Electric forklift of the USSR. They were the first

The end of one story is the beginning of a new one!

1948 In Lvov was built Lviv plant forklifts, which later became famous, for the production of models of a loader with a gasoline engine from Gorky plant engines.

The official opening took place on April 24, 1948 - the Lviv plant "Avtogruzik" (LZA). At the enterprise for all the time before its closure, more than 30 models of load-lifting vehicles and mechanisms were developed, manufactured and produced (including Lviv loader models 4014 and 40810). Gathered per year a large number of various models and modifications that were required for the economy of that state (the total number of cars produced per year is about 22.5 thousand units).

Story

After the end of World War II, the process of restoration and intensive development of all spheres of the national economy began. The economy revived. In those difficult conditions there was a demand for various means (transport, equipment, etc.). The forklift was one of them, which facilitated the work in the field of loading and unloading, as well as the installation of equipment in new plants and those that were being restored after the destruction. Therefore, it was decided to produce loaders urgently and in the shortest possible time.

The basis for the production of loaders was the Gazapparat plant, unusual for the industry of the USSR, in the city of Lvov, Ukraine (Ukrainian SSR). Although it was difficult to call it a base: there were no workshops in terms of the area required for the production of forklift trucks, special equipment also not, and most importantly, there were no trained personnel. The management did not even fully know how the loader was supposed to look, no matter how strange it may sound.

In view of the pressing deadlines, the enterprise developed and was built without a master plan, but this was justified. The organization of work was headed by Alexander Kuzovkov, appointed to the position of chief engineer of the plant, a former employee of the ZIL plant (Likhachev Plant). A design bureau was formed, whose employees were seconded specialists from all over Soviet Union. They were also graduates of the Lviv Polytechnic Institute, mostly engineers who had completed their studies. In mid-1948, a group of engineers from the Orgavtoprom Institute joined them. By joint efforts, the construction of the plant was launched.

In the same 1948, the design universal loader specially for colleagues, engineers from LZA were developed in Dnepropetrovsk by special order of the State Planning Committee of the USSR. The design was headed, or rather rather led by the auto designer Grachov V.A., laureate of the USSR State Prize, which influenced the very design of the future loader. In view of the limited allotted time, we decided to create a forklift based on existing automotive components and assemblies. Motor, clutch assembly, gearbox, axle, cardan shaft, brake system, hood, radiator, electrical equipment were borrowed from the components of the GAZ-51 car, steering in turn from the ZIS-150 scheme.

The loader, or rather a prototype with a carrying capacity of 3 tons, was assigned the index 4000. Further, all the indices of new loaders began with the number 4, an example of a Lviv loader is model 40814 or model 40810.

In June 1949, the debut version of the forklift was assembled and released, and by the end of the year the plan for the production of 1000 units. of this technique was overfulfilled.

The continuation of the history of the Lviv loader had its own characteristics. In the design decisions, as it turned out, were identified big problems when operating already produced loaders.

As soon as the first loaders manufactured by LZA were distributed throughout the country, their shortcomings immediately made themselves felt. The unit turned out to be unstable, due to the wrong weight ratio along the axes, sometimes or rather often, it skidded and was difficult to control. It was quite difficult to manage, the steering force was almost 50 kg. In general, everything did not look very good.

The project was sent to the developer's institute in Dnepropetrovsk, and in the department of the author Grachov V.A. together with a group of young specialists from Lviv, changes were made that served to create the 4000M model. This gave positive results. The loader became more maneuverable, the cross-country ability improved, a power steering was installed, the driver's cab was improved, and a pair of soft seats were installed inside. A modernized version of the Lviv loader was already produced in 1950.

The next, difficult for that time, task for the enterprise team was the development of a 5-ton loader. The machine that was developed and proposed by the Moscow Bureau of the Experimental Plant was more than successful, but for its normal production it was necessary to reconfigure the conveyor.

The problem was resolved thanks to a successful proposal to unify the 3-ton loader model 4000M, while the base of the loader was extended, a bridge from ZIL was installed, and a number of other improvements were made. In 1951, for the workers of LZA, the year of the release of a new 5-ton loader model 4003 was released.

