 15 which forms the centre of a ball joint 16.
  • This ball joint 16 connects the first frame 1 to the second frame 2, whereby the point of rotation 15 thus has a fixed position in relation to both frames.
  • a hinge point 17 is situated practically vertically above the point of rotation 15, which hinge point 17 is fixed in relation to the first frame 1 and is hinge-mounted to a rod 18.
  • the hinge point 17 as well as the point of rotation 15 are situated on said hinge pin 12.
  • the rod 18 may be somewhat elastically deformable in its longitudinal direction.
  • the hinge point 17 is situated in the centre of a second ball joint 19 which forms a first far end of said rod 18.
  • the other far end of this rod 18 is hinge-mounted to the second frame 4 in a point which is preferably situated in the vertical plane of symmetry of the latter, extending in the longitudinal direction.
  • this other far end of the rod 18 is preferably also formed of a ball joint 20.
  • the first frame 1 can thus undergo a rotation in relation to the second frame 4 round an axis of rotation 21 situated in said plane of symmetry 14 and going through said point of rotation 15.
  • the hinge pin 12 is thereby subjected to a pivoting movement round said point of rotation 15, and the hinge point 17 describes an arc having said ball joint 20 as a centre.
  • the first frame will be subjected to a sudden acceleration round said axis of rotation 21, and it will move at a relatively high speed in relation to the second frame 4 until a maximum rotation of the first frame 1 in relation to the second frame 2 is reached, determined among others by said rod 18. Consequently, the mass of this second frame cannot immediately stabilise the vehicle. As soon as the maximum rotation round the axis of rotation 21 is reached, both frames form a rigid whole in said direction of rotation. Due to the inertia of the moving, filled loading bucket, the mass of the second frame will not suffice, however, to maintain the vehicle in a stable position, and consequently it will tip.
  • figure 3 shows the vehicle from figures 1 and 2 , whereby means are provided to dampen the movement of the first frame 1 in relation to the second frame 4.
  • these means comprise two liquid reservoirs which are filled with a hydraulic liquid and which are connected via a hydraulic line 22 in which has been provided a throttle valve 23.
  • a hydraulic line 22 in which has been provided a throttle valve 23.
  • Each of these liquid reservoirs is situated in a corresponding hydraulic cylinder 24 and 25 with a cylinder housing and a piston rod.
  • These cylinders 24 and 25 are connected to respective supports 26 and 27 with their cylinder housing, which supports are fixed to said second frame 4.
  • the corresponding far ends of the respective piston rods of these cylinders 24 and 25 rest freely against the ball joint 19 on either side of the above-mentioned plane of symmetry 14.
  • the axis of each of said cylinders 24 and 25 hereby extends such that it almost touches the above-mentioned arc on either side of the ball joint 19, such that said cylinders can exert a pressure force on the ball joint 19.
  • the piston rod of the cylinder 24 will exert a pressure force on the ball joint 19 which makes sure that the movement of the hinge pin 12 round the point of rotation 15, and thus also the movement of the first frame in relation to the second frame, is slowed down.
  • the throttling of the flow of the hydraulic liquid through the throttle valve is adjusted such that, under normal working conditions, the dampening due to the displacement of the liquid is negligible, whereas in case of a quick and sudden movement of both frames in relation to one another round the axis of rotation 15, said throttling will make sure that the movement is slowed down and that both frames form a practically rigid whole, at least approximately, such that the mass of the second frame 4 provides for stabilisation and prevents the vehicle from tipping.
  • the influence of the throttle valve 23 is particularly negligible when the shovel loader is in a stable position.
  • the force exerted by the cylinders 24 and 25 will be negligible compared to the force that must be exerted by the steerage, in particular by the hydraulic cylinder 11 of the latter.
  • the dimensions of the piston rod and the cylinder housing of the hydraulic cylinders 24 and 25 are selected as a function of the loads to be expected and the size of the vehicle. Usually, a pressure in the order of magnitude of 200 bar is used as an operating pressure for the hydraulic liquid.
  • the diameter of the hydraulic line 22 is normally selected in the order of magnitude of 3 to 4 mm, as is usually applied as standard in hydraulic systems.
  • the hydraulic cylinder has a piston with a diameter (D) in the order of magnitude of 30 mm
  • D diameter of the hydraulic liquid
  • the diameter (d) of the passage of the throttle valve 23 will be preferably 0.8 mm.
  • the D/d ratio of the diameter (D) of the piston in relation to the diameter (d) of the passage of the throttle valve 23 is situated between 35 and 65.
  • this D/d ratio is in the order of magnitude of 50.
  • the diameter (d) of the passage of the throttle valve 23 is preferably selected as a function of the allowed speed of movement of the hinge pin 12 in relation to the second frame 4, taking into account the diameter (D) of the piston of the hydraulic cylinders 24 and 25.
  • the length of stroke of the piston rods is preferably in the order of magnitude of 9 cm, but it may deviate as a function of the allowed movement of the first frame 1 in relation to the second frame 4.
  • a quantity of hydraulic liquid of some 63 cc will be displaced when the diameter of the piston amounts to 30 mm, and of some 113 cc when said diameter amounts to 40 mm.
  • both hydraulic cylinders 24 and 25 it is indicated for the piston rods of both hydraulic cylinders 24 and 25 to maintain contact with said ball joint 19, possibly save for a little play. This is obtained as the reservoirs of both hydraulic cylinders are connected such that when one of the piston rods is being compressed over a certain distance, the other piston rod will be automatically moved over the same distance. Thus, the distance between both piston rods remains practically constant and is about equal to the diameter of the ball joint 19 concerned.
  • piston rods rest freely on said ball joint 19, it is of course possible for said piston rods to be either fixed to the latter or directly to the first frame 1 in the vicinity of said hinge pin 12, the hinge point 17 or the ball joint 19 concerned.
  • the above-mentioned hydraulic line 22 may further be provided with a stop valve 30 which can prevent the displacement of liquid between said reservoirs of the hydraulic cylinders 24 and 25 concerned.
  • said hydraulic line is preferably connected to a hydraulic system via a non-return valve 31 in order to bring the liquid in said reservoirs to a certain pressure, whereby the hydraulic liquid cannot flow back from said liquid reservoirs to the hydraulic system.
  • the hydraulic cylinders which are represented in figures 3 to 5 may consist of single-acting hydraulic cylinders and are preferably formed of a piston cylinder.
  • said reservoirs are part of one and the same double-acting hydraulic cylinder which connects said first frame to a supporting point which has a practically fixed position in relation to said second frame in the vicinity of said hinge pin.
  • FIG. 6 Yet another embodiment of the vehicle according to the invention is represented in figure 6 .
  • This hydraulic cylinder 32 is formed of a double-acting cylinder which thus contains two liquid reservoirs 28 and 29 in the cylinder housing which are separated by means of a piston 33. Said reservoirs 28 and 29 are connected via a hydraulic line containing a throttle valve 23.
  • the piston 33 of this double-acting cylinder 32 is fixed to a piston rod 34 of which one far end is connected to said hinge point 17 or thus to the corresponding ball joint 19.
  • this far end of the piston rod 34 is hinge-mounted to a flange 35 which is fixed to said ball joint 19.
  • the cylinder housing of the hydraulic cylinder 32 is connected to said second frame 4 in a hinge point 36.
  • a piston rod 34 of a double-acting cylinder 32 is fixed to said second frame 4 via supports 26 and 27, as represented in figure 7 .
  • a piston 33 is fixed to this piston rod 34 and divides the cylinder housing of the cylinder 32 in two liquid reservoirs 28 and 29.
  • the cylinder housing of the cylinder 32 thereby has two flanges 37 and 38 extending laterally on either side of said ball joint 19 or said hinge point 17, and practically joining the latter.

