Just a hundred years ago, working in warehouses around the world was hard labor. Loaders manually pulled heavy and not very boxes. Yes, then there were already carts for transportation, but loading and unloading still required physical strength from workers. And yes, it took a lot of time to do it. Circumstances called for inventions to optimize the process. And the engineers responded to the demand.
Who is first?
Disputes about who became the first inventor of the loader are still going on. According to one version, the “parent” of modern loading / unloading machines was the American Eugene Bradley Clark, who introduced a three-wheeled self-propelled cart in 1917. But she still had no forks, no stability, not even brakes. It was necessary to stop a small platform by colliding with any obstacle, after which the cargo was often damaged.
But even earlier, in 1906, on railway in Pennsylvania (USA), battery-powered luggage carts appeared. And in 1915, Baker Rauch & Lang released for american army a cart with a mechanism that could lift bombs.
By 1920, the British company Ransomes & Rapier introduced its own semblance of a forklift, similar in design to a modern reach truck. At this time, the American company Yale produced a battery cart with lifting platform. Two years later, bright heads and golden hands from the German Miag created the first high-lift car.
In 1921, the Eugene Clark company launched the Trucklift model, which could lift and transport up to 5 tons of cargo. The lift was controlled by an operator who had to stand behind the machine - levers were located there. In 1923, the invention was improved: the trolley, called Duat, had a mast that allowed the load to be stacked at a height. In 1928, the Tructractor model saw the light - with a counterweight and a hydraulic lift. By the 30s of the last century, it was finalized, and the mast became inclined. Then the company's material handling vehicles received a transmission named after the company - Clark, which is now used in the vast majority of this type of equipment. And only in 1938 the American company released the first compact forklift.
And the blacksmith and the reaper...
The forklift proved to be so in demand that it was destined to evolve. Now there are many types of this technique. Along with traditional forklifts and bucket loaders, their combined types. Now you will not surprise anyone with a backhoe loader, a cleaner loader, a telescopic loader. They can be classified into various types - we have given only the main ones.
“There is such a concept as “internal warehouse equipment” - this is equipment that, due to its design features, can only work in warehouses with a good even surface. These vehicles include hand pallet trucks, electric pellet transporters, order pickers, electric stackers, narrow aisle stackers and reach stackers. The huge advantages of this technique are: absolute environmental friendliness, since this technique works from the accumulator battery; a small turning radius (allows you to save on inter-rack space), - explains Alexander Sinyushkin, regional manager of BT Machinery LLC. - Forklifts There are three types: electric (battery-powered) and motor-driven internal combustion(gas-gasoline and diesel).
Due to their environmental friendliness and low noise level, electric forklifts are used in closed warehouses of food industry enterprises, where the absorption of foreign substances is unacceptable.
Forklifts with internal combustion engines are used in large warehouses with well-ventilated areas and in open areas.
But back to the history of appearance various types this technique.
The pitchfork turns...
In 1946, the Englishman Joseph Cyril Bamford decided to improve the Fordson Major tractor to optimize agricultural needs and installed an additional hydraulic loading arm on it. This is how the tractor loader appeared, which in 1948 was called the Major Loadall. In 1951, the inventor created the Master Loader, a lighter loader based on the same tractor. With his inventions, he went to neighboring countries. After visiting Norway, his inquisitive mind received new food - the tractor had to be “crossed” with a light excavator, or rather, with attachments, which we now know as a “backhoe”.
In 1953, the "selection" was introduced to the world under the name JCB Mk1 and became the first backhoe loader. In 1956, an improved version was released - the JCB Hydra-Digga with an insulated and comfortable cabin for those times. Two years later, the front bucket began to be installed on the model. And in 1959, engineers bring the car "to mind", putting it on a large chassis.
In 1960, another brainchild appears - JCB 4 with double hydraulics, a 3-in-1 digging bucket and a two-lever control system. Since then, more than 10 models have been released, improving from year to year.
Hello from the USSR
Domestic engineering before the Great Patriotic War and even for several years after it was not even engaged in the production of seemingly necessary loaders.
