Crawler structure and crawler

Abstract

The invention provides a track structure and a tracked vehicle, and relates to the technical field of tracked vehicles, the track structure comprises a rubber layer, a steel wire traction layer, metal driving teeth and a chain structure traction layer; connecting structures are symmetrically arranged at two ends of the metal driving teeth; the two ends of the metal driving teeth are connected with the chain structure traction layer respectively, the chain structure traction layer is composed of a plurality of lock catches, and one lock catch is connected with the corresponding connecting structures of the two adjacent metal driving teeth respectively. The connecting structure comprises lock catch connecting rod sets, and the lock catch connecting rod sets are arranged on the upper portions and the lower portions of the metal driving teeth correspondingly and comprise a plurality of lock catch connecting rods arranged in the length direction of the crawler belt. Mounting holes corresponding to the lock catch connecting rods of the adjacent metal driving teeth are formed in the lock catches, and the lock catch connecting rods are used for being mounted in the corresponding mounting holes. The chain structure traction layer is arranged, so that stress is dispersed. Displacement of the metal driving teeth during running of the vehicle is effectively limited.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tracked vehicles, in particular to a tracked structure and a tracked vehicle. BACKGROUND

[0002] The tracked vehicle is widely used in many fields such as engineering machinery, military equipment and agricultural machinery due to its excellent ground adaptability, and can help the equipment to smoothly pass through complex terrains such as mud, mountains and marshes. However, the conventional tracked vehicle has the following disadvantages: 1. Only the steel wire traction layer is the traction force material; 2. When the vehicle is running, the metal driving tooth will be displaced clockwise or counterclockwise due to the driving force of the driving wheel, and with the extension of the use time, the metal driving tooth is prone to damage by cutting the steel wire traction layer on both wings; 3. When the vehicle is instantaneously started or braked, the inertia will cause the local rubber track to bear abnormal force and cause the steel wire to break; 4. When the driving wheel of the vehicle drives the tracked vehicle to run, the driving distance changes due to the displacement and deformation of the metal driving tooth, causing the vehicle to run to shake. SUMMARY

[0003] The present application provides a tracked structure and a tracked vehicle to solve at least one of the technical problems in the background art.

[0004] To solve the above technical problems, the present application discloses a tracked structure, comprising a rubber layer, a steel wire traction layer, a metal driving tooth, and a chain structure traction layer. The metal driving tooth is symmetrically provided with a connecting structure at both ends; The metal driving tooth is connected with the chain structure traction layer at both ends, the chain structure traction layer is composed of a plurality of locks, and one lock is connected with the corresponding connecting structures of the adjacent two metal driving teeth.

[0005] Preferably, the connecting structure comprises a lock connecting rod set, the upper part and the lower part of the metal driving tooth are respectively provided with a lock connecting rod set, and the lock connecting rod set comprises a plurality of lock connecting rods arranged along the length direction of the tracked vehicle; The lock is provided with a mounting hole corresponding to the lock connecting rod of the adjacent metal driving tooth, and the lock connecting rod is used for mounting into the corresponding mounting hole.

[0006] Preferably, the center line of the thickness direction of the steel wire traction layer coincides with the center line of the thickness direction of the connected chain structure traction layer.

[0007] The present application also discloses a tracked vehicle, comprising: a tracked vehicle body, a tracked walking mechanism is connected to both sides of the tracked vehicle body, and the tracked walking mechanism is composed of the tracked structure.

[0008] Preferably, the two sides of the tracked vehicle body are hingedly connected with arm rods through connecting shafts, a bucket is connected to the sides away from the tracked vehicle body of the two arm rods, and a hydraulic rod is further connected to the tracked vehicle body, with the telescopic end of the hydraulic rod being hingedly connected with the arm rod.

[0009] Preferably, the tracked vehicle further comprises an intelligent control device, which comprises: a torque detection device, which is installed on the tracked drive shaft of the tracked walking mechanism and is used to detect the torque of the tracked drive shaft; an inclination detection device, which is installed at the bottom of the tracked vehicle body and is used to detect the inclination of the tracked vehicle body; an analysis module one, which is used to determine the torque variation coefficient and the tracked equivalent strain coefficient based on the torque detection device, and to determine the tracked vehicle posture variation coefficient based on the inclination detection device; a determination module one, which is used to determine the tracked wear state coefficient based on the tracked equivalent strain coefficient and the tracked vehicle posture variation coefficient; a warning module, which is used to give a warning when any one of the torque variation coefficient, the tracked equivalent strain coefficient, the tracked vehicle posture variation coefficient, and the tracked wear state coefficient is greater than the corresponding preset threshold value; a determination module two, which is used to determine: when the tracked equivalent strain coefficient is greater than a first preset value, a current torque adjustment coefficient one based on the tracked vehicle posture variation coefficient and the tracked equivalent strain coefficient; when the tracked wear state coefficient is greater than a second preset value, a current torque adjustment coefficient two based on the tracked wear state coefficient; a working condition recognition module, which is used to recognize the current working condition type of the tracked vehicle; a determination module three, which is used to determine a current equivalent continuous torque adjustment coefficient based on the current working condition type and the current basic tracked torque adjustment coefficient; a torque determination module, which is used to determine a current target torque based on the current equivalent continuous torque adjustment coefficient; a control module one, which is used to control the current work of the driving device based on the current target torque.