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  • Engineering & Computer Science (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Claims (10)

  1. Fahrzeug, insbesondere ein Frontlader, umfassend einen ersten Rahmen (1) mit einem ersten Satz Räder (2, 3) und einen zweiten Rahmen (4) mit einem zweiten Satz Räder (5, 6), wobei der erste Rahmen (1) mit dem zweiten Rahmen (4) über ein Scharniergelenk so verbunden ist, dass der erste Rahmen (1) relativ zum zweiten Rahmen (4) beweglich ist, wobei Mittel vorgesehen sind, um die Bewegung des ersten Rahmens (1) relativ zum zweiten Rahmen (4) zu dämpfen, wobei das Scharniergelenk eine Scharnierachse (12) aufweist, die einerseits durch einen Drehpunkt (15), um den die Scharnierachse (12) verschwenkbar ist und der eine fixierte Position gegenüber beiden Rahmen (1, 4) aufweist, und andererseits durch einen praktisch vertikal über diesem Drehpunkt (15) gelegenen Scharnierpunkt (17) festgelegt ist, wobei der Scharnierpunkt (17) gegenüber dem ersten Rahmen (1) fixiert und am ersten fernen Ende einer Stange (18) angelenkt ist, während das zweite ferne Ende dieser Stange (18) am zweiten Rahmen (4) in einem Punkt angelenkt ist, der vorzugsweise in einer Symmetrieebene (14) des letzteren liegt, die in Längsrichtung vertikal verläuft, wobei die Mittel die Bewegung des Scharnierpunktes (17) entlang einem Bogen dämpfen, dessen Mittelpunkt das zweite ferne Ende der Stange (18) ist, dadurch gekennzeichnet, dass diese Mittel zwei Flüssigkeitsspeicher (28, 29) mit einer Hydraulikflüssigkeit umfassen, die über ein Drosselventil (23) miteinander verbunden sind, wobei während der Bewegung des ersten Rahmens (1) relativ zum zweiten Rahmen (4) die die Flüssigkeit über das Drosselventil (23) zwischen beiden Speichern (28, 29) verdrängt wird.
  2. Fahrzeug nach Anspruch 1, wobei die Speicher (28, 29) Teil zumindest eines Hydraulikzylinders (24, 25, 32) sind, der den ersten Rahmen (1) mit einem Stützpunkt (26, 27) verbindet, welcher eine praktisch fixierte Stellung relativ zum zweiten Rahmen (4) in der Nähe der Scharnierachse (12) aufweist.
  3. Fahrzeug nach Anspruch 2, wobei der Hydraulikzylinder (24, 25, 32) einen Kolben mit einem Durchmesser (D) aufweist, während das Drosselventil (23) einen Durcchlass für die Flüssigkeit mit einem Durchmesser (d) aufweist, wobei das Verhältnis (D/d) des Durchmessers (D) des Kolbens zum Durchmesser (d) des Durchlasses des Drosselventils (23) zwischen etwa 35 und etwa 65 und insbesondere in der Größenordnung von etwa 50 liegt.
  4. Fahrzeug nach einem der Ansprüche 1 bis 3, wobei der Scharnierpunkt (17) den Mittelpunkt eines Kugelgelenks (19) bildet, das den ersten Rahmen (1) mit der Stange (18) verbindet, wobei jeder der beiden Flüssigkeitsspeicher (28, 29) ferner in einem entsprechenden Hydraulikzylinder (24, 25, 32) vorgesehen ist, wobei die Achse jedes dieser Zylinder zu beiden Seiten des Kugelgelenks (19), den Bogen nahezu berührend, zwischen letzterem und einem Stützpunkt (26, 27) am zweiten Rahmen (4) verläuft, so dass diese Zylinder (24, 25, 32) eine Druckkraft zwischen dem betreffenden Stützpunkt (26, 27) und dem Kugelgelenk (19) ausüben können.
  5. Fahrzeug nach einem der Ansprüche 1 bis 4, wobei die Speicher (26, 27) über eine Hydraulikleitung (22) verbunden sind, in der das Drosselventil (23) vorgesehen ist und die ferner ein Absperrventil (30) enthält, um jegliche Flüssigkeitsverdrängung zwischen den Speichern (26, 27) zu verhindern.
