Work machine with cabin bearing and method for assembling a bearing arrangement

Abstract

Work machine (1) with a cabin (2) and at least one bearing arrangement (5) which has a cabin bearing, wherein the cabin bearing has two bearing parts (7, 9) which are movable relative to one another, of which one bearing part (9) is connected to the cabin (2) and another bearing part (7) is connected to a further component (15) of the working machine (1), relative to which the cabin (2) is mounted by means of the bearing arrangement (5), the bearing arrangement (5) has a connecting part (18) which connects a part of the cabin bearing to the cabin (2) or to the further component (15), and a catch element (25) which is connected to the other bearing part (7) of the relatively movable bearing parts (7, 9) of the cabin bearing and to the further component (15) or to the cabin (2) and which is arranged coaxially to the cabin bearing, the bearing arrangement (5) comprises the cabin bearing with damping character, a tab-shaped protruding bearing housing (9) and the catch element (25), a fastening element (10) is provided which connects the catching element (25) to the bearing housing (9), and the catching element (25) is located between the cabin (2) and the further component (15), runs horizontally in a first region, runs at a certain angle towards a center of the bearing arrangement (5) in a second region, runs horizontally towards the center in a further third region and has a passage in its center, characterized in that the connecting part (18) has a cavity having an internal thread which meshes with an external thread of a first screw element (16), and in the cavity a second screw element (17) provided with an external thread is arranged, which meshes with its external thread with an internal thread of the other bearing part (7).

Description

[0001] The present invention relates to a work machine, preferably a mobile work machine and in particular a wheel loader, with at least one cabin and with at least one bearing arrangement which has at least one cabin bearing which has at least two bearing parts which are movable relative to one another, of which one bearing part is connected to the cabin and another bearing part is connected to a further component of the work machine, relative to which the cabin is mounted by means of the bearing arrangement.

[0002] The invention also relates to a method for assembling a bearing assembly. The bearing assembly comprises a connecting part that connects a part of the cabin bearing to the cabin or to the further component, and has a catch element. The catch element is connected to the other bearing part of the relatively movable bearing parts of the cabin bearing as well as to the further component or to the cabin, and is arranged coaxially with the cabin bearing.

[0003] The bearing assembly comprises the cabin bearing with a damping effect, a tab-shaped protruding bearing housing, and the catch element. A fastening element is provided that connects the catch element to the bearing housing. The catch element is located between the cabin and the other component and runs horizontally in a first region, at a specific angle toward a center of the bearing assembly in a second region, and horizontally toward the center in a third region, and has a passage in its center.

[0004] As part of the regulation for the protection of workers in construction machinery, various countries have issued regulations on Rollover Protection Security (ROPS) to protect the machine operator from serious accidental injuries, for example in the event of tipping or rollover, for example DIN EN ISO 3471.

[0005] On the other hand, vehicle drivers must be protected from excessive noise and vibration entering the cab by selecting suitable mountings. Construction machinery, especially wheel loaders, move large masses and therefore require a very robust design, which, taking cost aspects into account, can only be achieved through a solid construction and the resulting high deadweight. In addition, as a working machine, the wheel loader must have a certain weight distribution between the front and rear axles in order to be able to carry out loading and unloading processes at all. Deadweights of over 40 tonnes can be achieved. Therefore, comfortable working conditions must be guaranteed during "normal driving", for example loading and unloading activities. However, the driver must also remain safely in the cab in exceptional situations, in abnormal cases, i.e. accident situations, such as tipping or rollover.In addition to safety features such as driver seat belts, a secure cab is vital in both normal and abnormal situations. In addition to driver comfort, high forces act on the wheel loader in abnormal situations, for example, from the vehicle's steel structure to the cab, transmitted through the intermediate bearings.

[0006] Due to the cases mentioned above, in addition to the design of the cabin, high demands are placed on the design and selection of the bearing arrangement with regard to materials, geometries and component arrangements. In order to keep these critical loads away from the bearing as far as possible during "abnormal operation", the state of the art usually includes an additional tear-out protection device radially projecting from the bearing axis, which connects the rear carriage to the cabin floor and thus limits the deflections of the two components relative to one another. The tear-out protection device is usually a bolt that is screwed or welded in or on the rear carriage and extends through another hole at least on the cabin floor. The bolt is movable relative to the cabin floor and is limited at the end by a stop, in particular a screw connection.Disadvantages of this technical design are that there are at least two vertical axes: the one for the cab bearing and the other for the anti-theft device. This leads to the rear carriage upper panels and the cab floor being weakened by drilling, welding, or bolting. When high forces are applied, this leads to the forces applied almost pointwise to the rear carriage upper panel, the cab underbody, or the cab substructure, resulting in greater sheet thicknesses and thus higher costs. A further disadvantage is the installation of the anti-theft devices on a second axis with the cab in place, which is complex due to the limited space available.

