Crane cockpit safety protection equipment

Abstract

The present invention relates to a crane cab safety protection device, comprising a horizontally arranged fixed plate mounted on the upper portion of a tower crane tower, a rotating ring disposed around the tower and connected to the fixed plate in a manner rotatable about the tower, a first locking portion for locking the rotating ring to the fixed plate, and a counterweight portion located on one side of the tower and fixedly connected to the rotating ring; the cab is fixedly connected to the rotating ring and located on the other side of the tower opposite the first side; the counterweight portion is used to provide counterweight so that the center of gravity of the combined structure of the rotating ring, the first locking portion, the counterweight portion, and the cab in a fully loaded state is located on the side of the rotation centerline of the rotating ring near the counterweight portion. Due to the adoption of the above technical solution, the crane cab safety protection device of the present invention can improve the probability of survival when the driver is in use.

Description

Technical Field

[0001] The present invention relates to the technical field of lifting machinery, and in particular to a safety protection device for a crane cab. Background Art

[0002] A crane refers to a multi-action lifting machine that can lift heavy objects vertically and move them horizontally within a certain range. There are many types of cranes. For example, the existing types of cranes include tower cranes, bridge cranes, and truck cranes. Among them, tower cranes are often used to lift heavy objects during construction. The cockpit of a tower crane is often installed on the upper part of the tower crane. When it is necessary to drive a tower crane, the driver climbs from the bottom of the tower along the tower to the cockpit position on the upper part of the tower, and then enters the cockpit to operate the tower crane. However, based on the years of use of tower cranes, tower cranes are at risk of accidental collapse. When a tower crane accidentally tilts and collapses, there is a risk that the cockpit will be pressed to the ground by the tower, which will seriously reduce the driver's chance of survival. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a crane cab safety protection device to solve the technical problem in the prior art that when a tower crane collapses, the cab is at risk of being pressed to the ground by the tower body, which seriously reduces the probability of the driver's survival.

[0004] The present invention is achieved through the following technical solutions:

[0005] A crane cab safety protection device comprises a fixed plate arranged horizontally and fixedly mounted on the upper part of a tower crane tower body, a rotating ring arranged around the tower body and connected to the fixed plate in a manner rotatable around the tower body, a first locking portion for locking the rotating ring to the fixed plate, and a counterweight portion located on one side of the tower body and fixedly connected to the rotating ring; the cab is fixedly connected to the rotating ring and located on the other side of the tower body opposite to the one side, and the counterweight portion is used to provide counterweight so that the center of gravity of the combined structure of the rotating ring, the first locking portion, the counterweight portion and the cab in a rated full-load state is located on the side of the rotation center line of the rotating ring close to the counterweight portion.

[0006] Furthermore, the upper side surface of the fixed plate is recessed downward at the position corresponding to the rotating ring to form a first circular slide groove, the slot size of the first slide groove is smaller than the slot cavity size, and the first slide groove ring is arranged around the tower body; the lower side surface of the rotating ring protrudes downward to form a first slide rail in the shape of a circular ring that slides in the first slide groove.

[0007] Furthermore, the cockpit includes a cockpit body and a seat that can be slid forward and backward in the cockpit body; it also includes a first buffer portion provided in the cockpit body and located behind the seat and a fixed portion fixed on the rotating ring, the first buffer portion is used to buffer the seat when the seat slides toward the first buffer portion, the fixed portion includes a connecting portion fixedly connected to the rotating ring and a rotating portion rotatably connected to the connecting portion, the rotation centerline of the rotating portion is parallel to the rotation centerline of the rotating ring, the cockpit body is fixedly connected to the rotating portion, the first locking portion is also used to lock the cockpit body to the connecting portion, the center of gravity of the combined structure of the cockpit and the first buffer portion is located on the side of the rotation centerline of the rotating portion close to the first buffer portion, and the center of gravity of the combined structure of the rotating ring, the first locking portion, the counterweight portion, the fixed portion and the cockpit in a rated full load state is located on the side of the rotation centerline of the rotating ring close to the counterweight portion.

