WO2004091947A1 - Device and method for adjusting the wheel camber of utility vehicles - Google Patents

Device and method for adjusting the wheel camber of utility vehicles Download PDF

Info

Publication number
WO2004091947A1
WO2004091947A1 PCT/DE2004/000610 DE2004000610W WO2004091947A1 WO 2004091947 A1 WO2004091947 A1 WO 2004091947A1 DE 2004000610 W DE2004000610 W DE 2004000610W WO 2004091947 A1 WO2004091947 A1 WO 2004091947A1
Authority
WO
WIPO (PCT)
Prior art keywords
camber
wheel
cylinder
vehicle frame
axle bridge
Prior art date
Application number
PCT/DE2004/000610
Other languages
German (de)
French (fr)
Inventor
Jürgen DAMM
Original Assignee
O & K Orenstein & Koppel Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by O & K Orenstein & Koppel Gmbh filed Critical O & K Orenstein & Koppel Gmbh
Priority to DE112004001074T priority Critical patent/DE112004001074D2/en
Publication of WO2004091947A1 publication Critical patent/WO2004091947A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/007—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces means for adjusting the wheel inclination
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/32—Rigid axle suspensions pivoted
    • B60G2200/322—Rigid axle suspensions pivoted with a single pivot point and a straight axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/08—Agricultural vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/09—Construction vehicles, e.g. graders, excavators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/019—Inclination due to load distribution or road gradient
    • B60G2800/0194—Inclination due to load distribution or road gradient transversal with regard to vehicle