In 1948, the Lvov forklift plant was built, which began producing models with gasoline engine. And electric forklifts appeared only in 1951 at the Kaliningrad Carriage Works, where they assembled the first prototype EP02 / 04 with a load capacity of 1.5 tons.
After 3 years in Moscow, the country's leadership assessed the need for the production of its own electric forklifts and instructed the Kalinin Sverdlovsk plant to produce the EP-4404 model with a load capacity of 750 kg. It was planned to produce 3,000 copies by 1956, and 8,000 cars by 1960. But the idea did not come true - only 280 loaders rolled off the assembly line in 1956. But the USSR was flooded with Balkancar models from fraternal Bulgaria.
True, the situation improved in the 60s, when 4 factories were already engaged in the production of loaders. In 1964, the first Soviet electric forklift EP-201 appeared at the Kanash plant, capable of lifting a load of 2 tons.
In the USSR, loaders of another type, grab loaders, were widely used. The rapid development of agriculture in the 50s of the XX century led to their appearance. True, the first Soviet grab was a caterpillar bulldozer with cargo trolley instead of the blade, on which there was an arrow and a winch, on which the clamshell device was attached. It could be operated by one person, but working with the grapple itself was much more tiring than, for example, using a fork to grab and load hay.
"Brainy" lift
Modern loaders, of course, are many times superior to their "parents". They are equipped complex electronics, which turns them into universal devices. The "brains" of the machine are also able to prevent breakdowns. Naturally, if you program the "logic" of the loader in advance. For example, set a limit on the maximum speed so that the operator does not scorch on uneven surfaces and does not check the undercarriage for strength.
In addition, there is a large number of attachments- sideshift forks, rotary forks, pushers, snow clearers, large cylindrical objects, heat-resistant forks, etc.
“The range of attachments is very diverse in terms of its specifics and design features. Forklift-mounted attachments are used in various industries: steel, cardboard, refrigeration equipment, production rubber products etc. The range of operation of forklifts with attachments is very large and diverse,” says Alexander Sinyushkin.
Modern loader users do not get tired of breaking spears in verbal battles about the quality of equipment. Moreover, many note approximately the same level in terms of the fragility of Chinese and domestic loaders. The former are frankly scolded for the wisdom in the assembly, because of which it is inconvenient to maintain components and assemblies, as well as for the lack of spare parts.
And more serious reproaches fly to the CIS plants. So, the MoAZ-40-484 front-end loader did not perform well due to the poor quality of the metal and welding. On the other hand, the MKS M-1000N mini-loader "KurganMashZavod" did not cause any particular complaints at all, although it also breaks down.
In heavy types of work (with clay, with granite, etc.), front loaders from Liebherr, Komatsu, Cat, Volvo, John Deere and Ahlmann performed well. Of the mini loaders, experts unanimously agree that the Bobcat is the best for the harsh Siberian conditions. The only one that surpasses this brand of skid steer loaders is the JCB Robot 190.
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Today I will tell you why the most famous Balkancar loaders in the USSR became the most famous, where they came from, where they went, why the names of most Chinese brands resemble obscene language, and how we can live with all this.
Let's immediately figure out which loaders and why we are familiar: in the days of the USSR, within the framework of the socialist division of labor adopted by the Council for Mutual Economic Assistance, loaders were produced by the People's Republic of Bulgaria and, accordingly, were supplied to the CMEA countries. It's about loaders. Balkancar.
Basically, these were the following models:
DV1792 (Record II) - three and a half ton diesel engine with four-cylinder engine Perkins D3900 is still the most common Bulgarian forklift in the secondary market. This Bulgarian miracle looks like this:
This loader is unfairly considered the leader in the number of accidents at work. During my work in this business, I came across several cases when 1792 crushed, stabbed with a pitchfork and mutilated people in other perverted ways. Such a terrible killer loader. In fact, he is not to blame: a huge number of these loaders were brought to the USSR, and earlier they were mainly operated in warehouses, it’s like saying that the main predator of an aquarium is its only inhabitant, it’s unfair in general.