Facts, modernization, collapse

Time dictated its requirements. The design bureau (KB), which was organized in 1953, immediately actively joined in the work on improving the models produced, as well as in the development of new loaders. At the same time, according to the development of model 4003, they began to produce model 4006, which differs from its predecessor in that hydraulic brakes appeared in it, disc hand brake and automatic valve in the hydraulic system. At the same time, we set up the installation of additional equipment on the forklift: a light frameless bucket, a blockless boom, a lumber grab.

Facts in years of issue:

1957 Start of production of the 4009 forklift for wood stacking;

1960 - production of a 10-ton machine (Lviv loader series 4008), a 3-ton loader (Lviv loader 4043) and a 5-ton loader (Lviv loader 4045);

1966 - new models of loaders came off the assembly line in the index of which there was the letter M (modernized): new version- Lviv loader 4045M and 4043M.

Lviv forklift: history of the 80s

According to the then existing agreements with the CMEA countries, until the mid-80s, hoisting machines of various carrying capacities were produced in Lvov. The line consisted of 3, 5, 7, 10 and 12.5 ton loaders. The production of small-tonnage vehicles was reserved by the Balkancar plant (Balkancar - Bulgaria). LZA continued to improve existing models of loaders, as well as increase the pace of development and production of new models. An example was the Lviv loader 4014. In 1972, the foundation of a new building of the LZA plant was “laid”, and already in 1974, the production of loaders was in full swing in the Ryasne industrial zone.

On production areas The Lvov plant of autoloaders (LZA) with an area of ​​500 thousand m 2 in the best years produced more than 20 thousand cars. With the collapse of the USSR, it was increasingly difficult for the plant to compete with imported models loaders, although the price remained lower similar machines overseas production. The fact that loaders were further produced on the basis of existing automotive components also played a role. Together with the collapse, the market, respectively, and the demand of the plant, was significantly limited. In 1996, only 500 units were produced. products, mainly loader chassis frames were produced, which were bought by small enterprises, which, in turn, assembled without proper quality control, which led to the spread of negative reviews about the quality of the loader. Each of these small businesses had their own shortcomings associated with various reasons. But the fact remains. Soon LZA was declared bankrupt, production was moved from Lviv to a reserve site outside the city.

Continuation...

But in life, as a rule, the end of one story is the beginning of a new one!

So it is this time. On the basis of the purchased equipment, capacities and, most importantly, the interest of specialists, the Micro-F enterprise was organized and the production of the Lviv autoloader of its own production was launched. The main thing was to preserve the quality, and over time to start producing a more advanced machine, especially since there is always a need for loaders of this class, where the price-quality ratio for the buyer is one of the main factors in choosing equipment. The company has grown and improved. We started with the production of loaders of our own production, and left the sale to our representatives both in Ukraine and in Russia, where this model loader is popular due to its unpretentious service and availability of spare parts. Over time, a department after-sales service and the sales department of the Lviv loader, as well as the sales department of spare parts for the loader. As an alternative to new forklifts, we offer used imported forklifts (buy loaders). The market dictates its terms. By expanding the range of products, we first of all take care of the buyer who, having come to us, can choose a loader or other warehouse equipment based on their needs, wishes and capabilities. We always have running spare parts for the loader in stock. Wide range and possibility to order the right spare part to a loader of any brand (delivery time, as a rule, does not exceed 3-7 working days) is one of the priorities of our company.

We can say with confidence that we managed to continue the history of the Lviv loader by taking a step forward in the development and production of more advanced models of forklifts.

The facts speak for themselves. New diesel forklifts own production series MF proof of this. But that is another story. To be continued...

The article was written under the direction of:

Stepan Mikhailovich Gavrylechko(chief designer of LZA 1986 - 2012), and now chief consultant as a designer of Micro-F.

IN article used materials from open sources.

Used photos from the Central Film and Photo Archive of Ukraine named after GS Pshenichny.

When quoting (copying) the materials of the article, a direct link to the site (article) is required.

Article published on 10/16/2016 08:04 Last edited on 10/16/2016 05:07

1917 First Clark loader

The forerunners of modern loaders appeared in the late XIX - early XX century. In 1906, the Pennsylvania Railroad introduced the first electrically powered baggage platform to be used at its stations.