Definitions

  • the invention relates to a device and a method for wheel camber adjustment in commercial vehicles, in particular in wheeled construction machines, with which earth and leveling work, in particular in road and path construction and in the design of open spaces, are carried out.
  • the chassis of graders is characterized in particular by the wheelbase, the track width, the behavior of toe-in and camber and other significant parameters.
  • the camber or rather the relative inclination of the wheel plane against the vertical of the road, is of particular importance when keeping to the lane and steering, since a negative camber increases the transmittable force acting transversely to the direction of travel by the force gained by the camber. The fall is also important in reducing the steering circle of the construction machine and tire wear, as well as the alignment of the front wheels after the front axle has leveled out when the terrain changes.
  • the camber adjustment is carried out manually depending on the inclination of the terrain by means of a hydraulic camber cylinder.
  • Graders are usually used for the above-mentioned earth and leveling work, which have a pendulum-mounted front axle and a rear axle rigidly connected to the vehicle frame. Because when entering tracks in the uneven terrain, the front axle is loaded first, to align the front wheels with respect to the terrain, a manual camber adjustment is carried out, both wheels being equally inclined in the same direction.
  • the camber cylinder Since the camber cylinder is installed between a wheel journal unit and a fastening element arranged on the front axle or on an element of the front axle, the axle bridge, and is prestressed if necessary, the pitch angle remains in a previously set position, regardless of the terrain slope to be passed.
  • the camber angle is therefore constant, and the wheel journal units connected to the oscillating axle bridge via joints and the crash bar have a static effect when the axle bridge oscillates.
  • the object of the invention is to develop a device and a method for wheel camber adjustment with which a simpler automatic wheel camber adjustment can be implemented in inclined terrain.
  • the object is achieved by the features of the device for wheel camber adjustment according to patent claims 1 and 3 and the method for wheel camber adjustment according to patent claim 6. Further advantageous configurations are contained in the description and the drawings and are the subject of the associated subclaims.
  • the device for wheel camber adjustment in commercial vehicles with a camber cylinder has an axle bridge which is mounted on a vehicle frame in an oscillating manner, a camber bar and a wheel pin unit which can be controlled by means of the camber cylinder, one axial end of the camber cylinder having no operative connection to the axle bridge on the vehicle frame and the other axial end the camber cylinder is attached to the wheel journal unit of the commercial vehicle.
  • the crash bar, the crank pin units and the axle bridge are connected to one another via joints as a common unit.
  • This unit is attached to the vehicle frame via the axle bridge and the suspension arranged on the vehicle frame.
  • This suspension allows the axle bridge to rotate or oscillate and in practice is only sensibly limited by stops on the vehicle frame.
  • the support angle adjustment is usually implemented by a camber cylinder, which can be operated manually and is therefore designed to be retractable and extendable.
  • the camber angle adjustment causes both vehicle wheels to be inclined equally to the vertical relative to the terrain. This manual camber angle adjustment is justified when the vehicle wheels have to be turned against the coulter side forces.
  • the unit consisting of the crash bar, wheel journal units and axle bridge can move through the joints from an initial rectangle to a rhomboid on inclined terrain.
  • the Trunnion units are always aligned vertically, while the crash bar and axle bridge are aligned parallel to the inclined terrain.
  • the wheel journal units arranged parallel to the vehicle wheel planes ensure that the vehicle wheels remain in a vertical position, which significantly improved the steering properties of the construction machine, in particular the grader, compared to the prior art or a rigid suspension.
  • angle ⁇ the change in angle being identical to the camber angle of the vehicle wheels that is established.
  • the path of the inventive idea is not left even if a rigid connecting element is arranged between the wheel pin unit and the vehicle frame instead of the adjustable camber cylinder. Since this connecting element is also attached to the vehicle frame with an axial end, the axle bridge, the wheel journal units and the crash bar form a rhomboid in the case of the inclined terrain. The fact that in this case no manual camber adjustment can now be implemented by the missing camber cylinder obviously reduces the functionality of this connecting element.
  • the kinematics of the chassis of the vehicle are able to carry out an automatic wheel camber adjustment that is favored for the corresponding driving behavior.
  • the reduced functionality of the connecting elements is clearly opposed by a cost reduction, which should not be underestimated, based on the saving of the lintel cylinder, the hydraulic control valve, the associated control devices and the hydraulic hoses.
  • a second rigidly configured connecting element identical to the first connecting element, can be arranged between the second wheel pin unit and the vehicle frame instead of the lintel rod connecting the two wheel pin units.
  • the axle bridge, the two wheel journal units and the two connecting elements are thus connected to one another in an articulated manner and, when the axle bridge oscillates, ensure sufficient vertical play of movement of the wheel journal units and the vehicle wheels arranged thereon.
  • Fig. 1 camber attachment in the state of the art, front axle on level roadway or level terrain,
  • Fig. 2 camber attachment in the state of the art, front axle on an inclined roadway or level terrain,
  • camber cylinder attachment according to the invention, front axle on level roadway or level terrain
  • Fig.4 Camber cylinder attachment according to the invention, front axle on an inclined roadway or level terrain.
  • Fig. 1 and Fig. 2 illustrate the arrangement and attachment of the lintel cylinder 4 in the prior art for the scenarios of the front axle on flat and inclined terrain.
  • the axle bridge 3 is freely movable on the suspension 10 of the vehicle frame 1.
  • the free movement of the axle bridge 3, that is, the movement with three degrees of freedom, is only limited by the stops on the vehicle, which are not shown in detail.
  • At the axial ends of the swing axle 3 of the vehicle are by means of Lintel cylinder 4 controllable wheel pin units 5 arranged movably.
  • the only hinted connection between the wheel journal units 5 and the axle bridge 3 acts as a joint, the movement taking place only in one plane.
  • the wheel pin units 5 are also connected to a camber bar 2 and are movably supported by means of the articulated connection, which is not explained in detail.
  • a fastening element 7 is arranged on the axle bridge 3.
  • the crash bar 2 and the axle bridge 3 are further articulated on both sides of the wheel journal units 5.
  • one axial end of the lintel cylinder 4 is fastened to a wheel journal unit 5 by means of a joint, while the other axial end of the lintel cylinder 4 is fastened to the vehicle frame 1.
  • the attachment takes place by means of a fastening element 9, which is designed as a joint.
  • the camber cylinder 4 is decoupled from the axle bridge 3.
  • the angle 8 between the wheel journal unit 5 and the camber cylinder 4 is thus automatically adjustable when the axle bridge 3 oscillates, which has the consequence that the vehicle wheels 6 can be brought into a more favorable position ,
  • the crash bar 2, the axle bridge 3 and the wheel journal units 5 form a rhomboid when the terrain is inclined.
  • a camber angle can still be set manually by means of the camber cylinder 4 in order to be able to implement a desired contact surface of the vehicle wheels 6 on the terrain. This is particularly useful if the vehicle wheels 6 have to be turned against the coulter side forces.
  • the camber angle that arises and the road inclination are identical, so that the vehicle wheel plane 6.1 and the vehicle frame plane 1.1 are spaced apart in parallel.
  • the vehicle wheels 6 By fastening an axial end of the lintel cylinder 4 to the vehicle frame 1, the vehicle wheels 6 move up and down in a defined angular range. Regardless of the inclination of the terrain, the vehicle wheels 6 remain in a vertical position, as a result of which the steerability of the construction machine is less impaired.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention relates to a device and a method for adjusting the wheel camber of utility vehicles, in particular wheeled construction vehicles, using a camber cylinder (4). Said device comprises at least one axle support (3) that is mounted to oscillate on a vehicle frame (1), a camber rod (2) and two wheel pivot pins (5) that can be controlled by means of the camber cylinders (4). One axial end of the camber cylinder (4) is fixed to the vehicle frame (1) without interaction with the axle support (3) and the other axial end of the camber cylinder (4) is fixed to the wheel pivot pin (5) of the utility vehicle. When the axle support (3) oscillates, the angle α (8) between the wheel pivot pin (5) and the camber cylinder (4) is adjusted automatically in such a way that the front wheels (6) remain in a perpendicular position, irrespective of the inclination of the terrain.