  6. Fahrzeug nach einem der Ansprüche 1 bis 5, wobei die Flüssigkeitsspeicher (28, 29), um die Flüssigkeit in den Speichern (28, 29) auf einen bestimmten Druck zu bringen, an ein Hydrauliksystem über ein Rückschlagventil (31) angeschlossen sind, so dass Hydraulikflüssigkeit nicht aus den Flüssigkeitsspeichern (28, 29) in das Hydrauliksystem zurück fließen kann.
  7. Verfahren zum Stabilisieren eines Fahrzeugs, insbesondere eines Frontladers, umfassend einen ersten Rahmen (1) mit einem ersten Satz Räder (2, 3) und einen zweiten Rahmen (4) mit einem zweiten Satz Räder (5, 6), wobei der erste Rahmen (1) mit dem zweiten Rahmen (4) über ein Scharniergelenk verbunden ist,
    wobei das Scharniergelenk eine Scharnierachse (12) aufweist, die einerseits durch einen Drehpunkt (15), um den die Scharnierachse (12) verschwenkbar ist und der eine fixierte Position gegenüber beiden Rahmen (1, 4) aufweist, und andererseits durch einen über diesem Drehpunkt (15) gelegenen Scharnierpunkt (17) festgelegt ist, wobei der Scharnierpunkt (17) gegenüber dem ersten Rahmen (1) fixiert und am ersten fernen Ende einer Stange (18) angelenkt ist, während das zweite ferne Ende dieser Stange (18) am zweiten Rahmen (4) in einem Punkt angelenkt ist, der vorzugsweise in einer vertikalen Symmetrieebene (14) des letzteren liegt, die in Längsrichtung verläuft,
    dadurch gekennzeichnet, dass die Bewegung der Scharnierachse (12) relativ zum zweiten Rahmen (4) durch Verdrängung einer Hydraulikflüssigkeit durch ein Drosselventil (23) gedämpft wird, wobei das Drosseln des Durchflusses der Hydraulikflüssigkeit durch das Drosselventil (23) so eingestellt wird, dass unter normalen Arbeitsbedingungen die Dämpfung auf Grund der Verdrängung der Flüssigkeit vernachlässigbar ist, während im Fall einer schnellen und plötzlichen Bewegung beider Rahmen relativ zueinander um den Drehpunkt (15) das Drosseln sicherstellt, dass die Bewegung verlangsamt wird und dass beide Rahmen zumindest annähernd eine praktisch starre Einheit bilden, so dass die Masse des zweiten Rahmens (4) für Stabilisierung sorgt und ein Umkippen des Fahrzeugs verhindert.
  8. Verfahren nach Anspruch 7, wobei ein Durchmesser des Durchlasses des Drosselventils (23) so gewählt ist, dass die Dämpfung der Bewegung der Scharnierachse (12) durch das Drosselventil (23) praktisch vernachlässigbar ist, wenn die Bewegungsgeschwindigkeit der Scharnierachse (12) niedriger als ein Vorgabewert ist, wobei diese Bewegung der Scharnierachse (12) gedämpft wird, wenn der Vorgabewert überschritten wird.
  9. Verfahren nach Anspruch 7 oder 8, wobei die Scharnierachse (12) mit zwei Flüssigkeitsspeichern (28, 29), die eine Hydraulikflüssigkeit enthalten, so zusammenwirkt, dass Hydraulikflüssigkeit über das Drosselventil (23) zwischen beiden Speichern (28, 29) verdrängt wird, wenn die Scharnierachse (12) bewegt wird.
  10. Verfahren nach Anspruch 9, wobei die Speicher (28, 29) Teil mindestens eines Hydraulikzylinders (24, 25, 32) sind, der den ersten Rahmen (1) mit einem Stützpunkt (26, 27) verbindet, der eine praktisch fixierte Position gegenüber dem zweiten Rahmen (4) in der Nähe der Scharnierachse (12) aufweist, wobei der Zylinder (24, 25, 32) durch die Bewegung der Scharnierachse (12) betätigt wird.
EP10447007A 2009-02-12 2010-02-12 Schaufellader mit zwei schwenkbaren Rahmen. Active EP2218835B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10447007T PL2218835T3 (pl) 2009-02-12 2010-02-12 Ładowarka łopatowa zawierająca dwie mocowane przegubowo ramy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE2009/0079A BE1018654A3 (nl) 2009-02-12 2009-02-12 Kniklader.
BE200900481 2009-08-10