The first European loader (Ransomes & Rapier, Ipswich, UK) was equipped with an electric drive and a cable mast

The modern forklift appeared in the late 1920s through the efforts of several American and European companies at once, leading independent developments. A certain impetus to the development of this industry was given by the First World War, during which the lack work force led to the fact that several developers began to independently develop equipment for warehouse operations. The immediate forerunners of the industrial loader are the Hyster timber hauler and the Clark Equipment sand hauler. In the USSR, the first “portal timber truck” Hyster appeared in 1930, delivered together with another technological equipment by Albert Kahn Inc. during the construction of workshops of the Chelyabinsk Tractor Plant.

Ransomes builds the first slant mast forklift (circa 1920)

World War II accelerated the development of forklift manufacturing, primarily in the United States. The American company Hyster supplied loaders for the needs of the US Army, after the Second World War they remained to work in Europe on the restoration of destroyed cities and became legendary due to their power and reliability. After the war, the recovery of the European economy led to an economic boom, primarily by the German forklift manufacturers Jungheinrich, Linde, STILL GmbH and Steinbock.

In the USSR, in 1948, the Lvov forklift plant was built and put into operation.

Eastern European manufacturers have played an equally significant role in the history of the development of loaders. Previously known brands V.T.A. Kraft (GDR), Desta (Czechoslovakia), Lvov (Ukraine) and Balkankar (Bulgaria). IN THE USSR Balkancar loaders appeared in the 1950s and quickly took a significant share of the market. In the 1980s, Japanese loaders TCM, Nissan, Komatsu, Toyota appeared on the Soviet market.

Today, the trend continues in the world of forklifts, as it does among car manufacturers: economic integration, acquisitions and mergers. The top ten global forklift manufacturers have been led by such companies as Toyota, Kion Group (brands Linde, STILL GmbH), Nacco Industries (brands Hyster, Yale), Jungheinrich, Crown, Mitsubishi / Caterpillar, Komatsu, Kalmar, TCM, Nissan . Currently, loaders are noticeably improved. Many manufacturers of forklifts attach importance not only to the functional qualities, but also to the design of the forklifts. They are developed using the latest technical advances.

Classification and varieties

Currently, a huge number of different models and modifications of loaders have been developed and used. At the same time, there is no single generally accepted classification of loaders. The most systematized is the ITA classification.

class I - electric forklifts(electric forklifts, battery forklifts);

class II - equipment for working in narrow aisles; this includes more specialized loaders such as reach trucks, side loaders (e.g. BAUMANN, HUBTEX, Combilift) etc.;

class III - stackers and electric carts;

class IV - forklifts with an internal combustion engine with solid tires;

class V - forklifts with an internal combustion engine with pneumatic tires;

class VI - conveyors;

class VII - "off-road" loaders of all types (that is, designed to work in difficult road conditions and on heavy surfaces).

This classification does not reflect some specific characteristics, so today not all manufacturers follow it in public offerings. In addition, for some classes and varieties of loaders in Russian, individual names are often used, in particular: stacker, hydraulic trolley, reach truck.

A wide range of different loading equipment is presented on the site -

The history of loaders began in 1906. The very first loader can be called a platform with electric motor, which was used to carry luggage, at stations on the Pennsylvania Railroad. In 1917, the foundry of the American company Clark Equipment introduced a three-wheeled gasoline-powered cart to transport goods around the plant. This self-propelled machine became the prototype of modern loaders. The first loaders were poorly maneuverable, inconvenient to drive, and their safety left much to be desired. There were no brakes, and the car stopped only when it hit something. Despite all the shortcomings, the military liked it very much, who were not satisfied with the electric transporters that existed at that time that transported explosives. The Eugene Clark plant received a military order for the production of three-wheel loaders. And to fulfill this task, the world's first plant for the production of loaders was built. Released in 1921, the first loader model with lifting platform called Trucklift. He was already "shod" in rubber tires and lifted a load of up to 5 tons. By 1923, a mast was installed on the loader for stacking goods. next model- Duat. It had three wheels and a gasoline engine. This machine became the prototype of the modernforklift truck with counterweight.

By 1928, the characteristics of different loaders were combined into one machine. The frame of the Duat model was used as the basis of a loader with a hydraulic lifting system, front wheel drive, mechanical control rear axle, durable rubber tires and counterweight. New car received the name Tructractor (“Tractor”). About a year later, the model was equipped with a mast tilt mechanism. Shortly thereafter, the name Tructractor was changed to Tructier. The company then went on to manufacture Clark's famous transmission. But Clark's company wasn't the only company that made forklifts. The American firm "Yale & Towne" in 1923 began production of the first electric loader. It was equipped with lifting forks and a lifting mast, and the load lifting device was equipped with swivel and gear mechanisms.