[0007] EP 1 406 809 B1 discloses a cabin bearing arrangement in a coaxial arrangement of the tear-out protection. The bearing arrangement consists as in Fig. 6 depicted as consisting of the two mutually movable parts 4, on the one hand as the cabin floor and on the other hand, part 3.7, the rear carriage upper plate, as well as the damping element 5 for spacing them apart. The cabin floor and rear carriage upper plate are connected via a screw connection with an intermediate bolt, which is also fastened outside this area with a tear-out element 2 and subsequent bearing, for example a hydraulic bearing 1. The main disadvantages are the undefined force dissipation of the cabin weight in the transverse direction during driving and the resulting shear forces that occur. It can be assumed here that the damping element 5 wears first and then the bolt directly from the rear carriage upper plate is reduced in diameter, resulting in undamped play. A main disadvantage is the through-bolt 5.8, which is subjected to very strong bending stress in the event of an accident, caused by an only partially adhering tear-out element 2 on the rear carriage upper panel, resulting in high shear forces at the transition to the bolt and within the bolt. In addition, the bearing and the damping element must be flexibly, i.e. movable, inserted into the installation space of the rear carriage or into the cabin area, which is generally already cramped. Due to the different heights of the cabin floor and the rear carriage upper panel, flexible height adjustment of various bearing points (bearing arrangements) is only possible with great effort, since the further the cabin floor and rear carriage upper panel are separated, the more negatively the load on the continuous bolt is affected by this bearing arrangement. Disadvantages of the bearing arrangement include the great installation height from the screw-on point on the cabin floor to the end area of the bearing element.In addition, the compression and rebound of the cabin places a permanent load on the axial bolt due to the relative movement of the cabin to the rear carriage in horizontal and vertical directions. This leads to increased load on the bolt and the through holes in the cabin and rear carriage during normal and abnormal operation. The transmission of longitudinal and / or transverse forces from the rear carriage to the cabin floor via the central bolt can lead to bearing play between the rear carriage upper plate and the cabin floor during normal and abnormal operation, which reduces comfort in the cabin. The bearing or hydromount must also be able to absorb the compressive forces under abnormal conditions. To cope with this, the components must be significantly oversized, which in turn causes high costs. During assembly and maintenance, accessibility to the bearing arrangement, which usually faces the rear carriage, is only possible to a limited extent.In the ROPS case, the axial bolt is subjected to high bending forces, which may lead to bending of the bolt and potentially to massive functional limitations of the bearing arrangement.

[0008] EP 2 333 166 B1 relates to a tear-out protection device with a load-bearing cover and a load-bearing stop device, which are connected to a body frame via a tab. Disadvantages of this arrangement are the delicate design of the aforementioned components and the number of load-bearing stop devices. Rolling movements during operation can lead to increased play in the relevant components during normal and abnormal operation, which can cause increased wear. During normal operating conditions, the driver may experience abrupt changes in movement in the longitudinal and / or transverse directions due to the end stops of the load-bearing stop device, which may be perceived as unpleasant.A possible increase in the play between the load-bearing cover and the load-bearing stop device leads to a more elastic movement in the transverse direction. However, increasing the play reduces the contact surfaces of the load-bearing cover and the load-bearing stop device. Due to the strong deflection and the occurrence of transverse forces during driving, high shear stresses occur on the load-bearing devices in the contact area with the load-bearing cover. A further disadvantage is that, due to the large number of individual load-bearing stop devices, the play between the two components must be minimal to ensure safe operation in a ROPS situation.

[0009] EP 2 218 935 A1 relates to a bearing arrangement with a bearing, comprising a core and a housing which are connected to one another by a spring body, wherein the housing is fastened to a frame and wherein the frame has an opening for the core. The disadvantages can be stated similarly to the above-mentioned EP 1 406 809 B1, wherein the bearing and the tear-out element are located entirely within the rear vehicle interior or the cabin interior. A further serious disadvantage is the unfavorable arrangement of the catch element 22, which projects far from the bearing center and is arranged at a right angle, which is negative due to transverse loads.

[0010] DE 195 81 823 C2 relates to a liquid-tight bearing arrangement, for example, for a dump truck. Due to the bearing design, these bearing arrangements are not suitable for absorbing high tensile forces that may occur, for example, in the event of an accident or ROPS test. The safety of the cabin and the machine operator is ensured by the adjacent, solid, protruding load body (trough) discharging at least a large portion of the dead weight. This bearing arrangement thus eliminates the need for a parallel path that dissipates a large portion of the forces via a catch element with a connecting part. If forces of several tons were applied directly to the bearing arrangement in a pull-out test, the bearing would be completely torn out and thus permanently destroyed.

[0011] EP 0 552 408 A1 relates to a bearing arrangement for the automotive industry, whereby the bearing arrangement does not have to dissipate ROPS forces and is not suitable for the mentioned application due to the lack of an additional parallel path for the increased dissipation of abnormal forces.

[0012] DE 33 16 870 A1 relates to an elastic bearing with a flexible stop element, for example, installed in motor vehicles. Such bearings are frequently exposed to dirt and splash water, which can lead to changes in the bearing alignment and corrosion. To prevent dirt and splash water from penetrating the bearing interior, the document provides for a sealing sleeve formed integrally with the stop element to extend to the counter-stop of the stop element and rest against it with its free edge under preload, so that the bearing interior is hermetically sealed from the outside.

[0013] For cab mounts without external tear-out protection, where the tear-out protection is integrated inside the cab mount, mounts with tear-out forces ranging from tensile and / or transverse forces in the range of 13 to approximately 28 tonnes are currently offered. If higher tensile forces are required, an external catch element with a connecting part must be designed outside the mount to dissipate the force. With a coaxial connection of the mount arrangement, the catch element, the mount and the connecting part lie on a vertical axis. This in turn means that the force can be dissipated via a bearing point, directly or indirectly via a bracket into the uppercarriage plate. This results in desired material savings (thickness, weld seams) in the bracket connection or the rear carriage upper plate.These consoles of the two front bearing connection points are needed on the one hand to raise the rotation plane of the rear carriage relative to the front carriage in order to avoid collision with it in the event of a buckling and on the other hand they are needed to ensure that the cabin is level with the two rear bearing points of the rear carriage sheet.