[0010] Preferably, the tracked vehicle further comprises a hydraulic rod control device, and the current basic tracked torque adjustment coefficient = the current torque adjustment coefficient one x the current torque adjustment coefficient two.

[0011] Preferably, the hydraulic rod control device comprises: an angle detection device, which is used to detect the included angle between the arm rod and the horizontal plane; a displacement sensor, which is used to detect the extension length of the telescopic end of the hydraulic rod; Pressure sensor: the pressure sensor is integrated on the connecting pin shaft of the bucket and the arm lever, and is located in the contact area of the ear plate of the bucket and the connecting pin shaft; Acquisition module: for acquiring a target driving speed of the tracked vehicle in the current transportation working condition scene transporting the current material; Control module two: for controlling the work of the hydraulic rod, so that the detection value of the angle detection device is the reference angle of the current transportation working condition scene, and then controlling the initial detection of the displacement sensor and the pressure sensor; Analysis module two: for determining a length state coefficient based on the initial detection value of the displacement sensor; determining a pressure state coefficient based on the initial detection value of the pressure sensor; determining a speed state coefficient based on the target driving speed; Analysis module three: for determining an equivalent stiffness state coefficient based on the initial detection values of the pressure sensor, the displacement sensor, the angle detection device and the hydraulic thrust in the hydraulic rod; Calculation module: for determining a target extension length of the hydraulic rod based on the length state coefficient, the pressure state coefficient, the speed state coefficient, the equivalent stiffness state coefficient and the standard detection value fitting curve of the extension length-angle detection device of the hydraulic rod; The control module two is also used for controlling the actual extension length of the hydraulic rod to be the target extension length until the tracked vehicle is transported to the unloading place.

[0012] Preferably, further comprising: Vibration detection module: for detecting vibration information of the arm lever perpendicular to the length direction of the arm lever; Stability evaluation module: for periodically evaluating once in the process of controlling the actual extension length of the hydraulic rod to be the target extension length until the tracked vehicle is transported to the unloading place; the stability evaluation module comprises: Acquisition and analysis unit one: for acquiring and analyzing the detection data of the angle detection device and the detection data of the vibration detection module in the current evaluation time length, and determining a comprehensive stability coefficient; Warning unit: for warning when the comprehensive stability coefficient is less than a first preset stability coefficient; Acquisition and analysis unit two: for acquiring and analyzing the pressure sensor data in the current evaluation time length to determine a pressure safety coefficient; Calculation unit: for calculating a maximum allowable value corresponding to the corrected pressure sensor detection value based on the comprehensive stability coefficient and the pressure safety coefficient when the warning unit does not warn and the comprehensive stability coefficient is less than a second preset stability coefficient, and iterating back to the analysis module two; the second preset stability coefficient is greater than the first preset stability coefficient.

[0013] The technical solutions of the present application will be further described in detail below through the drawings and embodiments.

[0014] Compared with the prior art, the present application has the following beneficial effects: More reasonable traction force: not only steel wire traction layer, but also chain structure traction layer, so that the traction force is borne by the steel wire traction layer and the chain structure traction layer, dispersing the stress, avoiding the problem of easy breakage of the conventional track only steel wire traction layer, and improving the carrying capacity and service life of the track.

[0015] Enhanced stability of metal driving teeth: the metal driving teeth are symmetrically provided with connecting structures at both ends, and are connected with the chain structure traction layer through the lock buckle connecting rod and the mounting hole, and the metal driving teeth and the connecting structures at both ends are integrally forged and formed, effectively limiting the displacement of the metal driving teeth during vehicle operation, reducing the risk of breakage of the steel wire traction layer caused by displacement of the metal driving teeth, avoiding changes in driving distance, and improving the walking shaking of the vehicle.

[0016] Improved anti-inertia impact capability: the presence of the chain structure traction layer can disperse the abnormal force generated by inertia during instantaneous start or emergency braking of the vehicle together with the steel wire traction layer, reducing the stress borne by the local rubber track and reducing the possibility of steel wire breakage.

[0017] The power source (such as a motor) outputs power, which is transmitted to the driving wheel through the track drive shaft, and the driving wheel is engaged with the track through the tooth surface of the metal driving tooth, and the track is driven to rotate by friction, and the walking function of the track vehicle is realized in cooperation with the driven wheel. The driving wheel, track drive shaft, driven wheel and the like are rotatably connected to the track vehicle body to form a stable walking support and transmission structure.

[0018] Operation mechanism: the track vehicle body is hingedly connected to the arm lever through the connecting shaft, the bucket is connected to the side of the arm lever away from the vehicle body, and the hydraulic rod on the vehicle body is hingedly connected to the arm lever. When the hydraulic rod is extended and retracted, the angle of the arm lever can be changed, thereby controlling the posture of the bucket, realizing digging, loading and other operation actions, and utilizing the precise control characteristics of hydraulic transmission to adapt to different operation requirements. BRIEF DESCRIPTION OF DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the present application, and constitute a part of the specification, together with the embodiments of the present application, to explain the present application, and do not constitute a limitation on the present application. In the drawings: Figure 1 is a structural schematic view of the track structure of the present application; Figure 2 is Figure 1 is a local enlarged schematic view of A in the middle; Figure 3 is a local schematic view of the track structure of the present application; Figure 4 is a structural schematic view of the track vehicle.