Slightly less popular and common DV1661 (Record I) is a one and a half ton diesel engine with a three-cylinder Perkins D2500 engine.
For those who are not interested in forklifts, I drew an elephant:
So, Balkancar DV1792 is a loader that has enriched more than one generation of loader sellers: great engine, good resource, successful hydrodynamic transmission made it really a bomb secondary market in my time, shamanized loaders: perfectly painted, but already with the third bore of the crankshaft, successfully sold under the guise of new ones: again and again. And when there are few washed up from the market, and neat Toyotas and Komatsu were already being sold in full, Avtovaz changed the fleet of DV1792 forklifts to Still, and hundreds of Balkancars poured into the market in a giant wave, and after a while hundreds more buyers received brand new Bulgarian loaders.
For my part, it would be unfair not to mention the fact that loaders were still produced in the USSR: as a rule, by defense enterprises as a mandatory civilian product. Forklifts were produced by: Kaliningrad Carriage Works, Kalinin Machine-Building Plant (Yekaterinburg), Kanash Electric Forklift Plant, Lvov Plant, Beltsy Electrotechnical Plant, Yerevan car factory, Kutaisi Electromechanical Plant.
I wrote this so that when you open your own small warehouse of elite alcohol (for example), and you are offered to purchase a Georgian electric forklift, you do not laugh at the seller, but with knowledge of the matter say: "Um .. EP-5002 electric forklift? No, well, what You, why do I need this five-ton crap. Thank you, no need. Bring the Sverdlovsk EP-103 better! It's small and angular, just the way I like it!"
In due time, we, as true Russians who are not looking for simple ways people decided to sell loaders of the Kalinin Machine-Building Plant, which was informative. In addition, it was this fact that allowed us to develop a serious service (including field) service, because we honestly carried the guarantee, and the loaders broke down constantly.
In the photo above, the cannon in the ZiK hall, which I last saw in 2009, when we were invited to look at a new electric forklift with an asynchronous motor.
We looked.
And guess what the management of the plant came up with when some time ago it received a state order for such a number of loaders that it could not, in principle, produce by the specified date?
Well, since you are mostly creative people here, now we will learn to distinguish a forklift from an electric forklift at a first glance from a distance of 20 meters: a forklift differs from an electric forklift by the presence of priests!
Look, this is a forklift:
See, he has a distinct yellow bum? (This is actually a cast-iron counterweight that keeps the forklift from tipping forward while carrying or lifting a pallet of goods.)
And this is an electric forklift:
As you can see, he has no priests at all. (She, that is, he is a counterweight, he doesn’t need it, but in his belly (under the operator’s seat) there is a huge traction battery, which is very heavy and replaces the counterweight).*
*This anatomical feature is valid for loaders up to 2.0 t.
Japanese forklifts have been actively spread on the Russian market since 1998 (the main peak was in 2003-2004, when several powerful carriers appeared on the market at once - companies that changed the "custom order" work scheme that was customary at that time ( when the loader was paid for, ordered and waited for a long, long time) and brought hundreds of loaders to Russia for free sale.
The most common brands of Japanese forklifts are as follows: Toyota, Komatsu, Nissan, Mitsubishi, Sumitomo, TCM, Yale, Nichiyu, etc. Here (except for Toyota) applies next rule: the less familiar you are with the Latin word above, the better loader. By the way, with Chinese forklifts, the opposite is true: earlier people were more honest, including the sellers of forklifts, they sold what they brought, and under the name that the factory gave the loader. Tough competition in the market has led to the fact that loader suppliers began to invent brands (TFN, Utilev, etc.), order equipment under existing ones, but in a different industry (Pfaff) or under their own brand (Grost), and the executive Chinese, in fact, everything is equal to what is written on the machine they made, in contrast to the end user of the loader: he judges the resource of the machine by the brand.
Below in the photo are HC (Hangcha) loaders manufactured by the leader Chinese market warehouse equipment Zhejing Hangcha Engineering Machinery Co., Ltd, a supplier to China's military industrial complex.