[0008] Furthermore, the first buffer portion includes a storage box fixed on the bottom plate of the cockpit body and open at the front and lower ends, and a latex pad fixed in the storage box and matched with the inner cavity of the storage box; the seat can slide backward into the storage box through the opening.

[0009] Furthermore, the connecting part includes a first connecting plate fixedly connected to the rotating ring, a second connecting plate connected to the first connecting plate in a manner that can slide toward the counterweight part, and a second locking part for locking the second connecting plate to the first connecting plate; it also includes a second buffer part fixed on the rear side plate of the cockpit body and used to support the tower body, the second buffer part is used to buffer the cockpit body when the cockpit body slides toward the direction of the counterweight part; the rotating part is rotatably connected to the second connecting plate, the first locking part is used to lock the cockpit body to the first connecting plate and the second connecting plate, and the center of gravity of the combined structure of the cockpit, the first buffer part and the second buffer part is located on the side of the rotation center line of the rotating part close to the first buffer part.

[0010] Furthermore, the upper side surface of the second connecting plate is recessed downward to form a second circular slide groove, and the slot size of the second slide groove is smaller than the slot cavity size; the rotating part includes a second slide rail in the shape of a circular ring that is slidably fitted in the second slide groove, and a circular ring fixedly connected to the second slide rail and arranged coaxially with the second slide rail, and the cockpit body is fixedly connected to the circular ring.

[0011] Furthermore, the upper surface of the first connecting plate is recessed downward to form a third slide groove, the slot size of the third slide groove is smaller than the slot cavity size, one end of the third slide groove faces the counterweight part and the other end faces away from the counterweight part, and the lower side surface of the second connecting plate protrudes downward to form a slider, and the slider slides in the third slide groove.

[0012] Furthermore, the lower side of the slider is recessed upward to form a first slot, and a socket is formed on the first connecting plate at a position corresponding to the first slot, the upper end of which is connected to the third slide groove and the lower end of which is connected to the lower side of the first connecting plate; the second locking part includes a connecting frame fixedly connected to the lower side of the first connecting plate and a push rod motor fixed on the connecting frame, and the upper end of the output shaft of the push rod motor passes upward through the socket and is located in the first slot.

[0013] Furthermore, the second buffer portion includes a supporting plate located behind the rear side plate of the cockpit body and a plurality of buffer springs connected between the rear side plate of the cockpit body and the supporting plate.

[0014] Furthermore, a first through hole is formed on the bottom plate of the cockpit body and passes through the bottom plate vertically, a second through hole is formed on the second connecting plate at a position corresponding to the first through hole, and a third through hole is formed on the first connecting plate at a position corresponding to the second through hole; the first locking portion includes a third connecting plate fixed on the fixing plate at a position corresponding to the lower side of the first connecting plate, a second slot formed by downward depression from the upper side surface of the third connecting plate, and an insertion rod with an upper end located in the first through hole and a lower end passing through the second through hole and the third through hole in sequence and then located in the second slot.

[0015] The beneficial effects of the present invention are:

[0016] When the driver discovers that the tower crane is tilted too much and is about to collapse, the driver releases the lock on the rotating ring by the first locking part, allowing the rotating ring to rotate on the fixed plate. Since the center of gravity of the combined structure of the rotating ring, the first locking part, the counterweight part, and the cockpit carrying the driver is located on the side of the rotation centerline of the rotating ring close to the counterweight part. During the collapse of the tower crane, the rotating ring will rotate on the fixed plate, the counterweight part can rotate to the lower side of the tower crane's fuselage, and the cockpit can rotate to the upper side of the tower crane's fuselage. Before the tower crane hits the ground, the cockpit can remain on the upper side of the tower crane's tower, which can reduce the risk of the cockpit being pressed to the ground by the tower body and increase the driver's chance of survival.