The British company "Ransomes & Rapier" began to produce electric loaders in 1920. Another American company "Hyster" in 1932 produces four-wheeled platforms with winches capable of lifting heavy tree trunks from the ground (the predecessor of timber trucks). In 1933, in the USA, Towmotor Co, which in the future will be called “ Caterpillar Inc..” makes a front-wheel drive loader in 1937 launches a model that in addition to front wheel drive It also has a four-wheel frame with a differential and hydraulic lifting and steering mechanisms. And even in Japan in 1937, the company "Nippon YusokiCo., Ltd." assembled the first electric forklift. With the outbreak of World War II, the production of forklifts became massive. The Clark company alone produced about 2,000 forklifts per month. And after 1949, almost every year was marked by some kind of improvement. And in Russia, the production of loaders began quite recently.

Domestic loaders

With the concentration of all forces and means in the field of the defense industry, the production of loading equipment in the Soviet Union was considered optional. Most of the loaders were supplied by fraternal Bulgaria, the number of machines produced in the USSR was negligible. These were practically internal developments of factories for their own needs. High-quality development was greatly hindered by the iron curtain, which did not allow Soviet engineers to get acquainted with Western developments. And the difficulties with the promotion of inventions in those days are also known to everyone. And yet, in 1951, the first Soviet electric forklift, with a carrying capacity of 1.5 tons. dragged on for a long time paperwork, but by 1954 the Council of Ministers of the USSR decided to start mass production loaders. To carry out the decision was entrusted to the Sverdlovsk plant named after. Kalinin. Here it was necessary to deploy the production of a forklift mod. 4004 with a load capacity of 750 kg and a lifting height of 1.6 m. It was planned that the plant would start producing loaders immediately in batches, in 1956 3000 loaders were to be produced, and in 1960 already 8000 units. To quickly resolve issues related to the production of new products for the plant, in 1955 a special 19th department was created, which was headed by Bronfin M.S. Of course, the plant produced not 3000 pieces, but only 280 pieces, but a start was made, and by 1973 the plant had already exported its products, which were successful in 35 countries of the world, including Belgium and the Netherlands. At the Kaliningrad Carriage Works, in 1961, the Central Design Bureau was established with an experimental workshop that manufactured electric forklifts, by 1968 it grew into VNIIelektrotransport, which still exists today. In the same year, factories in Balti (Moldova) and Kanash (Chuvashia) began to manufacture loaders. All these four plants produced electric forklifts with a carrying capacity of up to 3 tons. The Kanash plant, in addition to the loaders themselves, also mastered the production of pin and multi-pin grippers, arrows, forks and buckets, which made it possible to use electric forklifts for various works. Since 1989, the production of a new type of electric loader with a carrying capacity of 2 tons has been mastered here, and the smallest loader has been produced at the Balti plant, with maximum height lift 2 meters and a load capacity of 800 kg. At the end of 1980, the manufacture of electric forklifts and electric stackers was established in the Georgian SSR in Tbilisi and Kutaisi.

Since then, the appearance of the loader has changed a lot. Now the main characteristics of loaders are environmental friendliness, efficiency, ergonomics and safety. At the beginning of the 21st century, importance is given to memorable design.

Today, the world's largest manufacturer of loaders is the Japanese plant "Toyota", and in Russia the largest manufacturers is - OJSC "Machine-building plant named after Kalinin", Yekaterinburg and OJSC "Tverskoy excavator", Tver.

Today, the front loader is perhaps the most demanded equipment at the construction site and in the quarry. It has become such a familiar and ordinary machine that it is almost impossible to imagine building a house or carrying out mining operations without it. It seems to be construction equipment man has been invented since time immemorial.

Meanwhile, surprisingly, the history of the creation of a front-end loader is not as rich as, for example, an excavator or a bulldozer, and goes back to the recent 20s of the last century.

Front loaders began their development path much later than others. earthmoving machines. For decades, backhoes have tried to do the work that loaders now do.