The management of this plant has signed about five exclusive dealership agreements in Russia known only to me, though each "dealer" has loaders made under their own name and color.
For example here:
In the light of all this, it’s not worth talking about the counterfeiting of small warehouse equipment: hundreds of euro trucks and wagons are imported monthly in a continuous stream to Russian market French hydraulic carts, German and Italian stackers and various other crap, fanned by the legends of creation, allowing you to increase the added value by some miserable fifteen hundred rubles.
Now imagine yourself for a moment as the owner of a vegetable store, in which cucumbers will rot right now, because they need to be taken out, but there is nothing to load, your favorite has broken Puerto Rican GUCCI forklift, imagine that you urgently need some water pump, and now imagine how you will look for it.
Giraffe for patience:
By the way, companies that sell forklifts most often use the following animals in their logos: elephant, giraffe, rhinoceros, bull, bear, ant. Well, like, tall, heavy, horned, powerful, everything is clear here. Some of my colleagues in Volgograd named their company "Aist". I thought for a long time, I fantasized, associated and thought for a very long time, I was doing all this in vain, as it turned out. It turned out that everything is banal: " A accumulators And WITH pec T technician", but by that time I could have justified the stork in conjunction with the loaders.
I still haven't chosen an animal for us. I can’t justify a cat and a raccoon to the founder. And the idea with the jaguar Keks from the Samara Zoo, too, I can’t yet.
Well, it's kind of like that.
I continue the topic about Lviv forklifts, in today's review - the classic model AP-4045. This loader model was developed and put into production in the first half of the 1960s, it underwent several upgrades during production, and it lasted on the conveyor approximately until the end of the 1970s - the beginning of the 1980s. Quite a lot of such machines were produced: in its best years, LZA produced up to 20 thousand forklifts of various models. Some of them have survived to this day and continue to work throughout the former USSR, this is a good copy I came across in the Saratov region.
There are also AP-4045s in my native Omsk, though every year less and less, I shot this copy back in 2006. I would like to say a few words about design features cars. Front axle loader - leading, rear - controlled, classic scheme. The counterweight located at the rear of the machine is clearly visible.
The carrying capacity of AP-4045 is 5 tons, the lifting height is up to 4.5 meters. Nodes are used in the design of the loader trucks: engine and gearbox from GAZ-51/52, drive axle - from ZIL-130. Max Speed movement with cargo - 36 km / h.
In addition to the forks, the loaders were equipped with other working bodies, in particular, a lifting boom with a rigidly fixed hook.
There was also a separate modification - AP-4046, in which the main working body was a blockless boom with a variable reach hook.
This is what it looks like workplace forklift driver, two levers to the right of the steering wheel control the lifting and tilting of the forks.
Some loaders have already survived all the terms of operation, but still continue to be used, since any truck repair shop can repair them.
But sooner or later, write-offs come ... And less and less of these interesting cars stays alive.
To complete the picture, it remains to make an overview of the next generation of LZA loaders, produced since the 1980s, somehow hands will reach this topic.
This year JSC "Avtonavantazhuvach" celebrated its 60th anniversary. In the USSR, after the Great Patriotic War, work on the restoration and development of the national economy was widely developed. Under these conditions, forklifts were very much needed, and the production of such machines was urgently set up in Lvov - for the first time in the USSR.
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Date of birth of the plant - April 24, 1948, when the Council of Ministers of the USSR adopted a resolution "On the organization mass production forklift trucks for mechanization of loading and unloading operations in transport and in industry. In this document, the task was set to urgently create an enterprise for the manufacture of equipment of this type. Already in 1949, it was supposed to start deliveries of finished products. Before 1950, 10 thousand cars should have been produced, and before 1955 - 50 thousand.
How it all began
It was decided to build a new enterprise on the basis of the Lviv plant "Gazapparat". In those years, it looked more like semi-handicraft workshops: there were no normal workshops, no equipment, no personnel, of course. There was also no vision for the design of the future machine.