[0020] In the figure: 1, rubber layer; 2, steel wire traction layer; 3, metal driving tooth; 31, limiting boss; 32, lock catch connecting rod; 4, chain structure traction layer; 41, lock catch; 411, mounting hole; 5, driving wheel; 6, track roller; 7, track vehicle body; 8, track drive shaft; 9, driven wheel; 10, arm rod; 11, hydraulic rod; 12, bucket; 121, ear plate; 13, connecting pin shaft; 14, connecting shaft. DETAILED DESCRIPTION

[0021] The preferred embodiments of the present application will be described below in conjunction with the accompanying drawings, and it should be understood that the preferred embodiments described herein are only used to explain and illustrate the present application, and are not used to limit the present application.

[0022] In addition, the description such as "first", "second" and the like in the present application is only for the purpose of description, and does not mean to specially indicate the order or sequence, nor to limit the present application, which is only to distinguish the components or operations described by the same technical terms, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions and technical features of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection required by the present application.

[0023] The present application provides the following embodiments: Embodiment 1, the present application provides a track structure, as shown in Figures 1-4 including rubber layer 1, steel wire traction layer 2, metal driving tooth 3, further comprising chain structure traction layer 4; The metal driving tooth 3 is symmetrically provided with a connecting structure at both ends; The metal driving tooth 3 is connected with the chain structure traction layer 4 at both ends, and the chain structure traction layer 4 is composed of a plurality of lock catches 41, and one lock catch 41 is connected with the corresponding connecting structures of the two adjacent metal driving teeth 3 respectively.

[0024] The connecting structure includes a lock catch connecting rod group, the upper and lower parts of the metal driving tooth 3 are respectively provided with a lock catch connecting rod group, and the lock catch connecting rod group includes a plurality of lock catch connecting rods 32 arranged along the length direction of the track; The lock catch 41 is respectively provided with a mounting hole 411 corresponding to the lock catch connecting rod 32 of the adjacent metal driving tooth 3, and the lock catch connecting rod 32 is used for mounting to the corresponding mounting hole 411.

[0025] The limiting boss 31 is arranged at the position corresponding to the lock catch connecting rod 32 on the upper and lower parts of the metal driving tooth 3.

[0026] The metal driving tooth 3 is integrally forged and formed with the connecting structure at the two ends. The metal driving tooth 3 is integrally forged and formed with the connecting structure at the two ends.

[0027] The application further discloses a tracked vehicle, which comprises a tracked vehicle body 7, and tracked walking mechanisms are connected to the two sides of the tracked vehicle body 7 respectively.

[0028] The arm rods 10 are hingedly installed on the two sides of the tracked vehicle body 7 through connecting shafts 14, a bucket 12 is connected to the sides, away from the tracked vehicle body 7, of the two arm rods 10, a hydraulic rod 11 is further connected (hingedly) to the tracked vehicle body 7, and the telescopic end of the hydraulic rod 11 is hingedly connected to the arm rod 10.

[0029] The tracked walking mechanism further comprises a driving wheel 5, a tracked driving shaft 8 and a power source, the output end of the power source is connected to the tracked driving shaft 8, the driving wheel 5 is installed on the tracked driving shaft 8, the driving wheel 5 is engaged with the track through a tooth surface, and the driving wheel 5, the tracked driving shaft 8, the supporting wheel 6 and the driven wheel 9 are connected to the tracked vehicle body 7 respectively; and the power source is arranged in the tracked vehicle body 7. The above technical scheme has the following beneficial effects: The traction stress is more reasonable: the chain structure traction layer 4 is arranged in addition to the steel wire traction layer 2, so that the traction stress is borne by the steel wire traction layer 2 and the chain structure traction layer 4 together, the stress is dispersed, the problem that the steel wire traction layer 2 is easily broken in the conventional track is avoided, and the carrying capacity and service life of the track are improved.

[0030] The stability of the metal driving tooth 3 is enhanced: the connecting structure is symmetrically arranged at the two ends of the metal driving tooth 3, the metal driving tooth 3 is connected to the chain structure traction layer 4 through the lock catch connecting rod 32 and the mounting hole 411, and the metal driving tooth 3 is integrally forged and formed with the connecting structure at the two ends, so that the displacement of the metal driving tooth 3 during the running of the vehicle is effectively limited, the risk of breakage of the steel wire traction layer 2 caused by the displacement of the metal driving tooth 3 is reduced, the driving distance is avoided from being changed, and the running shaking of the vehicle is improved.

[0031] Anti-inertia impact capability is improved: the existence of the chain structure traction layer 4 can disperse the abnormal force generated by inertia action together with the steel wire traction layer 2 when the vehicle is instantaneously started or suddenly braked, thereby reducing the stress borne by the local rubber track and reducing the possibility of steel wire breakage.

[0032] The power source (such as a motor) outputs power, which is transmitted to the drive wheel 5 through the track drive shaft 8. The drive wheel 5 is engaged with the track through the tooth surface of the metal driving tooth 3, and drives the track to rotate by friction, cooperating with the driven wheel 9 to realize the walking function of the track vehicle. The drive wheel 5, track drive shaft 8, driven wheel 9, and track roller 6 are connected to the track vehicle body 7 to form a stable walking support and transmission structure.