Who was the very first inventor of this amazing useful machine now one can only guess, but most likely it was some kind of farmer who wanted to make it easier to load manure onto a cart. The most primitive loaders are known, which appeared only at the dawn of the 20th century, in which the bucket, mounted on a simple tractor, could be raised and lowered using winch systems. In fact, this machine could be called a loader with a big stretch, because they were clumsy and inefficient units capable of lifting no more than 0.4 m3, and even those were used, for the most part, exclusively in agriculture.

However, the appearance of these prototypes of future loaders marked the birth of a new class of machines, whose mobility, maneuverability and versatility brought the process of architecture and quarrying to the modern level we know today.

However, despite its poor history, the technology of creating a front loader has gone its own way of evolution and in a few decades from a low-powered tractor with a bucket was able to create such a machine, specifications which strike our imagination today.

With the exception of those antediluvian tractor-loaders invented to facilitate the loading of hay into the barn, perhaps the first creator who successfully embodied the idea of ​​\u200b\u200bcreating a real construction loader became the English firm Muir-Hill Ltd.

The Muir-Hill Ltd company, founded in 1901 in Manchester, bore the name of its founders, Mr. Muir and Hill, and was the first and main English company that at that time produced dump trucks not only for the needs of civil engineering, but also for the army Great Britain.

Already in 1927, its engineers began work on the invention of the first front loader. The result of these studies was the release of a wheel sample with a bucket capacity of 0.5 m3 and a power of 28 horsepower under the hood. The bucket, controlled by a rope system, was installed on the base of a Fordson agricultural tractor. The machine itself turned out to be quite efficient, working, and almost immediately liked by customers.

Photo of one of the first loaders created by Muir-Hill Ltd

A slightly later model of a loader manufactured by Muir-Hill Ltd, already on rubber-covered wheels

By 1939, the company had managed to build and sell several hundred of its loaders. However, the outbreak of war soon slowed down the engineering process, leaving the company only the opportunity to supply the queen's army with models of equipment created in peacetime.

Meanwhile, on another mainland, in American Chicago, an engineer named Frank G. Hugh pored over the creation of his version of the loader. It was this talented inventor who called the loader a loader and for the first time used a hydraulic control system in its design.

Frank Hugh, being a talented engineer, back in 1920, as a young assistant to a mining engineer, began to think about creating a maneuverable machine capable of moving large volumes of bulk materials. After 16 years, in 1936, he will manage to build his own large front-end loader, in which he will place the engine behind the two driving wheels of the machine. This example of heavy loading equipment turned out to be very successful and was successfully used for loading / unloading railway wagons, when digging cellars and in the workshops of steel mills.

In 1938, Frank Hugh for the International Harvester company will create a more powerful loader based on the TD-35 tractor model with a slightly larger bucket capacity of about 0.5 m3. And the base for it will be crawler. At that time, it was the world's first tracked front loader with the largest capacity of the working body.

And in 1939, it was Frank Hugh who was the first in the world to equip a wheel loader with a system hydraulic control.

His hydraulic loader consisted of a vertical mast attached to the front of the tractor and a pair of arms attached to the back and connected to a bucket. Essentially a hydraulic cylinder located between the side legs of the mast raised the back of the bucket via a cable system. This Hugh machine, according to modern ideas, looked more like a giant mousetrap than the loader we are familiar with now. However, this was innovative solution, capable of providing many industries with an unusual assistant machine.

However, despite the success of the units he created, Hugh constantly teetered on the verge of bankruptcy. In his work, he was directly dependent on tractor manufacturers, because his loaders were mounted on their basis. The process of developing technological solutions in those years did not stand still, the designs of tractors changed literally on a monthly basis. Hugh often did not even know about the design changes being made. The problem was compounded by the fact that some manufacturers flatly refused to supply Hugh with diagrams and drawings of new tractor models. Its engineers had to literally change the design of loaders on the go, and this brought constant confusion and financial losses to the business. Then Hugh will create his own full-cycle production of loading equipment and get rid of the dependence of the obstinate inventors of tractors.

But, as in the case of Muir-Hill Ltd, World War II made its own adjustments, stopping the development of Hugh's loaders and forcing the inventor to work exclusively for the military industry for several years.

After the war, Frank Hugh returned to improving his machine, and in 1947 he produced the world's first all-wheel drive hydraulic loader model HM.