[0014] The present invention is based on the object of developing a work machine of the type mentioned at the outset in such a way that its bearing arrangement is compact and comparatively simple in design and is designed to work reliably in all operating conditions.

[0015] The present invention is further based on the object of optimizing the arrangement of bearings and their structure in a material- and cost-optimized manner depending on ROPS requirements. This can mean choosing different bearing structures, for example between cabin, front, and rear bearings. Due to the structural conditions of the cabin, stiffnesses can differ at different bearing points. In the ROPS test, these different stiffnesses lead to different pull-out forces at different bearing points. These differences in stiffness can arise, for example, from structural conditions such as pedals, steering servos, and steering columns, whereby cross members can only be used to a limited extent or are completely omitted, thus leading to reduced stiffness of the cabin in certain areas.

[0016] The present invention is further based on the object of obtaining bearing arrangements that allow for variable height adjustment of the individual bearing points, ensure comfortable suspension during operation, and withstand ROPS conditions. The aim is to be able to respond flexibly to the operating weight of the work machine, cab rigidity, bearing types, optional safety devices, and integration into the cab and rear structure. A variable height can be achieved, among other things, by simply modifying the height of the connecting element.

[0017] These objects are achieved by a work machine having the features of claim 1 and by a method having the features of claim 11. According to this, the connecting part has a cavity having an internal thread that meshes with an external thread of a first screw element, and a second screw element provided with an external thread is arranged in the cavity, the second screw element meshing with its external thread with an internal thread of the other bearing part.

[0018] Advantageous embodiments are the subject of the subclaims.

[0019] The coaxial design results in a particularly space-saving arrangement. The provision of this connecting element enables particularly simple installation of the bearing assembly on the working machine. A connection between the other bearing part or inner bearing part and the connecting part can therefore be easily separated by loosening the first screw element and the second screw element.

[0020] Preferably, apart from the aforementioned safety catch, no further safety catches are provided, in particular no further safety catches that are radially spaced from the bearing center of the cabin bearing. In addition to simplifying the design, this also has the advantage that no additional loads occur in the area of the rear carriage upper panel or the component against which the cabin is mounted.

[0021] The design according to the invention meets the requirements of ROPS (Rollover Protection Security), with DIN EN ISO 3471 being cited as a reference.

[0022] A simple arrangement results when the cabin mount is designed as a hydraulic mount. Other designs of the cabin mount that resiliently mount the cabin relative to the aforementioned component, in particular relative to the rear vehicle upper panel, are also encompassed by the invention.

[0023] Further advantages of the bearing arrangement according to the invention are, in a preferred embodiment of the invention, the low overall height and the minimization of the number of moving components as well as: • Rolling movements and transverse forces can be compensated by the bearing or, in the case of excessive transverse forces in the case of normal or abnormal conditions, can be directly diverted via the stop of the catch element with the connecting part. • Use of one bearing arrangement for a variety of device sizes (standardization). • Use of a standard cabin in combination with relevant storage arrangements, • Relatively simple procedure for installing the bearing arrangement for ROPS compliant operation of the machine.

[0024] Preferably, the catch element is designed such that it limits the vertical and / or horizontal relative movement between the cabin and the aforementioned component. It is advantageous if the catch element's movement is limited in at least one direction by the connecting part.

[0025] In a further embodiment of the invention, the catching element has at least one through-opening through which the connecting element extends, wherein the diameter of the through-opening is larger than the outer diameter of the connecting element in the region of the through-opening.

[0026] At least a portion of the cabin bearing forms the inner bearing part, wherein the connecting element is preferably connected to the inner bearing part. At least a portion of the cabin bearing forms the outer bearing part, wherein the catch element is preferably connected to the outer bearing part. A reverse embodiment (connection of the catch element to the inner bearing part and connection of the connecting element to the outer bearing part) is also conceivable and encompassed by the invention.

[0027] The connecting element can have at least a first section with a first diameter and at least a second section with a second diameter which is larger than the first diameter, wherein the second section is connected to a part of the cabin bearing, preferably to the bearing inner part, and forms a stop for the catch element.

[0028] The catch element can have a first flange-like region with which the catch element is connected to a part of the cabin bearing, preferably to the bearing outer housing, and the catch element can have a second flange-like region which has a stop for limiting the relative movement, in particular between the catch element and the connecting part.

[0029] Preferably, the connecting part is attached to the cabin or to the aforementioned component, in particular to the rear vehicle upper panel, by at least one screw connection. Preferably, at least one anti-rotation device is used, which interacts with the connecting part in such a way that rotational movement of the connecting part is prevented during the screwing-in process.

[0030] The anti-rotation device can be positively connected to the connecting part in such a way that a rotational movement of the connecting part relative to the anti-rotation device is prevented.

[0031] It is also conceivable that the anti-twist device is fixed to the said component by means of the connecting part, preferably by pressing.

[0032] The present invention includes all types of work machines and in particular construction machines, for example wheel loaders, excavators, dump trucks, graders, rollers, forklifts, push or loader crawlers and tractors, but is not limited to these embodiments.

[0033] Further details and advantages of the invention will be explained in more detail with reference to an embodiment illustrated in the drawing. In the drawings: Fig. 1: a schematic view of a wheel loader; Fig. 2: a representation of the cabin bearing of the wheel loader in a first embodiment, Fig. 3: a detailed view of the cabin bearing in its lower area and Fig. 4: a representation of the cabin bearing of the wheel loader in a second embodiment.