Description

Vorrichtung und Verfahren zur Radsturzverstellung bei NutzfahrzeugenDevice and method for wheel camber adjustment in commercial vehicles
Die Erfindung betrifft eine Vorrichtung und ein Verfahren zur Radsturzverstellung bei Nutzfahrzeugen, insbesondere bei beräderten BaumascMnen, mit denen Erd- und Planierarbeiten, vor allem im Straßen- und Wegebau sowie bei der Freiflächengestaltung, durchgeführt werden.The invention relates to a device and a method for wheel camber adjustment in commercial vehicles, in particular in wheeled construction machines, with which earth and leveling work, in particular in road and path construction and in the design of open spaces, are carried out.
Mit der Tendenz zu höheren Fahrgeschwindigkeiten und höherer Produktivität sowie mehr Komfort bei Baumaschinen, insbesondere bei Gradern, rückt die zur Fahrstabilität beitragende Kinematik des Fahrwerks bei Lastwechseln, Kurvenfahrten und Erdarbeiten mit quer zur Fahrtrichtung wirkenden Belastungen in den Mittelpunkt weiterer Entwicklungen. Gekennzeichnet ist das Fahrwerk bei Gradern, insbesondere durch den Radstand, die Spurweite, des Verhaltens von Vorspur und Sturz und weiteren signifikanten Kenngrößen.With the tendency towards higher driving speeds and higher productivity as well as more comfort in construction machines, especially graders, the kinematics of the chassis contributing to driving stability during load changes, cornering and earthworks with loads acting transversely to the direction of travel become the focus of further developments. The chassis of graders is characterized in particular by the wheelbase, the track width, the behavior of toe-in and camber and other significant parameters.
Dem Sturz, respektive die relative Neigung der Radebene gegen die Senkrechte der Fahrbahn, kommt beim Spurhalten und Lenken eine besondere Bedeutung zu, da ein negativer Sturz die übertragbare, quer zur Fahrtrichtung wirkende Kraft um die durch den Sturz fünzugewonnene Kraft erhöht. Der Sturz hat des Weiteren Bedeutung bei der Verringerung des Lenkkreises der Baumaschine und des Reifenverschleißes sowie der Ausrichtung der Vorderräder nach dem Einpendeln der Vorderachse bei wechselndem Geländeprofil. Aus dem Stand der Technik ist bekannt, dass die Sturzverstellung manuell in Abhängigkeit der Neigung des Geländes mittels eines hydraulischen Sturzzylinders erfolgt. Für vorgenannte Erd- und Planierarbeiten werden üblicherweise Grader eingesetzt, die eine pendelnd gelagerte Vorderachse und eine starr mit dem Fahrzeugrahmen verbundene Hinterachse aufweisen. Da beim Ein- spuren in das unebene Gelände zuerst die Vorderachse belastet wird, erfolgt zur Ausrichtung der Vorderräder gegenüber dem Gelände eine manuelle Sturzverstellung, wobei beide Räder in der gleichen Richtung gleichermaßen geneigt sind.The camber, or rather the relative inclination of the wheel plane against the vertical of the road, is of particular importance when keeping to the lane and steering, since a negative camber increases the transmittable force acting transversely to the direction of travel by the force gained by the camber. The fall is also important in reducing the steering circle of the construction machine and tire wear, as well as the alignment of the front wheels after the front axle has leveled out when the terrain changes. It is known from the prior art that the camber adjustment is carried out manually depending on the inclination of the terrain by means of a hydraulic camber cylinder. Graders are usually used for the above-mentioned earth and leveling work, which have a pendulum-mounted front axle and a rear axle rigidly connected to the vehicle frame. Because when entering tracks in the uneven terrain, the front axle is loaded first, to align the front wheels with respect to the terrain, a manual camber adjustment is carried out, both wheels being equally inclined in the same direction.
Da der Sturzzylinder zwischen einer Radzapfeneinheit und einem an der Vorderachse bzw. an einem Element der Vorderachse, der Achsbrücke, angeordneten Befestigungselement eingebaut und gegebenenfalls vorgespannt ist, verbleibt der Stxjrzwinkel in einer zuvor eingestellten Position, unabhängig von der zu passierenden Geländeneigung. Der Sturzwi kel ist demnach konstant, und die mit der pendelnd gelagerten Achsbrücke über Gelenke verbundenen Radzapfeneinheiten und die Sturzstange wirken bei einer Pendelung der Achsbrücke statisch. Die Stellung der Radzapfeneinheiten zur Achsbrük- ke bzw. zur Sturzstange ist unverändert, wobei Radzapfeneinheiten, Achsbrücke und Sturzstange bei einem Null-Sturzwinkel ein Rechteck ergeben, wobei dessen Schmalseiten, also die Raα-zapfeneinheiten, bei jeder Pendelung der Achsbrücke senkrecht zum Gelände ausgerichtet sind. Damit ergeben sich wesentliche Nachteile in Bezug auf die Lenkfähigkeit sowie beim Spurhalten des Graders.Since the camber cylinder is installed between a wheel journal unit and a fastening element arranged on the front axle or on an element of the front axle, the axle bridge, and is prestressed if necessary, the pitch angle remains in a previously set position, regardless of the terrain slope to be passed. The camber angle is therefore constant, and the wheel journal units connected to the oscillating axle bridge via joints and the crash bar have a static effect when the axle bridge oscillates. The position of the wheel journal units with respect to the axle bridge or the crash bar is unchanged, whereby the wheel journal units, axle bridge and crash bar form a rectangle at a zero camber angle, the narrow sides of which, ie the Raα journal units, are aligned perpendicular to the terrain with each swing of the axle bridge , This results in significant disadvantages with regard to the steering ability and when keeping the grader in lane.