[0017] Other advantages, objects, and features of the present invention will be described in part in the following description and, in part, will be apparent to those skilled in the art upon examination of the following description or may be learned from practice of the present invention. The objects and other advantages of the present invention may be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic structural diagram of the crane cab safety protection device of the present invention when viewed from one viewing angle;

[0019] Figure 2 for Figure 1 Enlarged view of a in the middle;

[0020] Figure 3 This is a schematic structural diagram of the crane cab safety protection device of the present invention when viewed from another perspective;

[0021] Figure 4 and Figure 5 All of them are schematic cross-sectional views of the crane cab safety protection device of the present invention.

[0022] The meanings of the numbers in the accompanying drawings are:

[0023] Fixed plate 1; rotating ring 2; mounting plate 3; counterweight 4; first slide rail 5; cockpit body 6; seat 7; first slider 8; storage box 9; latex pad 10; first connecting plate 11; second connecting plate 12; second slide rail 13; circular ring 14; second slider 15; connecting frame 16; push rod motor 17; supporting plate 18; buffer spring 19; third connecting plate 20; insertion rod 21. DETAILED DESCRIPTION

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0025] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0026] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0027] In the above description of the present invention, it should be noted that the terms "one side," "the other side," and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or the orientations or positional relationships in which the inventive product is typically placed when in use. These terms are intended solely to facilitate the description of the present invention and simplify the description, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and the like are used solely for distinction and should not be construed as indicating or implying relative importance.

[0028] Furthermore, the term "identical" and similar terms do not necessarily require that the components be absolutely identical; slight variations are permitted. The term "perpendicular" simply refers to the positional relationship between components being more perpendicular than "parallel," not that the structure must be perfectly vertical; rather, it can be slightly tilted.

[0029] See also Figure 1-5 The present invention provides a technical solution: a crane cab safety protection device, comprising a fixed plate 1, a rotating ring 2, a first locking portion, and a counterweight portion. The fixed plate 1 is horizontally disposed and fixedly mounted on the upper portion of a tower crane tower. Specifically, the fixed plate 1 can be fixed to the upper portion of the tower crane tower by welding. The rotating ring 2 is disposed around the tower body and is connected to the fixed plate 1 so as to be rotatable about the tower body. The first locking portion is used to lock the rotating ring 2 to the fixed plate 1. The counterweight portion is located on one side of the tower body and is fixedly connected to the rotating ring 2. The cab is fixedly connected to the rotating ring 2 and is located on the other side of the tower body opposite to the first side. The counterweight portion is used to provide counterweight so that the center of gravity of the combined structure of the rotating ring 2, the first locking portion, the counterweight portion, and the cab in a fully loaded state is located on the side of the rotation centerline of the rotating ring 2 that is closer to the counterweight portion.

[0030] Since the center of gravity of the combined structure of the rotating ring 2, the first locking portion, the counterweight portion, and the cockpit in a fully loaded state is located on the side of the rotation centerline of the rotating ring 2 close to the counterweight portion, when the pilot is in the cockpit, the center of gravity of the combined structure of the rotating ring 2, the first locking portion, the counterweight portion, and the cockpit with the pilot loaded thereon is still located on the side of the rotation centerline of the rotating ring 2 close to the counterweight portion.

[0031] During normal operation of the tower crane, the first locking portion locks the rotating ring 2 to the fixed plate 1, preventing it from rotating on the fixed plate 1. If the operator discovers that the tower crane is tilting too far and is about to collapse, the operator releases the first locking portion from the rotating ring 2, allowing it to rotate on the fixed plate 1. Because the center of gravity of the combined structure of the rotating ring 2, the first locking portion, the counterweight, and the cab containing the operator is located on the side of the rotating ring 2's rotational centerline closer to the counterweight, if the tower crane collapses, the rotating ring 2 will rotate on the fixed plate 1, allowing the counterweight to rotate to the underside of the crane's body and the cab to rotate to the upper side. This allows the cab to remain on the upper side of the crane's body before the crane hits the ground, reducing the risk of the cab being crushed by the tower and increasing the operator's chances of survival.

[0032] In this embodiment, the counterweight portion includes a mounting plate 3 fixedly connected to the rotating ring 2 and a counterweight block 4 fixedly connected to the mounting plate 3 .