First of all, they began to rebuild the plant, while not even having a master plan - they were running out of time. Chief Engineer Alexander Kuzovkov, based on his own experience - and the young specialist had already worked at the famous ZIL under the leadership of I. A. Likhachev - began to create future production. The next step was the formation of a design bureau. People gathered from all over the country, but the backbone was still made up of young graduates of the Lviv Polytechnic Institute. In the summer of 1948 she joined them large group designers and technologists from the Moscow Technological Institute "Orgavtoprom". A. L. Ivanov became the chief designer, M. O. Shuvalov became the chief technologist. It was this team that built the plant.
But what about the design - it didn’t exist either? In the same 1948, in Dnepropetrovsk, on the instructions of the State Planning Committee of the USSR, the first universal forklift truck in the USSR was developed. The work was supervised by the well-known auto designer, winner of the State Prize Vitaly Andreevich Grachov. The forklift was designed according to the standard scheme - with the engine as a counterweight. A group of engineers was given the task of making the most of the components and assemblies already mastered in production. In fact, the GAZ-51 served as the basis for the construction of the car. From him they took the engine, clutch, gearbox, shortened axles and cardan shafts, and hydraulic brakes with drive only to the front wheels, hood, radiator and electrical equipment. The ZIS-150 borrowed the steering gear and, with some changes, the tie rods. The car was assigned an index of 4000. Its carrying capacity was 3 tons.
The documentation was transferred to Lvov, and by November 7, 1948, the experimental workshop had made the first frame. And from January 1, 1949, the production of gas equipment at the plant was stopped and the team was given the task of manufacturing 1,200 forklift trucks in a year. Already on June 11, the first serial "swallows" left the gate - this became a real holiday for the factory workers. In total, during 1949, the company produced 1254 forklift trucks and thus exceeded the plan.
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Further more
The first cars scattered all over the country, and their shortcomings immediately appeared. The loader turned out to be very unstable and difficult to control: the effort on the steering wheel was 50 kg. The main design flaw was the wrong weight distribution along the axes, which is why the car skidded off-road.
A young team of engineers went to Dnepropetrovsk to the author of the idea, Grachov, where together they created the 4000M model. Its main difference was improved patency. We didn’t forget about comfort either: a hydraulic booster appeared in the steering, the cab got a roof and two soft seats with backs. Already in 1950 updated model started to roll off the assembly line.
The next stage in the development of the plant was the development of a 5-ton loader. The Ministry sent instructions to the plant to assemble such a forklift, created in a special design bureau of the Moscow pilot plant under the leadership of the chief designer Seslavin. This car was good for everyone, and the team of its creators was even awarded the State Prize. However, at the Lvov plant, rebuild the conveyor for new loader turned out to be very difficult. After all, the layout of the car was completely different - 3-wheeled, with a 5-ton counterweight.
And then they remembered that the topic of the diploma of one of the young designers was a 5-ton forklift, 80% unified with the 4000M model: a slightly longer base, a bridge from ZIL ... Now it’s hard to imagine how, but the factory workers managed to defend their own model, and already in 1951, the serial production of a 5-ton loader began under the symbol 4003.
Update
In 1953, the Central Design Bureau was organized at the plant - the central design bureau. The first result of his work was new model 4006, created in the same year. Differences compared to 4003 - hydraulic brakes, disc hand brake and blockless arrow. At the same time, a new hydraulic pump, an automatic valve in the hydraulic system and a frameless bucket appeared, which made it possible to reduce the weight of the latter by 50 kg.
In the future, the plant basically increased the pace of production, but did not forget about the progress. In 1957, preparations began for the production of the 4009, a wood stacker. Prototypes of the 10-ton loader 4008 were created. Year 1960 was marked by the renewal of the model range. The 4000M and 4003 loaders were replaced by more modern 4043 and 4045 loaders with a carrying capacity of 3 and 5 tons, respectively. upgraded models under the indices 4043M and 4045M. In the same 60s, they began to produce 10-ton loaders of the 4008 series and a loader designed to work in lumber yards 4009. better times the plant produced over 20 thousand forklifts per year.