[0033] Operation mechanism: The track vehicle body 7 is hinged to the arm lever 10 through the connecting shaft 14 on both sides, the bucket 12 is connected to the side of the arm lever 10 away from the track vehicle body 7, and the hydraulic rod 11 on the track vehicle body 7 is hinged to the arm lever 10. When the hydraulic rod 11 is extended or retracted, the angle of the arm lever 10 can be changed, thereby controlling the posture of the bucket 12 to realize digging, loading and other operation actions. The precise control characteristics of hydraulic transmission are used to adapt to different operation requirements.

[0034] In example 2, on the basis of example 1, further comprising an intelligent control device, comprising: Torque detection device: installed on the track drive shaft 8 of the track walking mechanism; Inclination detection device: installed at the bottom of the track vehicle body 7, the inclination detection device is used to detect the inclination of the track vehicle body 7; Analysis module one: used to determine the torque variation coefficient and the equivalent strain coefficient of the track based on the detection results of the torque detection device; and determine the posture variation coefficient of the track vehicle based on the inclination detection device; Torque variation coefficient of the current detection period = standard deviation of the detection value of the torque detection device in the current detection period ÷ average value of the detection value of the torque detection device in the current detection period; Predicted strain of the current detection period = stiffness coefficient × torque variation coefficient of the current detection period + strain compensation value; In a laboratory or actual working condition simulation environment, different sizes of torque are applied to the track, and the strain of the track is measured at the same time. Through a large amount of data collection and analysis, the corresponding relationship between the torque variation coefficient and the strain is obtained, and the above formula is fitted.

[0035] Stiffness coefficient: related to the material and structural characteristics of the track itself, reflecting the ability of the track to resist deformation, which is an inherent coefficient based on the physical properties of the track (different track design, material, different stiffness coefficient). The material and structure of the track itself (such as the hardness of the rubber layer and the arrangement of the metal core) will limit the degree of conversion of "torque fluctuation → strain", which is reflected as "stiffness" attribute.

[0036] The strain compensation value is used to correct the deviation of the calculation, which is set due to environmental factors (such as the influence of temperature on the performance of the track), differences between actual working conditions and theoretical models, and the like, so that the calculation result is more consistent with the actual situation.

[0037] The equivalent strain coefficient of the current detection period = (the predicted strain of the current detection period - the minimum working strain of the track) ÷ (the maximum working strain of the track - the minimum working strain of the track); The track attitude variation coefficient of the current detection period = the standard deviation of the detection value of the inclination detection device in the current detection period ÷ the average value of the detection value of the inclination detection device in the current detection period; The minimum working strain is the lowest strain value generated by the track in a normal, stable and conventional working scenario without special load, representing the minimum deformation degree of the track when maintaining basic effective work, and is the basic strain threshold for stable work.

[0038] The maximum working strain is the maximum strain value that the track can safely withstand without structural damage or performance failure under the extreme working conditions allowed by the design (such as full load, harsh terrain, strong power driving, etc.), which is determined by the track material strength, structural design and safety redundancy, and is the upper limit of the strain to ensure safe operation.

[0039] The determination module one is used to determine the track wear state coefficient based on the track equivalent strain coefficient and the track attitude variation coefficient; The track wear state coefficient of the current detection period = the track equivalent strain coefficient of the current detection period × weight coefficient one + the track attitude variation coefficient of the current detection period × weight coefficient two; The weight coefficient one and the weight coefficient two are respectively used to measure the influence degree of the "track equivalent strain coefficient" and the "track attitude variation coefficient" on the "track wear state coefficient". The larger the value, the higher the contribution weight of the corresponding coefficient to the wear state evaluation, reflecting the importance difference of different factors in determining the track wear (for example, if the track strain is the main factor of wear, the weight coefficient one can be set to be larger, such as the value can be 0.7, and the weight coefficient two can be 0.3).

[0040] The warning module is used to warn when any one of the torque variation coefficient, the track equivalent strain coefficient, the track attitude variation coefficient, and the track wear state coefficient is greater than the corresponding preset threshold value; The determination module two is used when the warning module does not warn: When the track equivalent strain coefficient is greater than the first preset value, the current torque adjustment coefficient one is determined based on the track attitude variation coefficient and the track equivalent strain coefficient; When the track wear state coefficient is greater than the second preset value, a current torque adjustment coefficient two is determined based on the track wear state coefficient; and a current detection period is a preset period before a current time; When the track equivalent strain coefficient exceeds the first preset value, it indicates that a change of the track strain layer surface needs to be concerned, and the torque is adjusted in combination with the track vehicle posture variation coefficient; When the track wear state coefficient exceeds the second preset value, it indicates that the wear accumulates to a degree that needs to be intervened, and the torque is adjusted based on the wear state (wear changes the mechanical properties of the track, and the torque needs to be adjusted and adapted).

[0041] The current torque adjustment coefficient one = 1- (the track equivalent strain coefficient of the current detection period-the first preset value) x the strain torque adjustment coefficient- (the posture torque adjustment coefficient x the track vehicle posture variation coefficient of the current detection period); The current torque adjustment coefficient two = 1- the torque adjustment coefficient corresponding to the track wear state coefficient x (the track wear state coefficient of the current detection period-the second preset value); The adjustment coefficient acquisition mode: other interference factors are fixed during testing, only the target influence quantity (such as measuring the strain coefficient to lock the posture, measuring the posture coefficient to lock the strain amplitude) is changed, the coefficient is fitted through a single variable correlation, and it is ensured that it corresponds to the formula logic; the strain torque adjustment coefficient is 0.2-0.3; the posture torque adjustment coefficient is 0.15-0.25; and the torque adjustment coefficient corresponding to the track wear state coefficient is 0.3-0.35; The working condition recognition module is used to recognize the current working condition type of the track vehicle; The determination module three is used to determine the equivalent continuous torque adjustment coefficient based on the current working condition type and the current basic track torque adjustment coefficient; and the current basic track torque adjustment coefficient = the current torque adjustment coefficient one x the current torque adjustment coefficient two; The working condition recognition module: first, it is identified that the track vehicle is currently in a working condition (such as empty / full load, flat road / complex terrain) (under different working conditions, the strain and wear have different requirements for torque adjustment, and need to be adapted differently).