[0033] In this embodiment, the upper side of the fixed plate 1 is recessed downwardly at the position corresponding to the rotating ring 2 to form a first circular chute. The opening of the first chute is smaller than the size of the chute cavity. Specifically, the cross-section of the first chute is an inverted T-shape. With this structure, the opening of the first chute can be smaller than the size of the chute cavity. It is understood that in other embodiments, the cross-section of the first chute can also be a dovetail shape with a smaller top and a larger bottom. The first chute is disposed around the tower body. The lower side of the rotating ring 2 protrudes downward to form a first circular guide rail 5 that slides within the first chute. This structure allows the rotating ring 2 to be connected to the fixed plate 1 so that it can rotate around the tower body. Because the opening of the first chute is smaller than the size of the chute cavity, the first guide rail 5 slides within the first chute. During the collapse of the tower crane, the first guide rail 5 cannot escape from the first chute, thus preventing the rotating ring 2 from falling off the fixed plate 1.

[0034] In this embodiment, the cockpit includes a cockpit body 6 and a seat 7, and the seat 7 can be slidably arranged in the cockpit body 6. It should be noted that in this embodiment, the direction in which the backrest of the seat 7 faces is "rear", and vice versa is "front". In the subsequent description, "front" and "rear" have the same meaning; the crane cockpit safety protection equipment of the present invention also includes a first buffer part and a fixing part, the first buffer part is arranged in the cockpit body 6, the first buffer part is located at the rear side of the seat 7, the fixing part is fixed on the rotating ring 2, the first buffer part is used to cushion the seat 7 when the seat 7 slides toward the first buffer part, and the fixing part includes a connection part and a rotating part, the connecting part is fixedly connected to the rotating ring 2, the rotating part is rotatably connected to the connecting part, the rotation center line of the rotating part is parallel to the rotation center line of the rotating ring 2, the cockpit body 6 is fixedly connected to the rotating part, the first locking part is also used to lock the cockpit body 6 to the connecting part, the center of gravity of the combined structure of the cockpit and the first buffer part is located on the side of the rotation center line of the rotating part close to the first buffer part, the center of gravity of the combined structure of the rotating ring 2, the first locking part, the counterweight part, the fixed part and the cockpit in the rated full load state is located on the side of the rotation center line of the rotating ring 2 close to the counterweight part.

[0035] The first buffer is equivalent to being loaded into the cab. When manufacturing the crane cab safety protection device of the present invention, the sum of the weight of the first buffer and the weight of the driver is less than the rated fully loaded weight of the cab. The center of gravity of the combined structure of the first buffer and the cab containing the driver is located on the side of the rotational centerline of the rotating portion closer to the first buffer. The driver is seated in the seat within the cab.

[0036] Since the center of gravity of the combined structure of the rotating ring 2, the first locking part, the counterweight part, the fixed part and the cockpit in the rated full load state is located on the side of the rotation center line of the rotating ring 2 close to the counterweight part, when the pilot sits on the seat, the center of gravity of the combined structure of the rotating ring 2, the first locking part, the counterweight part, the fixed part and the cockpit loaded with the pilot is still located on the side of the rotation center line of the rotating ring 2 close to the counterweight part.