[0034] Fig. 1 shows a wheel loader 1 with a cabin 2, a rear carriage 3 and a front carriage 4. The reference number 5 denotes a cabin bearing, ie a bearing arrangement for the cabin 2. Preferably, several, in particular four, cabin bearings are provided, but the invention also includes the case in which the wheel loader has exactly one cabin bearing.

[0035] The cabin 2 for the driver of the wheel loader 1 consists, for example, of a tubular frame, supports, and B-pillars, which, in combination with the floor, wall, and ceiling panels, form the cabin 2. Further explanation of the cabin design is omitted in this invention. The cabin mount(s) are arranged such that the cabin 2 is mounted opposite the rear carriage 3.

[0036] Cabin 2 must meet the ROPS test requirements. This test places high demands on the stability and elasticity of the cabin and its respective cabin suspension.

[0037] Fig. Figure 2 shows a possible embodiment of a cabin bearing according to the invention. The cabin 2 is shown in Fig. 2 only the lower area is shown schematically by the cabin floor 6. The cabin floor 6 can be designed differently from the Fig. 2, the solid construction can also be a hollow or solid profile made of any material in any design. The cabin floor 6 is connected to the outer bearing housing 9 via a connecting element 9', which is welded to the cabin floor, for example, and is connected to the outer bearing housing 9. This connecting element protects the outer bearing housing 9 as well as the membrane 34 (see Fig. 4) additionally from environmental influences such as dirt and damage. This connecting element must be designed in such a way that it allows the bearing, in particular hydro bearings with diaphragm movement, a defined freedom of movement, so that a distance exists between the connecting element 9' and the bearing outer housing 9. The connecting element 9' is similar in shape to the catch element 25, but with the difference that the trough shape is installed horizontally mirrored and there is no passage D3. The connecting element 9' has a first region around the vertical axis with reference number 90 and which is delimited by the trough shape, wherein the connecting element 9' is non-positively connected to the cabin, in particular by a welded connection. The connecting element 9' is connected in a second region 91, the first region 90, to the bearing outer housing 9 at a radial distance and is connected directly or indirectly to the catch element.A fastening element 10 is shown as an example as a connecting element, but any type of fastening of the individual elements is possible.

[0038] In a further embodiment, it is conceivable to design the cabin floor 6 in direct contact with the outer bearing housing 9, wherein a recess with a diameter or width D5 is located at least partially. The cabin bearing extends through this recess and is connected to the underside of the cabin floor 6; a connecting element 9' is omitted.

[0039] The cab mount consists of an inner bearing part 7, which can be a solid, non-elastic body, a damping element 8, which is preferably elastic or otherwise movable (e.g., as a hydraulic mount), and an outer bearing housing 9, on which fastening tabs are arranged and bolted to the cab floor. The outer bearing housing 9 can be a solid, non-elastic component. The bearing arrangement 5, by means of the element 8, enables a damped relative movement between the bearing parts 7 and 9 and thus a relative movement between the elements of the wheel loader connected to these parts.

[0040] By means of the damping element 8, the cab mount absorbs forces from the operation of the working machine under so-called normal conditions, i.e. from conditions that occur during normal operation of the wheel loader.

[0041] The damping element 8 is in Fig. 2 is only shown schematically and can be made of rubber and / or operated in conjunction with a liquid medium, for example a hydro bearing.

[0042] In a preferred embodiment of the invention, the bearing has spring travel of greater than 10 mm to dampen higher-frequency vibrations and structure-borne noise. The spring travel of the bearing is preferably limited by stops.

[0043] How this Fig. 2, the bearing is fixed to the respective fastening lugs of the bearing outer housing 9 below the cabin floor 6 and in direct or indirect contact with a catch element 25 via a fastening element 10. Fig. 2 shows that the fastening elements 10 designed as screws fix the fastening tabs of the bearing outer housing 9 and also the catch element 25 to the cabin floor 6.

[0044] In Fig. 2 shows two fastening elements 10 in the form of screws per bearing as an example, but any number of screws or other fastening elements can be used per bearing.

[0045] The reference symbol D6 indicates the hole spacing of the components with holes, namely the cabin floor 6, the outer bearing housing 9, and the catch element 25 for receiving the fastening elements 10, which must be adjusted accordingly. Depending on the forces to be absorbed, the dimensions will vary, and the fastening will be modified in terms of diameter and number.

[0046] In this context, it is mentioned that in an alternative, the bearing is adequately fastened with the fastening tabs above the upper edge of the cabin floor 6 and is thus indirectly fixed to the catch element via the fastening element 10. It is also possible within the scope of the invention to fix the bearing in any position, limiting it only by the fastening tabs and the cabin floor. Another embodiment is to fix the bearing to the rear vehicle upper plate, so to speak in a Fig. 2 mirrored structure.

[0047] It is preferred to maximize the load transfer area, wherein the pressed area between the cabin floor 6 and the fastening tab and / or between the fastening tab and the flange 26 of the catch element 25 is to be maximized in order to obtain a surface load instead of a point load and thus a more uniform introduction of forces into the cabin floor structure.

[0048] Deviating from the Fig. 2, the pressed surface does not have to be constant at every point between two contact surfaces. The shapes of the cabin floor 6, bearing mounting brackets, and catch element 25 may vary in space.