Photo of a four-wheel drive loader model HM, released in 1947

This reliable car had a bucket capacity of 1.2 m3, a record at that time, was equipped with a power steering and a gearbox with the function reversing. She was powered by a diesel engine and had the ability to reach speeds of up to 16 miles per hour (27.5 km / h).

It was the HM model that became the base model for all subsequently produced large all-wheel drive front loaders during several years.

Then, already in 1949, the HF and BH models will go into production. They will also be all-wheel drive, equipped with hydraulics, but the operator's cab, the design of the loader itself, its bucket lifting ability and wheelbase will undergo significant changes.

Model H F issued by Frank Hugh

By the early 1950s, Frank Hugh's company was booming, his loaders were popular with customers, and production was inundated with orders. Before the appearance of the first loaders of the Caterpillar brand, it remained for another ten years. But Frank, tired and no longer feeling the strength to manage a huge company, on November 1, 1952, he will sell production to International Harvester for $ 7.8 million. He will not give up work, and will work for a long time under the roof of International Harvester, creating all new models of loaders.

As a result, all connoisseurs of history construction equipment it is the name of Frank Hugh that will forever become associated with the word forklift, for as much as this man did to create everything famous car, no one else did.

Around 1953, Scoopmobile took over from Frank Hugh in front loader innovation with the world's first LD 5 wheeled articulated front loader.

Model LD5

Up to this point, front loaders have remained rather clumsy machines with little maneuverability in small areas and a limited bucket angle, which reduced their efficiency and scope.

The articulated frame used by Scoopmobile engineers in the LD 5 allows the operator to control the tilt of the bucket. This ultimately increased the maneuverability of the loader and greatly facilitated the process of loading and unloading material. All this made it possible to use technology in such work, where the mechanization of labor was extremely necessary.

It was the introduction of two main technologies into the design of the loader - hydraulic control and an articulated frame that made a construction machine familiar to us today from a simple tractor with a bucket. These two inventions opened a new milestone in the history of the front loader, and by the mid-50s, corporations in many countries of the world began to work on the production of their own series of loading equipment. Someone managed to stay on the market for the production of building units, someone, unable to withstand competition, disappeared.

The well-known American company "Allis-Chalmers" at one time also produced front loaders. This is a photo of one of her models. TL-545. However, after experiencing several financial shocks, a staff strike and litigation, in the end, she decided to focus exclusively on the production of equipment for Agriculture

However, by the early 60s of the last century, forklifts were still a rather unsafe technique. Initially installed behind the operator, the swing arm was a serious threat, because being in a vertical position, it blocked the view. In addition, the inconvenient location of the lever often caused injuries to operators.

Numerous accidents and subsequent social payments to affected operators led to the fact that in 1961 the state intervened in the process. The National Safety Council of the United States, having delved into the existing problems, obliged manufacturers of loaders to make fundamental changes in the design of manufactured machines in order to reduce their injury rate. And the next step that allowed the loader to become a reliable, safe and efficient machine, such as we know it now, was constructive change swing arm location and cab design.

This requirement forced most manufacturers to change the design of the frame rotation, which resulted in the possibility of moving the swing arm forward, which eliminated most of the problems of injury almost immediately. At the same time, manufacturers have significantly redesigned the design of the operator's cab. It became more closed and convenient, which ultimately drastically affected security and performance.

However, the main breakthrough in the creation of a safe front loader was nevertheless made worldwide. famous company Caterpillar. Its engineers began to work on improving the design of this loading equipment as early as 1955. But their first models of loaders were exclusively tracked and not particularly popular.

But by 1960, the company had produced its first iconic 944 loader from the Traxcavator series. The launch of this model took place in December 1959 at the Caterpillar manufacturing plant in Aurora, Illinois.

Traxcavator 944 was fundamentally different from all previous models of loaders produced by CAT. First, it was installed on wheelbase. Secondly, instead of a vertical mast, the machine was controlled by two lifting arms. In addition, the loader had a rigid frame, two driving rear wheels, was equipped with a 4-cylinder diesel engine® D330, 105 HP (78 kW), and had a bucket with a capacity of more than one and a half cubic meters. These technical characteristics of the machine literally immediately gained popularity among customers, making the Traxcavator 944 loader model the most popular in the world for those years. Up until the early 1980s, the CAT ® D330 engine remained the benchmark for power and efficiency for all manufacturers in the world.