A special milestone in the history of the enterprise is the production of hydraulic cranes with a lifting capacity of 0.5 - 1 t. Standard flatbed vehicles ZIL-157K, ZIL-130, KRAZ-214b were used as chassis at different times.
The plant is alive!
In the 70s - 80s. according to agreements with the CMEA countries, loaders with a carrying capacity of 3 to 12.5 tons were produced at the Lvov plant, and the lighter segment was farmed out to the Bulgarian Balkancar. The Lvov residents increasingly increased the pace of production, while at the same time modernizing existing models and expanding the range. In 1972, the construction of a new plant began, and two years later the first loader rolled off its assembly line.
But with the collapse of the USSR, former ties were lost, production volumes fell, and state support disappeared. However, the team did not stop working, improving the old and developing new models. The loaders received a frame cab with glued glass and improved ergonomics. Experiments continued with the installation of Deutz and Volvo engines.
And the plant survived. A range of new LEV models with a carrying capacity of 5 to 16 tons was developed. Their trump cards remained the same - simplicity, reliability and low price.
At present, the plant produces about 20 machines every month, and all of them are sold. The geography of supplies is quite diverse - mainly Russia, Belarus, Ukraine, as well as Iran and Egypt.
The editors would like to thank Stepan Gavrilechko, Chief Designer of CJSC Avtonavantazhuvach, for his help in preparing the material.
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Factory PPS Detva well known to Russian consumers of special automotive technology. The plant supplies quality and reliable technology to the Russian market over the past 40 years. Loaders of the brand Detva UNC-200, UNO-180, UN-053, UNC-060, UNC-061 in their activities are used by such well-known companies as Norilsk Nickel, affiliated companies Gazprom and Lukoil, the Russian Aluminum and AvtoVAZ companies.
PPS Group A.S. is a company with a tradition of more than 50 years in mechanical engineering. Currently, the company employs more than 1500 people who have strong potential and professionalism.
The basis of the strategic program is focused on the production of heavy metal structures for agricultural, construction, mining and other machines, and on the assembly of finished products.
PPS Group A.S. manages its business processes with dynamism, efficiency and reliability in order to achieve a high customer satisfaction score. Significant investment in new technologies and Technical equipment produced on a regular basis in order to ensure production growth.
Combination modern technologies and human potential gives a strong and competitive position in the European market.
The company guarantees the stable quality of its products in accordance with the quality management system ISO 9001:2001 and the welding quality system STN EN 3834-2, DIN 15 018, DIN 4132.
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Production began in the second quarter of 1954. The very first PPS Detva product was Digger (excavator): Skoda D500. Other products were produced at the same time: the milling excavator PF 1900; motorized carts MV-25; all-terrain vehicle TV-5; reclamation plow ZP 60/90 and Duncar DC5. The production of equipment for tanks formed the basis for the production special equipment. In 1958, the company began the development of a design bureau, from which two excavators emerged: D 031k and its second version D 033A, built on the chassis of TATRA trucks. The production of the OT 810 armored personnel carrier marked a new era in the field of special equipment. The year 1960 marked the launch of one of the most widely produced products in the history of our company: HON - from a series of hydraulic semi-slewing loaders. The base model HON 050 was changed from HON 051 to HON 053 and was produced until 1974. |
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In 1970, a new UNC 151 loader model was introduced. The loader was designed and manufactured by the enterprise from A to Z. During this period, the production of BVP-1 tracked armored personnel carriers began in a special department, which at that time represented the pinnacle in the world of BMP vehicles. In cooperation with a research institute in Zvolen, the production of UN-050 loaders began in 1974. The loader, named UN-053, was produced in various modifications until 1995. Sales of this product reached 30,000 units, which is unique in the segment construction equipment. |
The two most popular cars in the history of PPS Detva, these are UN-050 and UN-053. These machines, due to their simplicity, reliability and durability, have gained recognition almost all over the world. The number of produced loaders is more than 30,000 pieces, which speaks for itself.