[0037] During normal use of the tower crane, the first locking portion locks the rotating ring 2 to the fixed plate 1, and the first locking portion locks the cab body 6 to the connecting portion. At this time, the rotating ring 2 cannot rotate on the fixed plate 1, and the cab body 6 and the rotating portion cannot rotate on the connecting portion. If the operator discovers that the tower crane is tilted too much and is about to collapse, the operator releases the first locking portion from the rotating ring 2 and the cab body 6, allowing the rotating ring 2 to rotate on the fixed plate 1, and the cab body 6 and the rotating portion to rotate on the connecting portion. Because the center of gravity of the combined structure of the first buffer portion and the cab with the operator mounted on it is located on the side of the rotational centerline of the rotating portion closer to the first buffer portion, the center of gravity of the combined structure of the rotating ring 2, the first locking portion, the counterweight portion, the fixed portion, and the cab with the operator mounted on it is located on the side of the rotational centerline of the rotating ring 2 closer to the counterweight portion. During the tower crane's collapse, the rotating ring 2 rotates on the fixed plate 1, allowing the counterweight to rotate to the underside of the tower crane's fuselage, the cockpit body 6 to rotate to the upper side of the tower crane's fuselage, and the rotating portion to rotate on the connecting portion. The rear portion of the cockpit body 6 can then rotate downward, that is, toward the counterweight. At this point, the seat 7 rotates with the cockpit body 6, with the backrest facing downward. The cushioning portion rotates with the cockpit body 6 to the underside of the seat 7's backrest, allowing the seat 7 to slide downward on the floor of the cockpit body 6 until it abuts against the first cushioning portion. After the counterweight hits the ground, the seat 7 slides toward the first cushioning portion, which cushions the seat 7, reducing injuries to the driver and increasing the driver's chance of survival. Furthermore, during the collapse of the tower crane, the driver's back can remain against the chair back, and when the counterweight hits the ground, the driver can receive the impact force with a larger body area, which can further increase the possibility of the driver's survival.

[0038] In this embodiment, the upper side of the bottom plate of the cockpit body 6 is recessed downward to form a fourth chute. The fourth chute is arranged in the fore-aft direction, with both front and rear ends closed. The slot opening of the fourth chute is smaller than the slot cavity. Specifically, the cross-section of the fourth chute is a dovetail shape, smaller at the top and larger at the bottom. With this structure, the slot opening of the fourth chute can be smaller than the slot cavity. It is understood that in other embodiments, the cross-section of the fourth chute can also be an inverted T-shaped. A first slider 8 slidably engages within the fourth chute, and the seat 7 is fixed to the first slider 8. With this structure, the seat 7 can be slidably arranged in the cockpit body 6. Because the slot opening of the fourth chute is smaller than the slot cavity, the first slider 8 slidably engages within the fourth chute. During the collapse of the tower crane, the first slider 8 cannot escape from the fourth chute, thereby preventing the seat 7 from falling off the bottom plate of the cockpit body 6.

[0039] In this embodiment, the first buffer portion includes a storage box 9 and a latex pad 10. The storage box 9 is fixed on the bottom plate of the cockpit body 6. The front end and the lower end of the storage box 9 are open. The latex pad 10 is fixed in the storage box 9. The latex pad 10 cooperates with the inner cavity of the storage box 9. The seat 7 can slide backward into the storage box 9 through the opening.

[0040] During the collapse of the tower crane, the opening at the front end of the storage box 9 will change to face upward, and the seat 7 can be located in the opening and support the latex pad 10. After the counterweight part hits the ground, the seat 7 slides toward the latex pad 10, and the latex pad 10 can cushion the seat 7. With this structure, the first buffer part can cushion the seat 7 when the seat 7 slides toward the first buffer part.

[0041] In this embodiment, the connecting part includes a first connecting plate 11, a second connecting plate 12 and a second locking part, the first connecting plate 11 is fixedly connected to the rotating ring 2, the second connecting plate 12 is connected to the first connecting plate 11 in a manner that it can slide toward the counterweight part, and the second locking part is used to lock the second connecting plate 12 to the first connecting plate 11; the crane cab safety protection device according to the present invention also includes a second buffer part, which is fixed to the rear side plate of the cab body 6, the second buffer part is used to support the tower body, and the second buffer part is used to cushion the cab body 6 when the cab body 6 slides toward the direction of the counterweight part; the rotating part is rotatably connected to the second connecting plate 12, and the first locking part is used to lock the cab body 6 to the first connecting plate 11 and the second connecting plate 12, and the center of gravity of the combined structure of the cab, the first buffer part and the second buffer part is located on the side of the rotation center line of the rotating part close to the first buffer part.

[0042] The first buffer part and the second buffer part are both equivalent to being loaded on the cab. When manufacturing the crane cab safety protection device described in the present invention, the sum of the weight of the first buffer part, the weight of the second buffer part and the weight of the driver is made smaller than the weight of the rated full load of the cab, and the center of gravity of the combined structure of the first buffer part, the second buffer part and the cab loaded with the driver is located on the side of the rotation center line of the rotating part close to the first buffer part. The state of the driver in the cab is that the driver is sitting on the seat.