[0042] The equivalent continuous torque adjustment coefficient = the current basic track torque adjustment coefficient x the working condition correction coefficient; The short-term adjustment coefficient (the current basic track torque adjustment coefficient) reflects the “immediate demand” of the current strain and wear, and the working condition correction coefficient reflects the “continuous influence” of the long-term operation environment, and the two are multiplied to obtain a continuous adjustment coefficient that meets the current risk and adapts to the working condition.

[0043] The torque determination module is used to determine the current target torque based on the current equivalent continuous torque adjustment coefficient; Current target torque = average torque of the current detection period of the track drive shaft 8 × equivalent continuous torque adjustment coefficient; the current target torque is in [torque lower limit, torque upper limit], the torque lower limit is determined according to the size of the current load, the terrain resistance (such as flat ground, climbing, muddy terrain, etc.), and the minimum driving torque required for the track drive is determined through mechanical analysis or experimental test. The torque upper limit is 0.8-0.9 times the limit torque; Working condition correction coefficient acquisition mode: Working condition classification: classify typical operation scenarios of the track vehicle (such as empty flat road, full load climbing, muddy terrain, etc.), and determine the influence of different scenarios on the track stress / strain under load and terrain.

[0044] Test: Bench simulation: simulate the scene on the test bench (use the loading device to simulate full load and the vibration table to simulate jolting), test the torque adjustment limit of the track safe operation (such as when full load climbing, how much torque reduction can still run stably).

[0045] Real vehicle verification: collect data in real scenarios (such as mines and construction sites), and record the correlation of "working condition type-torque adjustment amount-track life / operation efficiency".

[0046] Data fitting: statistically analyze multiple sets of "working condition-torque adjustment amount" data, and fit the correction coefficient corresponding to each working condition (such as full load climbing corresponding to 0.8, that is, on the basis of short-term adjustment, an additional 20% torque reduction is adapted).

[0047] Empty flat road working condition 0.8-1.0; full load flat road working condition 0.7-0.9; empty complex terrain (such as muddy and jolting terrain) 0.6-0.8; full load complex terrain (such as full load climbing and muddy terrain) 0.4-0.6; Control module one: used for controlling the current work of the driving device based on the current target torque.

[0048] The beneficial effects of the above technical solutions are: Through the torque and inclination detection device, combined with the variation coefficient, equivalent strain and other algorithms, the torque fluctuation, attitude change, strain condition and wear state of the track vehicle can be accurately captured. From the torque variation coefficient reflecting the stress fluctuation, to the equivalent strain coefficient quantifying the deformation degree, to the wear state coefficient comprehensively evaluating the damage, the device running state is perceived in multiple dimensions and fine granularity, which provides accurate basis for subsequent regulation and control.

[0049] The early warning module first identifies dangerous conditions. If no warning is given, it further subdivides the "excessive strain" and "excessive wear" scenarios, determining torque adjustment coefficients one and two based on the attitude variation coefficient and wear state coefficient, respectively. Different adjustment logic is applied to different scenarios, allowing for targeted torque reduction. This not only prevents over-adjustment from impacting operations but also accurately addresses potential risks. For example, for excessive strain, torque is adjusted based on attitude, while for excessive wear, torque is adjusted to accommodate changes in the track's mechanical properties.

[0050] The introduction of operating condition identification and correction factors differentiates between unloaded and fully loaded, smooth roads and complex terrain. Short-term adjustment factors respond to immediate risks, while operating condition correction factors adapt to long-term operating environments. This allows torque adjustment to meet current strain and wear requirements while also aligning with actual operating scenarios, balancing safety and efficiency. For example, torque adjustment is tightened to ensure safety when climbing a slope with a full load, while moderately relaxed to maintain efficiency when driving on a flat, unloaded road.

[0051] Example 3, based on Example 1 or 2, further includes: a hydraulic rod control device, which includes: Angle detection device: used to detect the angle between the arm 10 and the horizontal plane; Displacement sensor: used to detect the extension length of the telescopic end of the hydraulic rod 11 (hydraulic telescopic rod); Pressure sensor: The pressure sensor is integrated on the connecting pin 13 between the bucket 12 and the arm 10 and is located in the contact area between the ear plate 121 of the bucket 12 and the connecting pin 13; Acquisition module: used to obtain the target driving speed of the crawler vehicle transporting the current material in the current transportation scenario; Control module 2: After the bucket has shoveled the material, it first controls the hydraulic rod 11 to work (i.e., the control module 2 starts working each time the material is shoveled), so that the angle detection device detects the reference angle of the current transport working condition, and then controls the displacement sensor and pressure sensor to perform initial detection; Analysis module 2: used to determine the length state coefficient based on the initial detection value of the displacement sensor; determining a pressure state coefficient based on an initial detection value of the pressure sensor; determining a speed state coefficient based on the target driving speed; Analysis module three: used to determine the equivalent stiffness state coefficient based on the initial detection values ​​of the pressure sensor, displacement sensor, angle detection device and the hydraulic thrust in the hydraulic rod 11; Calculation module: used to determine the target extension length of the hydraulic rod 11 based on the length state coefficient, pressure state coefficient, velocity state coefficient, equivalent stiffness state coefficient and the standard detection value fitting curve of the extension length-angle detection device of the hydraulic rod 11; The second control module is further configured to control the actual extension length of the hydraulic rod 11 to be the target extension length until the crawler vehicle is transported to the unloading location.