Die Aufgabe der Erfindung besteht darin, eine Vorrichtung und ein Verfahren zur Radsturzverstellung zu entwickeln, mit denen eine einfachere selbsttätige Radsturzverstellung im geneigten Gelände realisiert werden kann. Die Aufgabe wird durch die Merkmale der Vorrichtung zur Radsturzverstellung gemäß der Patentansprüche 1 und 3 und des Verfahren zur Radsturzverstellung gemäß Patentanspruch 6 gelöst. Weitere vorteilhafte Ausgestaltungen sind in der Beschreibung und den Zeichnungen enthalten und Gegenstand der zugehörigen Unteransprüche. Erfmdungsgemäß ist vorgesehen, dass die Vorrichtung zur Radsturzverstellung bei Nutzfahrzeugen mit einem Sturzzylinder eine an einem Fahrzeugrahmen pendelnd gelagerte Achsbrücke, eine Sturzstange und eine mittels des Sturzzylinders steuerbare Radzapfeneinheit aufweist, wobei ein axiales Ende des Sturzzylinders ohne Wirkverbindung zur Achsbrücke am Fahrzeugrahmen und das andere axiale Ende des Sturzzylinders an der Radzapfeneinheit des Nutzfahrzeugs befestigt ist.The object of the invention is to develop a device and a method for wheel camber adjustment with which a simpler automatic wheel camber adjustment can be implemented in inclined terrain. The object is achieved by the features of the device for wheel camber adjustment according to patent claims 1 and 3 and the method for wheel camber adjustment according to patent claim 6. Further advantageous configurations are contained in the description and the drawings and are the subject of the associated subclaims. According to the invention, it is provided that the device for wheel camber adjustment in commercial vehicles with a camber cylinder has an axle bridge which is mounted on a vehicle frame in an oscillating manner, a camber bar and a wheel pin unit which can be controlled by means of the camber cylinder, one axial end of the camber cylinder having no operative connection to the axle bridge on the vehicle frame and the other axial end the camber cylinder is attached to the wheel journal unit of the commercial vehicle.
Dadurch wird erreicht, dass der Sturzzylinder von der Achsbrücke entkoppelt ist und damit unabhängig von der Pendelung der Achsbrücke wirkt. Eine Pendelung der Achsbrücke wird üblicherweise durch das Überfahren von geneigtem Gelände verursacht.This ensures that the lintel cylinder is decoupled from the axle bridge and thus acts independently of the swinging of the axle bridge. An oscillation of the axle bridge is usually caused by driving over inclined terrain.
Die Sturzstange, die Raάzapfeneinheiten und die Achsbrücke sind über Gelenke als gemeinsame Einheit miteinander verbunden. Die Befestigung dieser Einheit am Falirzeugrahmen erfolgt über die Achsbrücke und der am Fahrzeugrahmen angeordneten Aufhängung. Diese Aufhängung gestattet eine Drehbewegung bzw. Pendelung der Achsbrücke und wird in der Praxis nur durch Anschläge am Fahrzeugrahmen sinnvoll begrenzt. Die StuTzwinkelverstellung wird üblicherweise durch einen Sturzzylinder realisiert, der manuell bedienbar und damit ein- und ausfahrbar ausgebildet ist. Die Sturzwinkelverstellung bewirkt, dass beide Fahrzeugräder gegenüber der Vertikalen zum Gelände gleichermaßen geneigt werden. Diese manuelle Sturzwinkelverstellung findet ihre Berechtigung dann, wenn die Fahrzeugräder entgegen der Scharseitenkräfte angestellt werden müssen. Dadurch, dass der Sturzzylinder an einem axialen Ende am Fahrzeugrahmen befestigt ist, kann sich die aus Sturzstange, Radzapfeneinheiten und Achsbrücke bestehende Einheit durch die Gelenke bei geneigtem Gelände von einem anfänglichen Rechteck zu einem Rhomboid verschieben. Dabei sind die Radzapfeneinheiten stets senkrecht ausgerichtet, währenddessen die Sturzstange und die Achsbrücke gemeinsam parallel zum geneigten Gelände ausgerichtet sind. Die parallel zu den Fahrzeugradebenen angeordneten Radzapfeneinheiten bewirken, dass die Fahrzeugräder in senkrechter Position verbleiben, womit die Lenkeigenschaften der Baumaschine, insbesondere des Graders, gegenüber dem Stand der Technik, respektive einer starren Aufhängung, wesentlich verbessert werden konnten.The crash bar, the crank pin units and the axle bridge are connected to one another via joints as a common unit. This unit is attached to the vehicle frame via the axle bridge and the suspension arranged on the vehicle frame. This suspension allows the axle bridge to rotate or oscillate and in practice is only sensibly limited by stops on the vehicle frame. The support angle adjustment is usually implemented by a camber cylinder, which can be operated manually and is therefore designed to be retractable and extendable. The camber angle adjustment causes both vehicle wheels to be inclined equally to the vertical relative to the terrain. This manual camber angle adjustment is justified when the vehicle wheels have to be turned against the coulter side forces. Due to the fact that the camber cylinder is attached to the vehicle frame at one axial end, the unit consisting of the crash bar, wheel journal units and axle bridge can move through the joints from an initial rectangle to a rhomboid on inclined terrain. Here are the Trunnion units are always aligned vertically, while the crash bar and axle bridge are aligned parallel to the inclined terrain. The wheel journal units arranged parallel to the vehicle wheel planes ensure that the vehicle wheels remain in a vertical position, which significantly improved the steering properties of the construction machine, in particular the grader, compared to the prior art or a rigid suspension.