Publications (2)

Publication Number Publication Date
EP2218835A1 EP2218835A1 (de) 2010-08-18
EP2218835B1 true EP2218835B1 (de) 2012-10-31

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US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension

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DE102016102854A1 (de) 2016-02-18 2017-08-24 Weidemann GmbH Arbeitsfahrzeug mit steuerbarer Knick-Pendel-Gelenk Dämpfung und Verfahren zur Fahrstabilisierung des Arbeitsfahrzeugs
DE102016102857A1 (de) 2016-02-18 2017-08-24 Weidemann GmbH Arbeitsfahrzeug mit Knick-Pendel-Gelenk-Dämpfung
DE202016100964U1 (de) 2016-02-24 2017-05-26 Wacker Neuson Linz Gmbh Arbeitsfahrzeug mit drehbarem Fahrersitz
DE202016101145U1 (de) 2016-03-03 2016-03-24 Wacker Neuson Linz Gmbh Elektrobetriebener Dumper mit Energiespeichereinheit
DE202016101740U1 (de) 2016-04-01 2016-07-13 Wacker Neuson Linz Gmbh Arbeitsfahrzeug mit Schutzeinrichtung
DE102016106459A1 (de) 2016-04-08 2017-10-12 Weidemann GmbH Arbeitsfahrzeug mit Knick-Gelenk-Lenkung und lastabhängiger Lenkwinkelbegrenzung
DE202016101868U1 (de) 2016-04-08 2016-07-08 Wacker Neuson Linz Gmbh Arbeitsfahrzeug mit ausklappbarer Kippkante
DE202016102237U1 (de) 2016-04-27 2016-05-19 Kramer-Werke Gmbh Elektrischer Antriebsstrang für ein Arbeitsfahrzeug
DE102022110385A1 (de) 2022-04-28 2023-11-02 Wacker Neuson Linz Gmbh Arbeitsfahrzeug mit Kollisionswarnvorrichtung

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FR2663590A1 (fr) 1990-06-21 1991-12-27 Mecalac Engin de travaux publics ou similaires comportant un chassis articule en deux parties.
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DE19616302A1 (de) * 1996-04-24 1997-10-30 Fendt Xaver Gmbh & Co Einrichtung zum Begrenzen der Pendelbewegung einer Starrachse eines Nutzfahrzeuges, insbesondere eines Ackerschleppers
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension

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PL2218835T3 (pl) 2013-04-30
EP2218835A1 (de) 2010-08-18
DK2218835T3 (da) 2013-02-11

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