[0052] Length state coefficient Calculated based on the following formula: ; is the reference length (the extended length of the telescopic end of the hydraulic rod 11 at the reference angle); is the current extension length of the telescopic end of the hydraulic rod 11 determined based on the initial detection value of the displacement sensor; is the maximum extension length of the telescopic end of the hydraulic rod 11; is the minimum extension length of the telescopic end of the hydraulic rod 11; The reference angle refers to the optimal angle between the arm 10 and the horizontal plane in the current transport working scenario, after the bucket has shoveled the rated weight of materials and before unloading, in order to achieve "no material spillage and minimum hydraulic load" ( Under certain conditions), it can be determined based on the test before batch transportation; The transport scenario refers to the type of road section (including smooth and hardened sections and bumpy sections) that the crawler vehicle travels on after completing shoveling and before unloading. Pressure state coefficient ; Speed ​​state coefficient ; Where F is the sum of the initial detection values ​​of all pressure sensors; is the reference value corresponding to F (corresponding to the above reference angle); is the maximum allowable value corresponding to F; The maximum permissible speed of the crawler vehicle in the current transport scenario; The minimum speed of the crawler vehicle in the current transport scenario; is the minimum value of F under the current transportation conditions; The theoretical driving speed of the crawler vehicle in the current transport working scenario corresponding to the above reference angle; is the target driving speed; The minimum safe threshold for the pressure sensor under the current transport scenario (full shovel → before unloading). This value ensures that the force applied to the bucket 12 and connecting pin 13 does not fall below the "bottom line for stable material transport." Below this value, material can easily spill from the bucket mouth due to inertia or jolts, or the boom can swing erratically due to low load.

[0053] The minimum safe speed for a crawler vehicle in the current transport scenario. Purpose: Prevents material accumulation in the bucket (causing a shift in center of gravity and rollover) or insufficient friction between the track and the ground (causing vehicle slippage and power failure) due to excessively slow speed.

[0054] Equivalent stiffness state coefficient ; is the hydraulic thrust of the hydraulic rod 11 during the initial detection (which can be detected based on the corresponding sensor setting); is the distance from the center line of the connecting shaft 14 corresponding to the arm rod 10 to the center line of the hinge shaft corresponding to the telescopic end of the hydraulic rod 11; is the distance from the center line of the connecting shaft 14 corresponding to the arm rod 10 to the center line of the connecting pin shaft (the vertical distance between the two center lines); the above three center lines are parallel; is the reference angle; cos is the cosine; the equivalent stiffness is the comprehensive mechanical embodiment of "hydraulic thrust + arm rod structure", which determines the fundamental mechanical condition of the load of the hydraulic system and the stability of the material; ; is the target extension length of the hydraulic rod 11; are the hydraulic rod 11 extension length adjustment coefficients corresponding to the length state coefficient, the pressure state coefficient, the speed state coefficient, and the equivalent stiffness state coefficient (the value range is-0.3~0.3). First, simulate different transportation scenes (such as each road section and material type) on the test bench, adjust the value of a single state coefficient, observe the influence of the hydraulic rod length on the material stability and equipment load, and determine the initial coefficient; then verify in the actual vehicle, combine the actual running spillage rate, vibration, and energy consumption data, and iterate optimization for 3-5 times to finally obtain the coefficient value adapted to the current equipment and road section. The above adjustment coefficients are greater than-1 and less than 1; Optionally, the hydraulic rod 11 extension length adjustment coefficient corresponding to the length state coefficient has a value range of-0.1~-0.15, the hydraulic rod 11 extension length adjustment coefficient corresponding to the pressure state coefficient has a value range of-0.15~-0.08, the hydraulic rod 11 extension length adjustment coefficient corresponding to the speed state coefficient has a value range of-0.1~-0.05, and the hydraulic rod 11 extension length adjustment coefficient corresponding to the equivalent stiffness state coefficient has a value range of-0.2~0.2; the equivalent stiffness state coefficient is greater than 1, the value is negative; the equivalent stiffness state coefficient is less than 1, the value is positive; The beneficial effects of the above technical solutions are: The present application is based on the reference angle, and is fine-tuned according to the load state; By precisely controlling the target length of the hydraulic rod 11, different transportation working condition scenes (flat / rough road sections) and material quantities are adapted, and the material spillage risk is reduced. For example, increasing the length of the hydraulic rod 11 to compensate for the stiffness can reduce the bucket shaking.

[0055] The pressure state coefficient restricts the axial force safety threshold value, avoids irregular swinging of the bucket due to too low axial force, and protects the material stacking form, which is particularly remarkable for loose material (such as dry sand and ore) transportation.