[0049] In this embodiment, the catching element 25 is designed in a bell shape, wherein the catching element has a flange 26 in the upper region, which is screwed as described above, subsequently tapers downwards and is then provided with a passage D3 in the center, spaced horizontally from a connecting part 18.

[0050] The connecting part 18 connects the bearing assembly 5 or its inner part 7 to the upper plate 15 of the rear carriage 3. This connection is preferably rigid, i.e., non-elastic. Since the inner bearing part 7 is connected to the rear carriage 3 and the outer bearing housing 9 is connected to the cabin 2, and the bearing parts 7 and 9 are movable relative to one another, mobility or suspension / damping is achieved between the rear carriage 3 and the cabin 2.

[0051] Deviating from the execution in Fig. 2, peripheral edges can be replaced by radii to enable a favorable flow of force.

[0052] During normal operation of the wheel loader 1, the cabin loads are transferred via the cabin floor 6, the bearing housing 9, the damping element 8, the inner bearing part 7, the connecting part 18, the shim element 12, the anti-twist device 13 and, if applicable, the insert part 14 for adjusting the height of the individual bearing points and via the rear carriage upper plate 15 into the rear carriage 3 and ultimately transferred via the axles and tires of the wheel loader 1 to the ground on which the wheel loader 1 is located. The reference numeral 19 designates centering pins that connect the connecting part 18 to the inner bearing part 7 and ensure the correct installation of the bearing relative to the connecting part 18.

[0053] How this Fig. As can be seen from Figure 2, the connecting part 18 connects the bearing or its inner bearing part 7 directly or indirectly to the rear carriage 3. The connecting part 18 has two areas of different diameters: an upper part with a larger diameter D4 (with a height H7 shown as an example) and a lower part with a smaller diameter D2 (D4 > D2). The lower part of the connecting part 18 is provided with a bore with an inner diameter D1.

[0054] Reference numeral 16 denotes a first screw element (outer diameter D1), and reference numeral 17 denotes a second screw element (outer diameter D7). The first screw element 16 is connected to or meshes with an internal thread of the connecting part 18.

[0055] Located in this cavity of the connecting part 18 is the second screw element 17, whose external thread meshes with the internal thread (diameter D7) of the inner bearing part 7. In this way, the inner bearing part 7 is fixed to the connecting part 18. The internal thread is located centrally in the inner bearing part 7. The connecting part 18 is in direct contact with the shim element 12 and in direct or indirect contact with the anti-twist device 13. Adjacent to the anti-twist device 13 is the optional insert 14 for height adjustment and, adjoining it, the rear carriage upper plate 15, which is force-fitted to the connecting part 18 via the fastening element 10.

[0056] It should be noted that the connecting part 18 is secured against rotation by the structural design of the rear carriage upper plate 15 or optionally the insert part 14 and the anti-twist device 13. The design is described in detail in Fig. 3 described.

[0057] The reference number 11 denotes a damping element that dampens the movement of the bearing during its compression in the direction of pressure, ie according to Fig. 2 from above. The damping element 11 is made of rubber, for example. The movement is limited by the interaction of the lower section of the catch element 25 with the damping element 11.

[0058] In the transverse direction, the bearing movement is generously limited by the relative movement up to an amount D3 (size or diameter of the lower opening of the catch element 25) less D2 (outer diameter of the connecting element 18). Due to the large distance between the edge of the lower opening of the catch element 25 and the adjacent section of the connecting element, unpleasant end stops between the connecting part and the catch element are largely eliminated, thus extending the service life of the respective components.

[0059] In normal operation, in the event of tensile loads on the bearing, for example, during an inclined sleeper crossing, at least individual bearings are subjected to tensile loads. The bearing is preferably designed in such a way that a stop for the tensile load under normal conditions is provided in the bearing itself. This can be achieved with the Fig. 4 can be realized by the counter stop 35, against which the stop 30 in the bearing or damping elements 31 strike.

[0060] If an abnormal case occurs, for example under ROPS conditions, the end stop in the compression direction is formed by the damping element 11, against which the catch element 25 strikes. In the case of tension, under abnormal conditions, a further vertical deflection occurs beyond the end stop of the bearing until the catch element 25 strikes the connecting part 18.

[0061] Due to the selected spacing of the catch element and connecting part (D3 > D2) and the resulting slight axial twist, i.e. an inclination of the vertical bearing axis, shear stresses are reduced and absorbed in the stop area, i.e. where the catch element 25 and the connecting part touch in the horizontal direction, to their full extent. In this case, the bearing is no longer loaded and the main force flow is diverted from the rear carriage 3 via the connecting element 18 via the catch element 25 to the cabin floor 6. In this abnormal condition, which is caused, for example, by the machine tipping over or rolling over, the aim of the invention is to prevent overloading the bearing and to protect it from permanent damage.

[0062] In Fig. 2, H4 denotes the thickness of the mounting flange of the outer bearing housing 9, H3 the thickness of the upper plate of the rear carriage, H5 the thickness of the cabin floor, H1 the thickness of the flange of the catch element 25 serving as a stop, and H2 the thickness of the flange of the catch element 25 by means of which it is attached to the cabin floor 6. H6 is the overall height from the top of the insert 14 (if it is omitted, from the top of the plate 15) to the underside of the cabin floor 6.

[0063] The following ratios are preferably suggested: D4:D1<3.00;D6:D1<7.00;D2:D1<1.50;H6:D6<1.70

[0064] Fig. 3 shows a detail of the bearing arrangement 5 in the area of the upper plate 15 of the rear carriage 3. Identical or functionally equivalent parts are provided with the same reference numerals as in Fig. 2.