You will find UN-050 and UN-053 loaders in Tunisia, Iraq, China, Cuba and many other countries. However, most of the loaders were exported to the countries of the USSR and Russian Federation. Cars in the USSR ended up on the territory from the Arctic Circle to the Gobi Desert. Reliable engine Zetor, Sauer's stable hydraulic systems and especially the 180° boom slewing radius made this extraordinary piece of metal a machine that proudly represented the Detvan brand.
The history of the UN mechanism began in the 70s, when the Polyana Strojarne factory was given the task of developing the successor to the legendary Honau. The task was not easy, because it seemed very difficult to come up with something even better. But in the end, the reward for the work of the designers was presented to them Golden medal in Brno in 1972. UN-050 was immediately placed in the first quality class, like all other machines of the plant. Loaders UN-050 suddenly became the most popular machines for export. With this machine, the export volume has grown significantly. Already in 1978, in the presence of all officials and members of the Communist Party, it was decided to supply 10,000 UN-050 loaders for the USSR.
During the production, new additions to the device were developed and produced, manufactured at the new Krupin plant. But even this car was not without flaws. The cab was permanently attached to the frame. A serious drawback was a crack in the turning frame. All these shortcomings have been eliminated in the UN-053 loader. The cabin was mounted on the frame with pin bolts, and finally access to rear wheels. Two variants have been produced: UN-053.1 and UN-053.2. Production continued until 1998. This legendary car is still a very popular assistant in every field of the economy and where decent special equipment, ease of maintenance and tireless work are the main advantages of the UN-053 loader.
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Production of the UNC-200 large loader began in 1980. After various modifications the loader was produced until 1998 under the name UNC-201. In the same year, the company began developing a new range of products: industrial robots, welding manipulators. 1989 is characterized by the fact that the plant begins to cooperate with prestigious international companies. A cooperation agreement was signed with Hanomag AG (Hannover, Germany) on the production and supply of steel structures. In 1990 license agreement for the production and supply of forklift trucks was signed with the Italian company Cesab Spa Bologna. In addition, an Association was established with the American company Population, Salt Lake City UT to develop a new series of CET loaders. |  |
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From 1991 to 1996 significant changes were made to production program enterprises:
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Period 1996 - 2001 characterize long-term relationships with reputable international partners in the context of the transition from weapons to the production of civilian products: Komatsu Hanomag - Germany, Komatsu Utility Europe - Italy, Volvo - Sweden, Volvo - Germany, Karosa - Czech Republic, Cesab - Italy. In 1996, the state enterprise PPS Detva was transformed into Joint-Stock Company as PPS Detva, and then gradually integrated into DMD holding.
Due to unsustainable business policies and the current challenges of transforming the Specialty Products division, PPS parent company Detva has become financially insolvent. In 1997 it was transformed into PPS Holding AS, which continues the production program of its predecessor. However, the lack of flexibility in response to the crisis in the construction industry in Europe and the indirect stagnation of sales construction equipment and machines brought PPS Detva as a holding to economic difficulties. By decision of the District Court in Banska Bystrica dated May 9, 2002, PPS Detva Holding was declared bankrupt. However, after the issuance judgment On bankruptcy, the company did not stop, but continued to manufacture and sell a wide range of products. The company functioned under the name "PPS Detva" as a bankrupt holding company.
In June 2003, PPS Detva Holding A.S. was acquired by a group of investors from Switzerland, Sitno Holding (Bratislava) and investment company Odien/Sevis reeng (Bratislava).
Since that time PPS Group A.S. starts new era in its history. And sets clear strategic goals A: To adapt to the requirements of global trade and become a strategic supplier of aggregates, spare parts and assemblies for all international brands of construction machinery and other heavy equipment manufacturers.
Universal mini skid steer loaders from PPS Group A.S. (Detva):
Spare parts for the entire model range of UNC-060/061 mini loaders, etc., produced by the Slovak plant "PPS DETVA", are always in the warehouses of our group of companies. In our car shop "Country of Auto Parts" there is a specialized department for the development of this direction. The UNC brand is well known to Russian consumers due to its flawless work, relatively inexpensive spare parts for UNC-060/061 and consumables, high quality after-sales service.