[0056] The equivalent stiffness state coefficient is combined with the angle correction, reasonably distributes the force of the hydraulic rod 11, and reduces the wear of the arm lever 10 and the connecting shaft 14 due to "overload impact" or "low-load swinging". Under long-term operation, the service life of key components (hydraulic cylinders and articulated shafts) of the hydraulic system can be prolonged, and the equipment maintenance cost is reduced.

[0057] Based on the dynamic adjustment of the state coefficient, the length of the hydraulic rod 11 is adapted to the scene demand and the actual load demand, avoiding "excessive stretching" or "ineffective load", and the speed state coefficient is controlled to control the driving speed, ensuring the stability of transportation.

[0058] In embodiment 4, on the basis of embodiment 3, further comprising: The vibration detection module is used to detect the vibration information of the arm lever 10 perpendicular to the length direction of the arm lever 10. The stability evaluation module is used to periodically evaluate once in the process of controlling the actual extension length of the hydraulic rod 11 to be the target extension length until the tracked vehicle is transported to the unloading place. The stability evaluation module comprises: The acquisition and analysis unit one is used to acquire and analyze the detection data of the angle detection device and the detection data of the vibration detection module in the current evaluation time length, and determine the comprehensive stability coefficient. ; Q is the comprehensive stability coefficient corresponding to the current evaluation time length; is the average detection value of the angle detection device in the current evaluation time length; is the average value of the vibration acceleration detected by the vibration detection module in the current evaluation time length; is the maximum allowed acceleration of the arm lever 10; e is the natural constant; is the reference angle; The early warning unit is used to give a warning when the comprehensive stability coefficient is less than the first preset stability coefficient (which can be 0.6) (more abnormal, reminding that the probability of unstable transportation is large, and reminding to adjust the transportation speed or overhaul); The acquisition and analysis unit two is used to acquire and analyze the pressure sensor data to determine the pressure safety coefficient in the current evaluation time length. ; W is the current pressure safety coefficient; is the sum of all pressure sensor detection values in the current evaluation time length; The computing unit is used for calculating a maximum allowed value corresponding to a sum of the pressure sensor detection values based on the comprehensive stability coefficient and the pressure safety coefficient when the early warning unit does not give an early warning and the comprehensive stability coefficient is less than a second preset stability coefficient (there is a slight safety risk, the maximum allowed value needs to be adjusted; the value can be 0.85), and iteratively returning to the analysis module two; the second preset stability coefficient is greater than the first preset stability coefficient.

[0059] ; wherein, is the maximum allowed value corresponding to the sum of the pressure sensor detection values after correction; is the maximum allowed value corresponding to the sum of the pressure sensor detection values before correction; is the second preset stability coefficient; is a compensation strength coefficient (the value is greater than 0 and less than 0.5; the value can be determined through “test calibration + working condition adaptation”); In the actual shoveling and transportation process, when the sum of all pressure sensor detection values is greater than or equal to the sum of the pressure sensor detection values after correction, an alarm is given.

[0060] The beneficial effects of the above technical solution are: The above embodiment 3 mainly involves static adjustment, and there is no actual transportation. It is possible that the above angle fluctuation and pressure fluctuation can be detected in the transportation process due to factors such as loose connection. The blank of state monitoring in the dynamic transportation scene is filled, and the equipment running state is visualized in the whole process.

[0061] The stability evaluation module periodically evaluates the transportation process. Unlike the singleness of static adjustment, it can adapt to dynamic working conditions such as road conditions and changes in the center of gravity of materials during transportation, continuously “check” the stability state of the arm 10, and timely find out the gradual change risk to avoid missing judgment due to process changes, and ensure that the transportation risk is controllable.

[0062] Scientific quantification and early warning: the comprehensive stability coefficient is calculated based on the angle and vibration data, and the stability state is quantified by a mathematical model. When the comprehensive stability coefficient is lower than the first preset value, an early warning is given, which replaces the experience judgment and timely reminds to adjust the transportation speed or maintenance, thereby reducing the instability probability.

[0063] The pressure safety coefficient is calculated to supplement the stability evaluation dimension. When there is a slight risk, the maximum allowed value of pressure is dynamically corrected according to the comprehensive stability coefficient and the pressure safety coefficient, and the compensation strength coefficient is determined through “test calibration + working condition adaptation” to adapt to complex working conditions; the sum of the pressure is greater than the corrected value to alarm, forming a pressure safety closed-loop control to avoid the fixed threshold not adapting to the working condition change.

[0064] Obviously, many modifications and variations of the present application are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A crawler structure comprising a rubber layer (1), a steel wire traction layer (2), and metal drive teeth (3), characterized in that: It also includes a chain structure traction layer (4); Connecting structures are symmetrically arranged at both ends of the metal driving tooth (3); Both ends of the metal drive teeth (3) are respectively connected to the chain structure traction layer (4), and the chain structure traction layer (4) is composed of a plurality of lock buckles (41), and one lock buckle (41) is respectively connected to the corresponding connection structures of two adjacent metal drive teeth (3).

2. A crawler structure according to claim 1, characterized in that: The connection structure includes a locking link group, and the upper and lower parts of the metal driving teeth (3) are respectively provided with locking link groups, and the locking link group includes a plurality of locking links (32) arranged along the length direction of the crawler track; The lock catches (41) are respectively provided with mounting holes (411) corresponding to the lock catch connecting rods (32) of the adjacent metal driving teeth (3), and the lock catch connecting rods (32) are used to be mounted to the corresponding mounting holes (411).