Mit der erfindungsgemäßen Befestigung des Sturzzylinders steht zusätzlich zu den gelenkig gelagerten Radzapfeneinheiten, der Sturzstange und der Achsbrücke ein weiteres Gelenk zu Verfügung, womit eine gegenläufige Vertikalverschiebung der Radzapfeneinheiten ermöglicht wird. Die Radzapfeneinheit, die mit dem Sturzzylinder verbunden ist, wird direkt durch den Sturzzylinder und die über die Sturzstange gekoppelte zweite Radzapfeneinheit indirekt bewegt.With the fastening of the lintel cylinder according to the invention, in addition to the articulated wheel journal units, the crash bar and the axle bridge, a further joint is available, which enables an opposite vertical displacement of the wheel journal units. The wheel journal unit, which is connected to the camber cylinder, is moved indirectly by the camber cylinder and the second wheel journal unit coupled via the camber bar.
Während dieser gegenläufigen Vertikalverschiebung der Radzapfeneinheiten verändert sich der Winkel zwischen dem Sturzzylinder und der Radzäpfen- einheit, im Folgendem als Winkel α bezeichnet, wobei die Winkeländerung dem sich einstellenden Sturzwinkel der Fahrzeugräder identisch ist. Der Weg des Erfindungsgedankens wird auch dann nicht verlassen, wenn anstelle des verstellbaren Sturzzylinders ein starr ausgebildetes Verbindungselement zwischen Radzapfeneinheit und Fahrzeugrahmen angeordnet ist. Da auch dieses Verbindungselement mit einem axialen Ende am Fahrzeugrahmen befestigt ist, bilden die Achsbrücke, die Radzapfeneinheiten und die Sturzstange für den Fall des geneigten Geländes einen Rhomboid. Dadurch, dass in diesem Fall nunmehr keine manuelle Sturzverstellung durch den fehlenden Sturzzylinder realisiert werden kann, vermindert sich offensichtlich die Funktionalität dieses Verbindungselements. Bei vielen Anwen- dungsfällen ist die Kinematik des Fahrwerks des Fahrzeugs jedoch in der Lage, eine für das entsprechende Fahrverhalten begünstigte selbsttätige Radsturzverstellung vorzunehmen. Der verminderten Funktionalität der Verbindungselemente stehen allerdings eine nicht zu unterschätzende Kostenreduktion, bezogen auf die Einsparung des Sturzzylinders, des hydraulischen Steuerventils, der zugehörigen Regeleinrichtungen und der Hydraulikschläuche, deutlich entgegen.During this opposite vertical displacement of the wheel journal units, the angle between the camber cylinder and the wheel journal unit changes, hereinafter referred to as angle α, the change in angle being identical to the camber angle of the vehicle wheels that is established. The path of the inventive idea is not left even if a rigid connecting element is arranged between the wheel pin unit and the vehicle frame instead of the adjustable camber cylinder. Since this connecting element is also attached to the vehicle frame with an axial end, the axle bridge, the wheel journal units and the crash bar form a rhomboid in the case of the inclined terrain. The fact that in this case no manual camber adjustment can now be implemented by the missing camber cylinder obviously reduces the functionality of this connecting element. With many users In such cases, however, the kinematics of the chassis of the vehicle are able to carry out an automatic wheel camber adjustment that is favored for the corresponding driving behavior. However, the reduced functionality of the connecting elements is clearly opposed by a cost reduction, which should not be underestimated, based on the saving of the lintel cylinder, the hydraulic control valve, the associated control devices and the hydraulic hoses.
In einer weiteren Ausgestaltung dieser Ausfülirungsform ohne SturzzyHnder kann anstelle der die beiden Radzapfeneinheiten verbindende Sturzstange ein zweites starr ausgebildetes, dem ersten Verbindungselement identisches Verbindungselement zwischen der zweiten Radzapfeneinheit und dem Fahrzeugrahmen angeordnet sein. Damit stehen die Achsbrücke, die beiden Radzapfeneinheiten und die beiden Verbindungselemente gelenkig miteinander in Verbindung und sichern bei Pendelung der Achsbrücke ein ausreichendes vertikales Bewegungsspiel der Radzapfeneinheiten und der daran angeordneten Fahrzeugräder.In a further embodiment of this embodiment without a lintel cylinder, a second rigidly configured connecting element, identical to the first connecting element, can be arranged between the second wheel pin unit and the vehicle frame instead of the lintel rod connecting the two wheel pin units. The axle bridge, the two wheel journal units and the two connecting elements are thus connected to one another in an articulated manner and, when the axle bridge oscillates, ensure sufficient vertical play of movement of the wheel journal units and the vehicle wheels arranged thereon.
Die signifikanten und als neu zu beurteilenden Merkmale und Vorteile der Erfindung sind im Wesentlichen:The significant features and advantages of the invention that are to be assessed as new are essentially:
• Entkopplung des Sturzzylinders von der Achsbrücke und damit: o selbsttätige Verstellung des Winkels zwischen der Radzapfeneinheit und dem Sturzzylinder und damit senkrechte Ausrichtung der Räder beim Pendeln der Vorderachse, o manuelle Sturzwinkelverstellung ist auch weiterhin möglich.• Decoupling the camber cylinder from the axle bridge and thus: o automatic adjustment of the angle between the wheel journal unit and the camber cylinder and thus vertical alignment of the wheels when swinging the front axle, o manual camber angle adjustment is still possible.
• Substitution des Sturzzylinders gegen eine erste starre Verbindungsstange bzw. ergänzend eine Substitution der Sturzstange gegen eine zweite, der ersten Verbindungsstange identische Verbindungsstange und damit: o Kostenreduktion aufgrund der Einsparung des Sturzzylinders, des hydraulischen Steuerventils, der zugehörigen Regeleinrichtungen und der Hydraulikschläuche.• Substitution of the lintel cylinder against a first rigid connecting rod or additionally a substitution of the lintel rod against one second connecting rod identical to the first connecting rod and thus: o Cost reduction due to the saving of the lintel cylinder, the hydraulic control valve, the associated control devices and the hydraulic hoses.
Nachstehend wird die Erfindung beispielhaft anhand genannter Zeichnungen näher erläutert.The invention is explained in more detail below by way of example with the aid of the aforementioned drawings.
Dabei zeigen:Show:
Fig.1 : Sturzzylinderbefestigung beim Stand der Technik, Vorderachse auf ebener Fahrbahn bzw. ebenem Gelände,Fig. 1: camber attachment in the state of the art, front axle on level roadway or level terrain,
Fig.2: Sturzzylinderbefestigung beim Stand der Technik, Vorderachse auf geneigter Fahrbahn bzw. ebenem Gelände,Fig. 2: camber attachment in the state of the art, front axle on an inclined roadway or level terrain,
Fig.3: erfindungsgemäße Sturzzylinderbefestigung, Vorderachse auf ebener Fahrbahn bzw. ebenem Gelände,3: camber cylinder attachment according to the invention, front axle on level roadway or level terrain,
Fig.4: erfindungsgemäße Sturzzylinderbefestigung, Vorderachse auf geneigter Fahrbahn bzw. ebenem Gelände.Fig.4: Camber cylinder attachment according to the invention, front axle on an inclined roadway or level terrain.
Fig. 1 und Fig. 2 illustrieren die Anordnung und Befestigung des Sturzzylinders 4 beim Stand der Technik für die Szenarios der Vorderachse auf ebenem und geneigtem Gelände. An der Aufhängung 10 des Fahrzeugrahmens 1 ist die Achsbrücke 3 frei beweglich angeordnet. Die freie Bewegung der Achsbrücke 3, also die Bewegung mit drei Freiheitsgraden, ist nur durch die nicht näher dargestellten Anschläge am Fahrzeug begrenzt. An den axialen Enden der pendelnd gelagerten Achsbrücke 3 des Fahrzeugs sind die mittels des Sturzzylinders 4 steuerbaren Radzapfeneinheiten 5 beweglich angeordnet. Die nur andeutungsweise dargestellte Verbindung zwischen den Radzapfeinheiten 5 und der Achsbrücke 3 wirkt dabei als Gelenk, wobei die Bewegung nur in einer Ebene erfolgt. Die Radzapfeneinheiten 5 sind ferner mit einer Sturzstange 2 gemeinsam verbunden und mittels der gelenkig nicht näher erläuterten Verbindung beweglich gelagert. Im Bereich der Aufhängung 10 der Achsbrücke 3 am Fahrzeugrahmen ist an der Achsbrücke 3 ein Befestigungselement 7 angeordnet. Zwischen diesem Befestigungselement 7 und der Radzapfeneinheit 5 ist ein Sturzzylinder 4 verspannt, der manuell verstellbar ausgebildet ist. Mit der Verstellung des Sturzzylinders 4 wird die Einstellung des Sturzwinkels erwirkt. Es ist ersichtlich, dass der Sturzzylinder 4 unmittelbar in Wirkverbindung mit der Achsbrücke 3 steht. Wie in Fig. 1 und Fig. 2 dargestellt, beträgt der Winkel α zwischen Radzapfeneinheit 5 und Sturzzylinder 4 90°, so dass sich ein Sturzwinkel von 0° ergibt. Bei einer Pendelung der Achsbrücke 3 um die Aufhängung 10, wobei die Pendelung üblicherweise durch eine Neigung des befahrenen Geländes verursacht wird, bewegen sich die Achsbrücke 3, die Sturzstange 2, die Radzapfeneinheiten 5 und der zwischen Radzapfeneinheit 5 und Achsbrücke 3 befestigte Sturzzylinder 4 gemeinsam als starre Einheit, wie in Fig. 2 illustriert wird. Unabhängig von einem vom Bediener mittels des Sturzzylinders 5 eingestellten Sturzwinkels bleibt der Winkel α zwischen der Radzapfeneinheit 5 und dem Sturzzylinder 4 während des Überfahrens eines geneigten Geländes stets konstant. Fig. 3 und 4 zeigen die erfindungsgemäße Anordnung des Sturzzylinders 4 in den Szenarien des ebenen und geneigten Geländes. Die Anordnung der Achsbrücke 3, der Radzapfeneinheiten 5 und der Sturzstange 2 ist in Bezug auf den Stand der Technik unverändert. Die Sturzstange 2 und die Achsbrücke 3 sind weiterhin beidseitig an den Radzapfeneinheiten 5 gelenkig gelagert. Ein axiales Ende des Sturzzylinders 4 ist jedoch mittels eines Gelenks an einer Radzapfeneinheit 5 befestigt, während das andere axiale Ende des Sturzzylinders 4 am Fahrzeugrahmen 1 befestigt ist. Die Befestigung erfolgt mittels eines Befestigungselements 9, welches als Gelenk ausgebildet ist. Somit erfolgt eine Entkopplung des Sturzzylinders 4 von der Achsbrücke 3. Der Winkel 8 zwischen der Radzapfeneinheit 5 und dem Sturzzylinder 4 ist damit bei einer Pendelung der Achsbrücke 3 selbsttätig verstellbar, was zur Folge hat, dass die Fahrzeugräder 6 in eine günstigere Position gebracht werden können. Die