[0065] In particular, Fig. 3 the detail of the shape of the connecting part 18, the anti-twist device 13 and the integration into the rear car upper plate 15.

[0066] The reference symbol L13 indicates the distance from the central axis of the connecting part 18 to the left edge of the anti-rotation device 13 and the reference symbol L14 indicates the distance from the central axis of the connecting part 18 to the right edge of the anti-rotation device 13.

[0067] D1 is the inner diameter of the connecting element 18. The outer diameter is according to Fig. 2 D2, this decreases at the level of the washer 12 to D10, i.e. to the inner diameter of the washer 12. At the level of the subsequent anti-twist device 13, the outer diameter of the connecting part 18 is reduced again and is composed of L13 and L14.

[0068] The purpose of the anti-twist device is to prevent the connecting part 18 from twisting when the fastening element 10 is tightened during assembly, in order to prevent damage to the damping element 8 due to relative movement of the inner bearing part 7 to the outer bearing housing 9. The anti-twist device 13 is designed to be semicircular in the left-hand outer region, for example, with the adjacent legs diverging. The outer surface of the anti-twist device 13 in the right-hand outer region 22 runs in a straight line from front to back (= straight area) and forms a cutting plane with the two adjacent legs. This straight area or edge 22 rests against the insert part 14 in such a way that rotation of the anti-twist device 13 relative to the insert part 14, which are welded together, for example (only spot welded).

[0069] As from Fig. 3, the anti-twist device 13 has a recess in its inner area through which a section of the connecting part 18 extends. The recess of the anti-twist device 13 has a surface which, unlike a circular shape, is delimited by a straight line running from front to back and which rests against the connecting part 18 in the outer area of the surface. This means that the connecting part 18 is flattened L14 at its end directed towards the left edge of the anti-twist device 13, but otherwise round L13. Therefore, the area 23 is smaller than the area 24, which results from the intersection line 21 with the circular shape. The connecting part 18 is thus held in the anti-twist device 13 in a rotationally fixed manner by positive engagement.

[0070] This shape of the recess of the anti-rotation device 13 ensures that the connecting part 18 cannot be rotated radially relative to the anti-rotation device 13 or the insert part 14 during assembly.

[0071] In principle, any other form-fitting connections between the anti-twist device 13 and the insert part 14 or upper plate 15 as well as between the connecting part 18 and the anti-twist device 13 are also possible and are included in the invention.

[0072] Furthermore, it is pointed out that, in addition to or in addition to a screw connection, the invention also covers other types of connections such as welding, riveting or any other force-locking and / or form-locking connection.

[0073] According to Fig. 4, a hydro bearing with a compensating diaphragm is used as the cabin bearing of the bearing arrangement 5. The bearing is installed such that the diaphragm 34 is located in the area above the upper edge of the cabin floor 6. The hydro bearing was installed in the direction of the opening 6' in the cabin floor 6, whereby this arrangement reduces the overall height H6 (cf. Fig. 2) was minimized.

[0074] As in Fig. 4, a bearing arrangement 5 is shown which differs from the design in Fig. 2 with a hydro bearing and a direct connection of the bearing arrangement 5 to the cabin floor 6 is shown. Deviating from the Fig. 4, the additional integration of a connecting element 9' between the cabin floor 6 and the outer bearing housing 9 is within the scope of the invention. Otherwise, the same reference numerals refer to the same or functionally equivalent parts as in Fig. 2. The Fig. 4 shows the bearing arrangement in the compressed state, supporting the cabin weight.

[0075] In the hydro mount, for example, the membrane 34 is located in the area protruding into the cabin space, which has the advantage that this membrane 34 is largely protected from mechanical damage by the cabin outer skin (not shown) and thus has a long service life.

[0076] The hydro bearing consists of a Fig. The bearings described in Figure 2 consist of an additional hydraulic damping area in the upper bearing half. Regarding the functionality, reference is made to the state of the art.

[0077] In addition to the Fig. 2 includes the bearing components shown in Fig. 4, the hydro bearing comprises a stop 30 in the bearing with a damping element 31, which is attached to the outer bearing housing 9, and a counter stop 35. This is connected to the inner bearing part 7 via a connecting element 32 and a bushing 33. The spring travel is partially dampened by a fluid 37.

[0078] In normal operation, the spring travel under pressure load is the same as for the bearing according to Fig. 2. During normal operation, the bearing is limited by an end stop for limiting the bearing spring travel L10 when subjected to tensile stress. This stop is advantageously integrated into the bearing.

[0079] The reference symbol L10 denotes a length which results from the bearing spring travel of the bearing, in particular of the hydro bearing, on the one hand as the center axis of the end stop, whereby this center represents the average thickness of the end stop and the distance to the upper edge of the damping element 31.

[0080] The reference symbol L11 denotes a length which results from the distance between the lower edge of the upper section of the connecting part and a center axis of the third section of the catching element 25 (medium thickness)

[0081] The reference symbol L12 denotes a length resulting from the distance between the upper edge of the damping element 11 and a center axis of the third section of the catching element 25 (average thickness).

[0082] Under abnormal conditions, in the case of traction, after reaching the end stop and deformation of the damping element 31, forces are dissipated by reaching the end stop, at which point the arresting element 25 strikes the connecting element 18. This limits the deformation of the damping element 31 and transfers the force almost entirely via the connecting part 18 and arresting element 25 from the rear carriage upper plate 15 to the cabin floor 6.