3. A crawler structure according to claim 1, characterized in that: The center line of the steel wire traction layer (2) in the thickness direction coincides with the center line of the connected chain structure traction layer (4) in the thickness direction.

4. A crawler vehicle, characterized in that: include: A crawler vehicle body (7), with crawler-type running mechanisms connected to both sides of the crawler vehicle body (7), wherein the crawler of the crawler-type running mechanism is composed of a crawler structure according to any one of claims 1 to 3.

5. A crawler vehicle according to claim 4, characterized in that: Arms (10) are hingedly mounted on both sides of the crawler vehicle body (7) via connecting shafts (14), and a bucket (12) is connected to the sides of the two arms (10) away from the crawler vehicle body (7). A hydraulic rod (11) is also connected to the crawler vehicle body (7), and a telescopic end of the hydraulic rod (11) is hingedly connected to the arm (10).

6. The crawler vehicle according to claim 4, characterized in that: Also includes intelligent control device: including: A torque detection device is installed on the crawler drive shaft (8) of the crawler walking mechanism and is used to detect the torque of the crawler drive shaft (8); An inclination detection device is installed at the bottom of the crawler vehicle body (7), and is used to detect the inclination of the crawler vehicle body (7); Analysis module 1: used to determine the torque variation coefficient and the crawler equivalent strain coefficient based on the torque detection device; and to determine the crawler vehicle posture variation coefficient based on the inclination detection device; Determination module 1: used to determine the track wear state coefficient based on the track equivalent strain coefficient and the track vehicle attitude variation coefficient; Early warning module: used to issue an early warning when any of the torque variation coefficient, track equivalent strain coefficient, track vehicle posture variation coefficient, and track wear state coefficient exceeds the corresponding preset threshold; Determination module 2: used when the warning module does not issue an early warning: When the crawler equivalent strain coefficient is greater than a first preset value, determining a current torque adjustment coefficient of one based on the crawler vehicle posture variation coefficient and the crawler equivalent strain coefficient; When the track wear state coefficient is greater than a second preset value, determining a current torque adjustment coefficient 2 based on the track wear state coefficient; Working condition identification module: used to identify the current working condition type of the crawler vehicle; Determination module three: for determining the current equivalent continuous torque adjustment coefficient based on the current working condition type and the current basic crawler torque adjustment coefficient; Torque determination module: used to determine the current target torque based on the current equivalent continuous torque adjustment coefficient; Control module 1: used to control the current operation of the drive device based on the current target torque.

7. The crawler vehicle according to claim 6, characterized in that: The current basic track torque adjustment coefficient = the current torque adjustment coefficient one × the current torque adjustment coefficient two.

8. The crawler vehicle according to claim 4, characterized in that: Also includes: A hydraulic rod control device comprising: Angle detection device: used for detecting the angle between the arm (10) and the horizontal plane; Displacement sensor: used to detect the extension length of the telescopic end of the hydraulic rod (11); Pressure sensor: The pressure sensor is integrated on the connecting pin shaft (13) between the bucket (12) and the arm (10), and is located in the contact area between the ear plate (121) of the bucket (12) and the connecting pin shaft (13); Acquisition module: used to obtain the target driving speed of the crawler vehicle transporting the current material in the current transportation scenario; Control module 2: used for controlling the hydraulic rod (11) to work after the bucket has shoveled the material, so that the angle detection device detects a reference angle of the current transport working condition, and then controls the displacement sensor and the pressure sensor to perform initial detection; Analysis module 2: used to determine the length state coefficient based on the initial detection value of the displacement sensor; determining a pressure state coefficient based on an initial detection value of the pressure sensor; determining a speed state coefficient based on the target driving speed; Analysis module three: used for determining an equivalent stiffness state coefficient based on initial detection values ​​of a pressure sensor, a displacement sensor, an angle detection device, and a hydraulic thrust in a hydraulic rod (11); A calculation module is used to determine a target extension length of the hydraulic rod (11) based on a length state coefficient, a pressure state coefficient, a speed state coefficient, an equivalent stiffness state coefficient, and a standard detection value fitting curve of a telescopic length-angle detection device of the hydraulic rod (11); The control module 2 is also used to control the actual extension length of the hydraulic rod (11) to be the target extension length until the crawler vehicle is transported to the unloading location.

9. The crawler vehicle according to claim 8, characterized in that: Also includes: A vibration detection module is used to detect vibration information of the arm (10) perpendicular to the length direction of the arm (10); A stability evaluation module is used to periodically perform an evaluation during the process of controlling the actual extension length of the hydraulic rod (11) to be the target extension length until the crawler vehicle is transported to the unloading location; the stability evaluation module includes: Acquisition and analysis unit 1: acquires and analyzes the detection data of the angle detection device and the detection data of the vibration detection module within the current evaluation period to determine the comprehensive stability coefficient; Early warning unit: used to issue an early warning when the comprehensive stability coefficient is less than the first preset stability coefficient; Acquisition and Analysis Unit 2: Acquire and analyze pressure sensor data to determine the pressure safety factor within the current assessment period; Calculation unit: used to calculate the maximum allowable value corresponding to the corrected pressure sensor detection value based on the comprehensive stability coefficient and the pressure safety factor when the early warning unit does not issue an early warning and the comprehensive stability coefficient is less than the second preset stability coefficient, and iterate back to the analysis module 2; the second preset stability coefficient is greater than the first preset stability coefficient.

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