[0043] During normal use of the tower crane, the second locking portion locks the second connecting plate 12 onto the first connecting plate 11, preventing the second connecting plate 12 from sliding on the first connecting plate 11. After the rear portion of the cockpit body 6 rotates toward the counterweight portion, the second buffer portion faces the counterweight portion and the tower body, releasing the lock of the second locking portion on the second connecting plate 12. At this time, the second connecting plate 12 slides downward on the first connecting plate 11, causing the second buffer portion to support the tower body. After the counterweight portion hits the ground, the cockpit body 6 slides along the second connecting plate 12 toward the direction of the counterweight portion. At this time, the second buffer portion acts as a buffer for the cockpit body 6, which can further reduce the damage to the driver sitting on the seat 7 and further increase the possibility of the driver's survival.

[0044] In this embodiment, the upper side of the second connecting plate 12 is recessed downward to form a second circular chute. The slot size of the second chute is smaller than the slot cavity size. Specifically, the cross-section of the second chute is an inverted T-shape. With this structure, the slot size of the second chute can be smaller than the slot cavity size. It is understood that in other embodiments, the cross-section of the second chute can also be a dovetail shape with a smaller top and a larger bottom. The rotating portion includes a second slide rail 13 and a circular ring 14. The second slide rail 13 slides in the second slide groove. The second slide rail 13 is circular. The circular ring 14 is fixedly connected to the second slide rail 13. The circular ring 14 and the second slide rail 13 are coaxially arranged. The cockpit body 6 is fixedly connected to the circular ring 14. With this structure, the rotating part can be rotatably connected to the connecting part. Since the slot size of the second slide groove is smaller than the slot cavity size, the second slide rail 13 slides and fits in the second slide groove. During the collapse of the tower crane, the second slide rail 13 cannot fall out of the second slide groove, that is, the cab body 6 cannot fall off from the second connecting plate 12.

[0045] In this embodiment, the upper surface of the first connecting plate 11 is recessed downward to form a third chute. The slot size of the third chute is smaller than the slot cavity size. Specifically, the cross-section of the third chute is a dovetail shape with a smaller top and a larger bottom. With this structure, the slot size of the third chute can be smaller than the slot cavity size. It is understood that in other embodiments, the cross-section of the third chute can also be an inverted T-shape. One end of the third chute faces the counterweight portion, and the other end faces away from the counterweight portion. Both ends of the third chute are in a closed state. The lower side of the second connecting plate 12 protrudes downward to form a second slider 15. The second slider 15 slidably fits in the third chute. With this structure, the second connecting plate 12 can be connected to the first connecting plate 11 in a manner that allows it to slide toward the counterweight portion. Since the slot size of the third chute is smaller than the slot cavity size, the second slider 15 slides in the third chute. During the collapse of the tower crane, the second slider 15 cannot fall out of the third chute, which means that the second connecting plate 12 cannot fall off from the first connecting plate 11.

[0046] In this embodiment, the lower side of the second slider 15 is recessed upward to form a first slot, and a socket is formed on the first connecting plate 11 at a position corresponding to the first slot. The upper end of the socket is connected to the third slide groove, and the lower end of the socket is connected to the lower side of the first connecting plate 11. The second locking portion includes a connecting frame 16 and a push rod motor 17. The connecting frame 16 is fixedly connected to the lower side of the first connecting plate 11. The push rod motor 17 is fixed to the connecting frame 16. The upper end of the output shaft of the push rod motor 17 passes upward through the socket and is located in the first slot. The push rod motor 17 is controlled to retract so that the output shaft of the push rod motor 17 is pulled downward from the first slot. At this time, the second locking portion can release the lock on the second connecting plate 12, and the second connecting plate 12 can slide on the first connecting plate 11 toward the counterweight portion.

[0047] In this embodiment, the second buffer portion includes a supporting plate 18 and a plurality of buffer springs 19 . The supporting plate 18 is located behind the rear side plate of the cockpit body 6 , and the plurality of buffer springs 19 are connected between the rear side plate of the cockpit body 6 and the supporting plate 18 .