[0083] In principle, the connecting part 18 can be designed to be dampened on the contact surface 36 forming the end stop, e.g. with a thin material, in order to dampen the stop under abnormal conditions.

[0084] In the Fig. 4, the distance L10 is assumed to be smaller than L11, i.e., the spring travel of the bearing is smaller than the travel of the catch element 15 under tensile load. This is determined, on the one hand, by the fact that the strength of the counter-stop 35 and the catch element 25 differ in their lower area, and, on the other hand, by the fact that the damping element is omitted in certain configurations.

[0085] Advantageously, the bearing remains intact in both normal and abnormal conditions. During the introduction of transverse forces into the bearing, a limitation of the angle Delta can be advantageously achieved by the contact of the connecting part 18 with the catch element 25, as can be seen from Fig. 4. Thus, in both normal and abnormal operation, the bearing will fully absorb the forces up to a certain angle delta. Under larger loads, the catch element 25 comes into contact with the connecting part 18, and a portion of the transverse force is dissipated via the catch element 25 or the connecting part 18. In abnormal cases, the forces are dissipated via the catch element 25 and the connecting part 18.

[0086] A procedure for assembling the cabin bearing is as follows: The bearing is pre-assembled and inserted into the cutout 6' of the cabin floor 6. A pre-assembly consists of the bearing with parts 7, 8, and 9 and / or the hydraulic bearing with inserted centering pins 19. Alternatively, either the cabin bearing or the connecting part 18 can have the respective pins 19 incorporated, whereby these are inserted into the adjacent component (bearing inner part 7 or connecting part 18) during assembly.

[0087] The connecting part 18 is fixed to the bearing or to the bearing inner part 7 by means of the fastening element 17.

[0088] In parallel or afterwards, the pre-assembled components and the catch element 25 are fastened to the cabin floor 6 by means of the screws 10.

[0089] In the lower area of the connecting part 18, the shim element 12, onto which, for example, the damping element 11 is vulcanized or otherwise fixed, and the anti-twist device 13 with the special shape are attached. The shim element 12 and the subsequent anti-twist device 13 can be attached to the connecting part 18 using magnetic forces or by means of a temporary fastening element, for example in the form of an adhesive tape (not shown).

[0090] When mounting on the insert 14 or, if this is omitted, in the area of the rear carriage upper plate 15 with the same shape, attention must be paid to the embossed outer shape of the anti-rotation device 13, which is installed on the side wall 22 by the form fit so that it is non-rotatable relative to the insert 14 or to the upper plate 15. This is particularly important when setting up multiple bearing arrangements, such as with four bearings on the rear carriage upper plate.

[0091] Now, the fastening element 10 is screwed from below through the rear carriage 3 to the connecting part 18. The cabin 2 is connected to the rear carriage upper plate 15 via the prepared bearing arrangement, and the special shape of the lower end of the connecting part 18 must be observed. The connecting part 18 must be correctly aligned with the stop 21 so that it is rotationally fixed.

[0092] The anti-rotation device 13 and the connecting part 18 must be clamped, whereby a gap 20 in the vertical direction exists to build up the forces between the connecting part 18 and the insert part 14 when the fastening element 10 is screwed in.

[0093] During assembly, the anti-twist device 13 ensures that the bearing does not twist when it is screwed onto the fastening element 10, i.e. that it is not permanently damaged. This twisting of the bearing is prevented by the fact that the anti-twist device must have engaged with the insert before the fastening element 10 is screwed on. This can be easily checked visually, because if the anti-twist device does not engage in the groove of the insert, the connecting element will visibly protrude at least partially and thus indicate improper installation. This visual inspection must be carried out on every bearing before it is firmly screwed together.

[0094] It should be noted that the diameter D cannot always be considered concentric, that the term "recess" can refer to an opening with an open or circumferential edge, and that the arrangement of the hole and, for example, screw connections can be rectangular, square, or any other hole pattern. Washers can also be used at the relevant points during the screw connection, as well as screws with, for example, hexagon sockets. In addition, the holes can form a vertical offset from one another, such as the hole in the flanges 26 of the catch element 25.

[0095] Contrary to the definition, the term "rear carriage upper plate 15" does not necessarily refer to a sheet metal construction. It can also consist of tabs or frame projections attached to the rear carriage, for example, i.e., any type of support points and surfaces.

[0096] In a further addition to the Fig. 2 and Fig.4 it is possible to assemble multiple bearing arrangements, for example four arrangements, to take into account the bearing characteristics such as tear-out force and to implement different bearing arrangements at the relevant bearing points due to the previously mentioned different rigidities of the cabin. This does, however, require that the bearing force inputs into the cabin and the variation of stiffness and elasticity of the relevant sheet metal and frame connections are carried out for the relevant operating weights of the wheel loader and the ROPS test forces applicable to the cabin. It is worth considering designing the two rear bearings with a catch element, whereby the catch element is omitted, for example, in the two front bearing arrangements. When connecting to the cabin, the connecting element that may be necessary is simply seen as a height adjustment to the other bearings between the cabin floor and the rear carriage upper sheet metal.

[0097] Terms such as rear end, front end, and cab are by no means limiting to the specific application. Similar terms such as uppercarriage, undercarriage, vehicle body, vehicle substructure, vehicle superstructure, sidecar, driver's cab, vehicle cabin, and driver's cab can also be used.