A little later, in 1960, Caterpillar added two more loader modifications to the Traxcavator series. The lineup was complemented by a front loader model 922, equipped with an 80 hp engine. and a bucket with a volume of about 1 m3 and a model 966 with an engine of 140 hp. and a bucket capacity of more than 2 m3.

Model Caterpillar 922

Model Caterpillar 966

All Traxcavator series loaders feature conveniently located controls in the cab, very powerful engines, an improved two-speed gearbox, and, most importantly, the special safety of the operator's cab design itself. In 1965, the "Traxcavator" series was officially renamed, giving it the capacious name "Wheel Loaders".

After the "Traxcavator" series, Caterpillar will release many more successful models front loaders, but in 1970 the International Harvester company will again compete with them, launching the largest and most powerful giant machine of that time, the Payloader 580 loader, on the market. This giant was first presented at the American Mining Convention in Las Vegas, where it rightfully received the status of the largest front-end loader in the world.

Loader-giant model "Payloader 580", released by the company "International Harvester" in 1070

Already this unit, with a bucket volume of almost 14 m3 (later it was increased to 17 m3) and 1200 horsepower under the hood was technically and visually similar to the loader we know today. It was the first sample of heavy loading equipment designed for open pit mining. In it, the operator was completely enclosed by a cabin designed to protect against injury from the overloaded material. Starting with the introduction of this model, all other forklift manufacturers will begin to take care of the safety of operators in this way, designing closed cabs even in light and medium weight forklifts.

Since then, many manufacturers, as if competing, will release dozens of the most versatile, most powerful, most maneuverable and largest loaders in the world, but all this will be possible only thanks to the talent of inventors who at one time made a scientific and technical breakthrough in the history of construction equipment.

Modern front loaders are machines that are used everywhere - from agriculture, cleaning summer cottages to building highways and working in underground quarries. Their modifications, specifications and capabilities vary greatly. There are crumbs of mini-loaders that can clear a personal plot of snow from snow,

and there are models that obscure the sun with their size. But do not forget that all this became possible only thanks to the efforts and talent of several genius engineers.

12091 07/28/2019 6 min.

PK-30, Ural plant

Loader PK-30

• machine weight - 10700 kg;
• load capacity from 2.7 to 4 tons;
• diesel engine type;
• power 122 hp;
• maximum speed 35 km/h;
• bucket capacity - 1.6 cubic meters;
• bucket cutting edge width - 2450 mm.

Advantages of technology:

• high reliability;
• high performance;
• the ability to function in difficult conditions;
• low cost compared to similar equipment manufactured abroad;
• production using innovative technologies.

Flaws:

• no joint protection lifting mechanism from dust and dirt, which becomes an abrasive and can render equipment unusable within a few years;
• no hose protection. If any object gets between the operator's cab and the bucket, then the hydraulic system or steering may fail.

The price of such equipment from the manufacturer is 2.5 million rubles.. If you purchase this equipment through intermediaries or dealers, then its price can be in the range of 3 million rubles.

The special equipment of this model is a modern productive machine that will quickly and efficiently perform any loading and processing work.

High power and carrying capacity of equipment allows you to lift a large mass of cargo. It is actively used in road construction.

Terex TL65, Oryol plant

Russian loader Terex TL65

The technical characteristics of this technique include:

• small dimensions, the mass of the device is 9900 kg;
• load capacity 1.5 tons;
• diesel engine type;
• power 85 hp;
• bucket capacity - 0.9 cubic meters;
• bucket cutting edge width - 1200 mm.

Advantages:

• overall width (1700 mm), allows you to work on narrow construction sites;
• reliability;
• high performance;
• the possibility of functioning in various production conditions;
• low price of the machine compared to similar special equipment manufactured abroad;
• no special care is required during operation;
• use of cutting-edge technologies in production individual elements and systems.

Flaws:

• due to the small dimensions, it is not allowed to use the equipment in difficult working conditions;
• unprotected hoses;

Price:

If you order such a model of special equipment from the manufacturer, then you will have to pay no more than 1.8 million rubles.

Depending on the location of the dealer, the cost of such a machine may vary. from 2.0 to 2.2 million rubles.