[0048] After the rear portion of the cockpit body 6 rotates toward the counterweight, the second buffer portion faces the counterweight and the tower body. After the second locking portion releases the lock on the second connecting plate 12, the second connecting plate 12 slides downward on the first connecting plate 11, causing the abutment plate 18 to abut the tower body. After the counterweight hits the ground, the cockpit body 6 slides along the first connecting plate 11 toward the counterweight. At this time, the multiple buffer springs 19 act as a buffer for the cockpit body 6. With this structure, the second buffer portion can provide a buffer for the cockpit body 6 when it slides toward the counterweight.

[0049] In this embodiment, a first through hole is formed on the bottom plate of the cockpit body 6 and passes through the bottom plate vertically, a second through hole is formed on the second connecting plate 12 at a position corresponding to the first through hole, and a third through hole is formed on the first connecting plate 11 at a position corresponding to the second through hole; the first locking part includes a third connecting plate 20, a second slot and an insertion rod 21, the third connecting plate 20 is fixed on the fixing plate 1 at a position corresponding to the lower side of the first connecting plate 11, the second slot is formed by being recessed downward from the upper side of the third connecting plate 20, the upper end of the insertion rod 21 is located in the first through hole, and the lower end of the insertion rod 21 is located in the second slot after passing through the second through hole and the third through hole in sequence.

[0050] During normal use of the tower crane, the upper end of the insertion rod 21 is located in the first through-hole, and the lower end passes through the second through-hole and the third through-hole in sequence before being located in the second slot. At this point, the first locking portion can lock the rotating ring 2 to the fixed plate 1, and the first locking portion can lock the cab body 6 to the first connecting plate 11 and the second connecting plate 12. If the operator finds that the tower crane is tilted too much and is about to collapse, the operator pulls the insertion rod 21 upward from the second slot, the third through-hole, the second through-hole, and the first through-hole. The first locking portion then releases the lock on the rotating ring 2 and the cab body 6, allowing the rotating ring 2 to rotate on the fixed plate 1, and the cab body 6 to rotate on the second connecting plate 12. With this structure, the first locking portion not only locks the rotating ring 2 to the fixed plate 1, but also locks the cab body 6 to the first connecting plate 11 and the second connecting plate 12. By pulling the insertion rod 21 upward from the second slot, the third through hole, the second through hole and the first through hole, the locking of the rotating ring 2 and the cockpit body 6 can be released at the same time, which is very convenient when locking the rotating ring 2 and the cockpit body 6 and when releasing the locking of the rotating ring 2 and the cockpit body 6.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not limiting. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A crane cockpit safety protection device, characterized by: The tower crane comprises a fixed plate which is arranged horizontally and fixedly mounted on the upper part of the tower body, a rotating ring which is arranged around the tower body and connected to the fixed plate in a manner that it can rotate around the tower body, a first locking portion for locking the rotating ring to the fixed plate, and a counterweight portion which is located on one side of the tower body and fixedly connected to the rotating ring; the cab is fixedly connected to the rotating ring and is located on the other side of the tower body opposite to the one side, and the counterweight portion is used to provide counterweight so that the center of gravity of the combined structure of the rotating ring, the first locking portion, the counterweight portion and the cab in a rated full-load state is located on the side of the rotation center line of the rotating ring close to the counterweight portion.

2. The crane cockpit safety protection device according to claim 1, characterized in that: The upper side surface of the fixed plate is recessed downward at a position corresponding to the rotating ring to form a first circular slide groove, the notch size of the first slide groove is smaller than the groove cavity size, and the first slide groove ring is arranged around the tower body; the lower side surface of the rotating ring protrudes downward to form a first slide rail in the shape of a circular ring that slides in the first slide groove.