Claims

[1] Work machine (1) with a cabin (2) and at least one bearing arrangement (5) which has a cabin bearing, wherein the cabin bearing has two bearing parts (7, 9) which are movable relative to one another, of which one bearing part (9) is connected to the cabin (2) and another bearing part (7) is connected to a further component (15) of the working machine (1), relative to which the cabin (2) is mounted by means of the bearing arrangement (5), the bearing arrangement (5) has a connecting part (18) which connects a part of the cabin bearing to the cabin (2) or to the further component (15), and a catch element (25) which is connected to the other bearing part (7) of the relatively movable bearing parts (7, 9) of the cabin bearing and to the further component (15) or to the cabin (2) and which is arranged coaxially to the cabin bearing, the bearing arrangement (5) comprises the cabin bearing with damping character, a tab-shaped protruding bearing housing (9) and the catch element (25), a fastening element (10) is provided which connects the catching element (25) to the bearing housing (9), and the catching element (25) is located between the cabin (2) and the further component (15), runs horizontally in a first area, runs at a certain angle towards a centre of the bearing arrangement (5) in a second area, runs horizontally towards the centre in a further third area and has a passage in its centre, characterized by , that the connecting part (18) has a cavity having an internal thread which meshes with an external thread of a first screw element (16), and in the cavity a second screw element (17) provided with an external thread is arranged, which meshes with its external thread with an internal thread of the other bearing part (7). [2] Working machine (1) according to claim 1, characterized by that a ratio of a distance (D6) of fastening points of the catch element (25) with the bearing housing (9) to an inner diameter (D1) of the connecting part (18) is less than 7.00 and / or a ratio of the total height (H6) of the bearing arrangement (5), in particular the distance between the cabin (2) and the further component (15), preferably to a rear vehicle upper plate, to the previously mentioned distance (D6) is less than 1.

70. [3] Working machine (1) according to claim 1 or 2, characterized bythat the bearing arrangement (5) is designed in such a way that in the event of tensile and / or transverse stress, the cabin bearing is no longer loaded beyond a certain distance, but the resulting forces are diverted via at least two of the fastening elements (10), the catch element (25) and the connecting part (18), directly or indirectly via the further component (15), wherein the connecting part (18) absorbs the further resulting tensile forces in direct engagement with the catch element (25), wherein at least some of the forces are guided past the cabin bearing and tensile forces and / or transverse forces greater than 13 tonnes, in particular tensile forces greater than 28 tonnes, can be absorbed. [4] Working machine (1) according to one of the preceding claims, characterized bythat the bearing arrangement (5) is designed such that a length between a center of a counter-stop of the cabin bearing and a damping element (31) is smaller than a distance (L11) between a center of the third region of the catching element (25) and a lower edge of the connecting part (18). [5] Working machine (1) according to claim 1, characterized by that between the cabin (2) and the outer casing of the cabin bearing there is at least one connecting element (9') which spaced the cabin (2) from the cabin bearing and which is connected in a first region to the cabin (2), in a second region to the outer casing of the cabin bearing and furthermore directly or indirectly to the catch element (25). [6] Working machine (1) according to one of the preceding claims, characterized bythat a cabin bearing consists of several bearing arrangements (5), in particular bearing points, wherein at least one bearing arrangement (5) is designed with and at least one bearing arrangement (5) without the catch element (25), which is made possible by optimizing bearing force inputs into the cabin (2) and varying the rigidity and elasticity of relevant sheet metal and frame connections of the cabin (2). [7] Working machine (1) according to claim 6, characterized by that the bearing arrangements (5) are designed in pairs, in particular at the front bearing points without a catching element (25) and at the rear bearing points with a catching element (25). [8] Working machine (1) according to one of the preceding claims, characterized by that at least one anti-twist device (13) is provided which interacts with the connecting part (18) in such a way that a rotational movement of the connecting part (18) is prevented during a screwing-in process. [9] Working machine (1) according to claim 8, characterized by that the anti-twist device (13) is fixed to the further component (15) by means of the connecting part (18) and / or that the anti-twist device (13) is positively connected to the connecting part (18) in such a way that the rotational movement of the connecting part (18) relative to the anti-twist device (13) is prevented. [10] Working machine (1) according to one of the preceding claims, characterized by that the connecting part (18) is height adjustable. [11] Method for assembling a bearing arrangement (5) in a work machine (1) according to one of claims 1 to 10, the method comprising the following steps: a) Inserting a pre-assembled cabin bearing onto a cabin floor or onto the connecting element (9') and preferably into a cutout of these or onto or into the further component (15), in particular onto or into the rear vehicle upper panel, b) fixing a bearing inner part (7) to the connecting part (18) by means of a fastening element (17), c) fixing the pre-assembled cabin bearing and the catch element (25) to the cabin floor or to the connecting element (9') or to the further component (15), in particular to the rear vehicle upper panel, d) fixing the connecting part (18) to the further component (15), in particular to the rear vehicle upper panel according to claim 2 or to the cabin floor or connecting element (9'). [12] Method according to claim 11, characterized by that in the area of the further component (15), in particular the rear vehicle upper panel or in the area of the cabin floor to which the connecting part (18) is fixed, an anti-twist device (13) and preferably a shim element (12) are arranged. [13] Method according to claim 12, characterized bythat the anti-twist device (13) and optionally a shim element (12) are fastened to the connecting part (18) by means of a connecting means, wherein the connecting means is preferably a magnetically acting means or an adhesive tape. [14] Method according to claim 12 or 13, characterized by that the anti-twist device (13) and the connecting part (18) are clamped, wherein a gap exists between an end region of the connecting part (18) and a part to which it is fixed.

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