Universal wheel loaders UNC-060 (UNC-060), DETVAN UNC-061 (UNC-061) LOCUST-750 (Locust-750) are designed to perform earthworks, especially for loading, moving and leveling rocks of all classes, digging narrow trenches, drilling holes, clearing snow. A wide range of interchangeable attachments greatly expands the possibilities of using loaders of the UNC-060 brand. (As well as a large selection of spare parts makes this range very profitable).
The UNC-060 (UNC-060) mini loader drive is hydrostatic, consisting of SAUER SPV-20 hydro generators and SAUER SMF-20 hydraulic motors. Drive unit is the ZETOR-5201 diesel engine. Loader movement control and operation of working equipment are hydraulic and are carried out using ORSTA joysticks. The rotation of the UNC-060 loader is carried out due to the different speed of rotation of individual pairs of wheels. safe cabin, simple system loader controls, the location of controls and instrumentation is convenient to maintain.
The high maneuverability of the UNC-060 has a positive effect on the work of the operator, which ensures high performance of the loader. Taking into account the needs of customers, the manufacturer has developed a loader UNC-061 (UNC-061) with the ability to control the movement with one left hand and control the working equipment with the right hand, which allows for a more rational use of working time.
The carrying capacity of the UNC-061 mini loader has increased to 800 kilograms.
Diesel engine ZETOR-5201 has wide application as an energy source in skid steer loaders MKSM-800, UNC-060, UNC-061, LOCUST-750, DESTA, BOBEK-761 and wheel loaders UN-053, UNC-200, UNC-201, UNK-320, UDS-114 , LKT-81 thanks to high reliability. The ZETOR diesel engine has a high thermal efficiency, which is why it is highly economical. IN exhaust gases ZETOR diesel engine contains a low percentage of hydrocarbons and carbon oxides. These characteristics of the ZETOR engine make it a good alternative compared to other brands of diesel engines.
Universal swivel loader UN-053, UNO-180, UZS-050 is an exclusive loader of its kind, which has the ability to rotate the working equipment by 90 degrees from the longitudinal axis, which reduces the cycle of loading and unloading operations. UN-053 (UN-053), UNO-180 (UNO-180) is designed so that, in addition to the main work bucket that comes with the loader, there is a large selection of attachments, the use of which increases the versatility of the front loader.
The main part of the UN-053 machine is a welded frame. The Zetor-7201 diesel engine is installed on the back of the frame, forming one assembly kit along with the pump drive, hydraulic pumps SAUER SPV-22, SMF-22, U 80/32 L and air filter. In front of the UNO-180, UN-053 loader, working equipment is installed, consisting of a working tool, a quick-acting clamp linkage, booms and hydraulic cylinders.
In the middle part of the frame of the wheel loader UN-053, UNO-180 there is a "ROPS" safety cab with the possibility of installing the "FOPS" structure, a gearbox with a hydraulic motor SMF-22 of the running gear, connecting shafts for axle drive and distributors RS 20 D3, RS 16 D 1 working equipment.
Universal wheel loader UNC-200, UNC-201, UNK-320 is designed for earthworks, mainly for excavation, loading and transportation of rocks of 1-5 categories. Loaders UNTs-200, UNTs-201, UNK-320 can also be used for the development of rocks, when handling granular industrial materials and agricultural products with a bulk density of up to 1600 kg/m 3 . Exploitation front loaders UNC-200, UNC-201, UNK-320 is allowed at atmospheric temperature ranging from -15 to +37°C. The versatility of the UNC-201 loaders is ensured through the use of interchangeable attachments: a mining bucket, a double jaw bucket, a bucket for light materials, a log fork, a large bucket with a capacity of 6.75 m 3 . Every consumer of construction equipment UNC-201, UNC-200 UNK-320 knows that timely Maintenance and the use of original spare parts helps to ensure long term service loader UNC-200, its economical operation and prevent often unnecessary defects and injuries.