Sturzstange 2, die Achsbrücke 3 und die Radzapfeneinheiten 5 bilden bei Geländeneigung ein Rhomboid. Unabhängig von der Neigung des Geländes kann auch weiterhin manuell ein Sturzwinkel mittels des Sturzzylinders 4 eingestellt werden, um eine gewünschte Auflagefläche der Fahrzeugräder 6 auf dem Gelände realisieren zu können. Das ist insbesondere dann sinnvoll, wenn die Fahrzeugräder 6 entgegen der Scharseitenkräfte angestellt werden müssen.Fig. 1 and Fig. 2 illustrate the arrangement and attachment of the lintel cylinder 4 in the prior art for the scenarios of the front axle on flat and inclined terrain. The axle bridge 3 is freely movable on the suspension 10 of the vehicle frame 1. The free movement of the axle bridge 3, that is, the movement with three degrees of freedom, is only limited by the stops on the vehicle, which are not shown in detail. At the axial ends of the swing axle 3 of the vehicle are by means of Lintel cylinder 4 controllable wheel pin units 5 arranged movably. The only hinted connection between the wheel journal units 5 and the axle bridge 3 acts as a joint, the movement taking place only in one plane. The wheel pin units 5 are also connected to a camber bar 2 and are movably supported by means of the articulated connection, which is not explained in detail. In the area of the suspension 10 of the axle bridge 3 on the vehicle frame, a fastening element 7 is arranged on the axle bridge 3. A lintel cylinder 4, which is designed to be manually adjustable, is clamped between this fastening element 7 and the wheel journal unit 5. With the adjustment of the camber cylinder 4, the setting of the camber angle is effected. It can be seen that the lintel cylinder 4 is directly operatively connected to the axle bridge 3. As shown in FIGS. 1 and 2, the angle α between the wheel journal unit 5 and the camber cylinder 4 is 90 °, so that a camber angle of 0 ° results. When the axle bridge 3 oscillates around the suspension 10, the oscillation usually being caused by an inclination of the terrain used, the axle bridge 3, the crash bar 2, the wheel pin units 5 and the lintel cylinder 4 fastened between the wheel pin unit 5 and axle bridge 3 move together as rigid unit, as illustrated in Fig. 2. Regardless of a camber angle set by the operator by means of the camber cylinder 5, the angle α between the wheel journal unit 5 and the camber cylinder 4 always remains constant while driving over an inclined terrain. 3 and 4 show the arrangement of the lintel cylinder 4 according to the invention in the scenarios of the flat and inclined terrain. The arrangement of the axle bridge 3, the wheel journal units 5 and the crash bar 2 is unchanged with respect to the prior art. The crash bar 2 and the axle bridge 3 are further articulated on both sides of the wheel journal units 5. However, one axial end of the lintel cylinder 4 is fastened to a wheel journal unit 5 by means of a joint, while the other axial end of the lintel cylinder 4 is fastened to the vehicle frame 1. The attachment takes place by means of a fastening element 9, which is designed as a joint. Thus, the camber cylinder 4 is decoupled from the axle bridge 3. The angle 8 between the wheel journal unit 5 and the camber cylinder 4 is thus automatically adjustable when the axle bridge 3 oscillates, which has the consequence that the vehicle wheels 6 can be brought into a more favorable position , The crash bar 2, the axle bridge 3 and the wheel journal units 5 form a rhomboid when the terrain is inclined. Regardless of the inclination of the terrain, a camber angle can still be set manually by means of the camber cylinder 4 in order to be able to implement a desired contact surface of the vehicle wheels 6 on the terrain. This is particularly useful if the vehicle wheels 6 have to be turned against the coulter side forces.
Im dargestellten Beispiel ist der sich einstellende Sturzwinkel und die Fahrbahnneigung identisch, so dass die Fahrzeugradebene 6.1 und die Fahrzeugrahmenebene 1.1 parallel zueinander beabstandet sind. Durch die Befestigung eines axialen Endes des Sturzzylinders 4 am Fahrzeugrahmen 1 bewegen sich die Fahrzeugräder 6 in einem definierten Winkelbereich auf und ab. Unabhängig von der Neigung des Geländes verbleiben die Fahrzeugräder 6 in senkrechter Position, wodurch die Lenkfähigkeit der Baumaschine weniger beeinträchtigt wird. Liste der BezugszeichenIn the example shown, the camber angle that arises and the road inclination are identical, so that the vehicle wheel plane 6.1 and the vehicle frame plane 1.1 are spaced apart in parallel. By fastening an axial end of the lintel cylinder 4 to the vehicle frame 1, the vehicle wheels 6 move up and down in a defined angular range. Regardless of the inclination of the terrain, the vehicle wheels 6 remain in a vertical position, as a result of which the steerability of the construction machine is less impaired. List of reference numbers
1 Fahrzeugrahmen1 vehicle frame
1.1 Fahrzeugrahmenebene1.1 Vehicle frame level
2 Sturzstange2 crash bars
3 Achsbrücke3 axle bridge
4 Sturzzylinder4 camber cylinders
5 Radzapfeneinheit5 wheel journal unit
5.1 Radzapfeneinheit5.1 Trunnion unit
6 Fahrzeugrad6 vehicle wheel
6.1 Radebene6.1 Wheel level
7 Befestigungselement7 fastener
8 Winkel α zwischen Radzapfeneinheit und Sturzzylinder8 angle α between the wheel journal unit and the camber cylinder
9 Befestigungselement9 fastener
10 Aufhängung 10 suspension