The modern design of equipment, technical reliability and small dimensions allow it to be a popular model in the market for such special equipment. High demand due to the low price and a large number of advantages of this machine.

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"Kirovets" K-702MA-PK6, St. Petersburg

Machine Specifications:

• machine weight - 21000 kg;
• load capacity is about 6 tons;
• diesel engine type;
• power 125 hp;
• maximum speed 39 km / h;
• bucket capacity - 4 cubic meters;
• bucket cutting edge width - 3200 mm.

Kirovets K 702 MA-PK6

Advantages of special equipment:

• multifunctionality;
• high reliability;
• can be used at low (up to -40 degrees) and high (up to +40 degrees) air temperatures;
• low cost;
• It does not require special care;
• possibility of use in various production conditions.

Cons of this special equipment:

• unprotected hoses;
• inability to work with cohesive and dense soils.

The cost of the machine is within 2.0 million rubles.

Such special equipment is designed to work with small-sized and bulk materials. Perfectly performs any work related to loading, unloading, cleaning. If the machine is equipped with a special gripper with tongs, then it can be used in a woodworking enterprise as a stacker.

ZTM 216A (ART), Rostov region

Specifications of this model:

• machine weight - 17000 kg;
• load capacity of about 3.5 tons;
• diesel engine type;
• power 115 hp;
• maximum speed 30 km/h;
• bucket capacity - from 1.7 to 2.0 cubic meters;
• bucket cutting edge width - 2400 mm.

Technology advantages:

• high performance and reliability;
• low fuel consumption;
• excellent load capacity;
• joystick control in the operator's cab;
• protection against capsizing of a cabin and from the falling objects.

Disadvantages of the model:

• small bucket capacity;
• low speed of movement;
• inability to work with cohesive and dense soils.

The cost of such equipment is within 1.7 - 1.85 million rubles.

The design of this front loader provides for the installation of three models of engines and two models of hydromechanical transmissions. It is actively used in warehouses and in agriculture.

By changing working bodies, this technique can be used in ports, quarries, timber industry and so on.

Chetra-60 and Chetra-K12, Cheboksary Plant Promtractor

Specifications these two popular models from this manufacturer are:

• load capacity from 6 to 12 tons;
• weight of equipment - 22900 kg;
• bucket capacity - from 5.5 to 6.8 cubic meters. m.;
• diesel engine type;
• power 238 hp;
• maximum speed 30 km/h;

The advantages of this technique lie in the following parameters:

• high performance;
• excellent maneuverability;
• mobility;
• transportability;
• simple design;
• a large set of options;

Disadvantages of special equipment:

• inability to work with cohesive and dense soils.

The cost of such a front loader Russian loader is within 1.7 - 1.95 million rubles(compare with the price of a loader).

Such special equipment perfectly copes with the work of planning sites, unloading into a dump or on vehicle and with the loading and unloading of piece goods. Actively used in warehouses, in various quarries and ports, as well as in utilities and agriculture.

Amkodor 333V, Belarusian plant

Specifications:

• load capacity 4 tons;
• weight of equipment - 11500 kg;
• bucket capacity - 2.3 cubic meters. m.;
• diesel engine type;
• power 205 hp;
• maximum speed 22.6 km / h;
• bucket cutting edge width - 2500 mm.

Amkodor 333b

Model advantages:

• high performance;
• excellent maneuverability;
• profitability;
• compactness of technology;
• mobility;
• transportability;
• simple design;
• a large set of options;
• reliability of the hydraulic design and control system.

Disadvantages of special equipment:

• unsuitability of the machine to function with cohesive and dense soils.

Most dealer companies sell this machine within 2.2 - 2.3 million rubles.

This machine was manufactured back in the post-Soviet era at the Amkodor plant in Belarus. But until now, it has excellent technical characteristics and is very popular among construction and road companies in our country.

The company's engineers chose such a production line, which resulted in a technique with maximum efficiency with a simple design of the machine.

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Conclusion

In conclusion, it should be noted that many front loaders Russian production can lose to such a technique imported production in the arrangement of the operator's cabin and a set of options. But in terms of practicality, reliability and cost of maintenance, such domestic models no equal.

Excellent performance and economy, compact and easy to operate, and decent price Russian-made front loaders help this technique become popular among construction and road companies.