3. The crane cockpit safety protection device according to claim 1, characterized in that: The cockpit includes a cockpit body and a seat that can slide back and forth in the cockpit body; it also includes a first buffer portion provided in the cockpit body and located behind the seat, and a fixed portion fixed to the rotating ring, the first buffer portion being used to cushion the seat when the seat slides toward the first buffer portion, the fixed portion including a connecting portion fixedly connected to the rotating ring and a rotating portion rotatably connected to the connecting portion, the rotation centerline of the rotating portion being parallel to the rotation centerline of the rotating ring, the cockpit body being fixedly connected to the rotating portion, the first locking portion being further used to lock the cockpit body to the connecting portion, the center of gravity of the combined structure of the cockpit and the first buffer portion being located on a side of the rotation centerline of the rotating portion close to the first buffer portion, and the center of gravity of the combined structure of the rotating ring, the first locking portion, the counterweight portion, the fixed portion, and the cockpit in a rated fully loaded state being located on a side of the rotation centerline of the rotating ring close to the counterweight portion.

4. The crane cockpit safety protection device according to claim 3, characterized in that: The first buffer portion includes a storage box fixed on the bottom plate of the cockpit body and open at the front and lower ends, and a latex pad fixed in the storage box and matched with the inner cavity of the storage box; the seat can slide backward into the storage box through the opening.

5. The crane cockpit safety protection device according to claim 3, characterized in that: The connecting part includes a first connecting plate fixedly connected to the rotating ring, a second connecting plate connected to the first connecting plate in a manner that can slide toward the counterweight part, and a second locking part for locking the second connecting plate to the first connecting plate; it also includes a second buffer part fixed on the rear side plate of the cockpit body and used to support the tower body, the second buffer part is used to buffer the cockpit body when the cockpit body slides toward the direction of the counterweight part; the rotating part is rotatably connected to the second connecting plate, the first locking part is used to lock the cockpit body to the first connecting plate and the second connecting plate, and the center of gravity of the combined structure of the cockpit, the first buffer part and the second buffer part is located on the side of the rotation center line of the rotating part close to the first buffer part.

6. The crane cockpit safety protection device according to claim 5, characterized in that: The upper side surface of the second connecting plate is recessed downward to form a second circular slide groove, and the slot size of the second slide groove is smaller than the slot cavity size; the rotating part includes a second slide rail in the shape of a circular ring that is slidably fitted in the second slide groove, and a circular ring fixedly connected to the second slide rail and arranged coaxially with the second slide rail, and the cockpit body is fixedly connected to the circular ring.

7. The crane cockpit safety protection device according to claim 5, characterized in that: The upper surface of the first connecting plate is recessed downward to form a third slide groove, the slot size of the third slide groove is smaller than the slot cavity size, one end of the third slide groove faces the counterweight part and the other end faces away from the counterweight part, the lower side of the second connecting plate protrudes downward to form a slider, and the slider slides in the third slide groove.

8. The crane cockpit safety protection device according to claim 7, characterized in that: The lower side of the slider is recessed upward to form a first slot, and a socket is formed at a position on the first connecting plate corresponding to the first slot, the upper end of which is connected to the third slide groove and the lower end of which is connected to the lower side of the first connecting plate; the second locking part includes a connecting frame fixedly connected to the lower side of the first connecting plate and a push rod motor fixed on the connecting frame, and the upper end of the output shaft of the push rod motor passes upward through the socket and is located in the first slot.

9. The crane cockpit safety protection device according to claim 5, characterized in that: The second buffer portion includes a supporting plate located behind the rear side plate of the cockpit body and a plurality of buffer springs connected between the rear side plate of the cockpit body and the supporting plate.

10. The crane cockpit safety protection device according to claim 5, characterized in that: A first through hole is formed on the bottom plate of the cockpit body and passes through the bottom plate vertically, a second through hole is formed on the second connecting plate at a position corresponding to the first through hole, and a third through hole is formed on the first connecting plate at a position corresponding to the second through hole; the first locking portion includes a third connecting plate fixed on the fixing plate at a position corresponding to the lower side of the first connecting plate, a second slot formed by downward depression from the upper side surface of the third connecting plate, and an insertion rod with its upper end located in the first through hole and its lower end passing through the second through hole and the third through hole in sequence and then located in the second slot.

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