Claims

PATENTANSPRÜCHE
1. Vorrichtung zur Radsturzverstellung bei Nutzfahrzeugen, insbesondere bei beräderten Baumaschinen, mindestens aufweisend eine an einer Aufhängung (10) des Fahrzeugrahmens (1) pendelnd gelagerte Achsbrücke (3), eine mit den Radzapfeneinheiten (5) verbundenen Sturzstange (2) sowie ein starres Verbindungselement, dessen erstes axiales Ende ohne Wirkverbindung zur Achsbrücke (3) an einem Ardenlφunkt (9) am Fahrzeugrahmen (1) und das andere axiale Ende des Verbindungselements an der Radzapfeneinheit (5) des Nutzfahrzeugs befestigt ist, wobei die Aufhängung (10) und der Anlenkpunkt (9) innerhalb einer gemeinsamen Fahrzeugrahmenebene (1.1) des Nutzfahrzeugs platziert sind.1. Device for wheel camber adjustment in commercial vehicles, in particular in wheeled construction machines, at least comprising an axle bridge (3) which is pivotally mounted on a suspension (10) of the vehicle frame (1), a crash bar (2) connected to the wheel journal units (5) and a rigid connecting element , the first axial end of which has no operative connection to the axle bridge (3) at an arden point (9) on the vehicle frame (1) and the other axial end of the connecting element is fastened to the wheel journal unit (5) of the commercial vehicle, the suspension (10) and the articulation point (9) are placed within a common vehicle frame level (1.1) of the commercial vehicle.
2. Vorrichtung zur Radsturzverstellung nach Anspruch 2, dadurch gekennzeichnet, dass die Sturzstange (2) gegen ein zweites starres Verbindungselement substituiert ist, wobei ein axiales Ende dieses zweiten Verbindungselements an einer Radzapfeneinheit (5.1) des Nutzfahrzeugs befestigt ist, und das andere axiale Ende des Verbindungselements ebenso wie das des ersten starren Verbindungselements an dem Anlenkpunkt (9) am Fahrzeugrahmen (1) gehaltert ist. 2. Device for wheel camber adjustment according to claim 2, characterized in that the crash bar (2) is substituted for a second rigid connecting element, wherein an axial end of this second connecting element is fastened to a wheel journal unit (5.1) of the commercial vehicle, and the other axial end of the Connection element as well as that of the first rigid connection element is held at the articulation point (9) on the vehicle frame (1).
PCT/DE2004/000610 2003-04-10 2004-03-25 Device and method for adjusting the wheel camber of utility vehicles WO2004091947A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112004001074T DE112004001074D2 (en) 2003-04-10 2004-03-25 Device and method for camber adjustment in commercial vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10316373.5 2003-04-10
DE2003116373 DE10316373A1 (en) 2003-04-10 2003-04-10 Device and method for camber adjustment in commercial vehicles

Publications (1)

Publication Number Publication Date
WO2004091947A1 true WO2004091947A1 (en) 2004-10-28

Family

ID=33103297

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2004/000610 WO2004091947A1 (en) 2003-04-10 2004-03-25 Device and method for adjusting the wheel camber of utility vehicles

Country Status (2)

Country Link
DE (2) DE10316373A1 (en)
WO (1) WO2004091947A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITCT20130001A1 (en) * 2013-01-22 2014-07-23 Ernesto Carapezza SELF-LEVELING AXLE AND STEERING AXLE KIT FOR OPERATING MACHINES
US11440576B2 (en) * 2018-09-12 2022-09-13 Mahindra & Mahindra Limited Agricultural vehicle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3398808A (en) * 1965-01-04 1968-08-27 Huber Corp J M Front wheel axle suspension
CH586621A5 (en) * 1975-06-27 1977-04-15 Guggisberg Ernst

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1140827B (en) * 1960-04-20 1962-12-06 Linde Eismasch Ag tractor
DE3632416A1 (en) * 1986-09-24 1988-04-07 Schaeff Karl Gmbh & Co Centre pivot-steered work vehicle with height adjustable wheels

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3398808A (en) * 1965-01-04 1968-08-27 Huber Corp J M Front wheel axle suspension
CH586621A5 (en) * 1975-06-27 1977-04-15 Guggisberg Ernst

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITCT20130001A1 (en) * 2013-01-22 2014-07-23 Ernesto Carapezza SELF-LEVELING AXLE AND STEERING AXLE KIT FOR OPERATING MACHINES
US11440576B2 (en) * 2018-09-12 2022-09-13 Mahindra & Mahindra Limited Agricultural vehicle

Also Published As

Publication number Publication date
DE10316373A1 (en) 2004-11-04
DE112004001074D2 (en) 2006-03-02

Similar Documents

Publication Publication Date Title
EP1855899B1 (en) Road-building machine
EP2423076B1 (en) Device for making an articulated connection between two vehicle frames of a construction machine
DE102006004959B4 (en) Wheel suspension for a motor vehicle
WO2004069569A1 (en) Method and device for wheel-camber adjustment
DE102011053647B4 (en) Vehicle seat with a suspension device and motor vehicle
DE3514788A1 (en) WHEEL SUSPENSION
DE112011102186T5 (en) Suspension device for vehicles
EP1302342B1 (en) Suspension system for a pendular axle
WO2020169271A1 (en) Wheel suspension for a utility vehicle
EP0655355A1 (en) Wheel suspension
DE2256934A1 (en) VEHICLE SUSPENSION, IN PARTICULAR FOR A MOTOR VEHICLE
DE3941083A1 (en) WHEEL SUSPENSION FOR STEERING REAR WHEELS OF MOTOR VEHICLES
DE10210556B4 (en) vehicle axle
DE1906864A1 (en) Independent suspension for vehicles
DE2363880A1 (en) TRACK CHAIN VEHICLE
WO2016202513A1 (en) Joint connection and arrangement for mounting a wheel
DE202006015828U1 (en) Articulated vehicle, in particular wheel loader
DE2921365A1 (en) INDEPENDENT WHEEL SUSPENSION
DE202009011164U1 (en) Fahrbahnaufrauer
WO2004091947A1 (en) Device and method for adjusting the wheel camber of utility vehicles
DE102012202497B4 (en) Multi-axle vehicle and method for maneuvering a multi-axle vehicle
DE2260984A1 (en) DEVICE FOR FASTENING A BOOM TO A ROAD VEHICLE
DE102006052276B4 (en) Vehicle with a bow-sided support and clearing system
DE60217565T2 (en) Tracked vehicle with oscillating caterpillar tracks
DE102004052760A1 (en) Support device for the suspension of a roll broom on a sweeping vehicle

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): BW GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
REF Corresponds to

Ref document number: 112004001074

Country of ref document: DE

Date of ref document: 20060302

Kind code of ref document: P

WWE Wipo information: entry into national phase

Ref document number: 112004001074

Country of ref document: DE

122 Ep: pct application non-entry in european phase