Bilateral handle accelerator direct connection type control system

Abstract

The invention discloses a double-side handle accelerator direct connection type control system, which comprises a main control mechanism, a plurality of groups of connecting rods and an auxiliary control mechanism, and the plurality of groups of connecting rods are respectively connected with the main control mechanism and the auxiliary control mechanism, so that handles of the main control mechanism and the auxiliary control mechanism can operate a crane to act and a chassis accelerator to accelerate. According to the control system, the operation problem that when a crane operator operates a crane action handle, the other hand controls a crane throttle handle to accelerate and decelerate is extremely inconvenient in a traditional control system provided with an independent throttle handle is solved; the auxiliary control mechanism can pull the accelerator only by rotating the swing of the assembly component, the movement mechanism of the auxiliary control mechanism is simple in transmission, the shifting force of the handle is also reduced, and the problem that the handle is strenuous to shift and even cannot be completely reset due to the fact that the movement transmission of the auxiliary control mechanism is complex is solved.

Description

Technical Field

[0001] This invention relates to the field of truck-mounted crane technology, and more particularly to a dual-sided control handle, a hydraulic valve core, and a chassis throttle direct-drive control system. Background Technology

[0002] A truck-mounted crane is a specialized vehicle equipped with a truck-mounted crane, enabling it to load, unload, and transport goods independently. It combines the transportation functions of a regular truck with the lifting and unloading capabilities of a crane. In addition to loading and unloading its own cargo, it can also handle cargo loading and unloading between trucks. Therefore, using truck-mounted cranes can significantly improve transportation efficiency, reduce handling costs, alleviate labor intensity, and ensure operational safety. Consequently, they are widely used in transportation, civil engineering, power, telecommunications, field operations, the stone industry, and docks for cargo unloading, emergency rescue, and long-distance cargo transfer.

[0003] The control system is one of the most important components of a truck-mounted crane. Currently, there are various types of control systems, including high-position seat control systems, four-way control systems, and dual-side control systems.

[0004] The dual-side control system allows for crane operation from both sides while standing. One side has a hydraulic main valve, with the crane's movement controlled directly by a handle connected to the hydraulic valve. The other side's auxiliary control mechanism's handle connects to the main valve's hydraulic valve via a linkage mechanism to control the crane's movement. A separate throttle handle is also required, connected to the chassis's electronic throttle or engine, used to accelerate and decelerate the crane. Therefore, the dual-side control system requires simultaneous operation of both crane movement and throttle control, increasing operational complexity. Furthermore, the multiple mechanical transitions from the auxiliary control mechanism to the multi-way valve result in repeated mechanical wear and tear, as well as accumulated manufacturing deviations, leading to poor performance of the auxiliary control handle.

[0005] The main solutions in existing technologies are:

[0006] The first approach, employing the aforementioned scheme, involves separately setting up dual-sided operating handles for the crane and dual-sided throttle handles for acceleration and deceleration. This requires the operator to control the crane's operating handle with one hand while simultaneously controlling the throttle handle with the other, or to maintain a constant throttle speed and operate only the operating handles for lifting operations. However, for dual-sided control systems with separate throttle cable handles, the operator needs both hands: one hand to operate the crane's movement, and the other to operate the throttle handle for acceleration and deceleration. This method is extremely inconvenient, leading operators to often keep the throttle in a fixed position, only operating the crane's movement. The crane cannot be accelerated or decelerated in real-time as needed during operation, resulting in low work efficiency and unstable operation.

[0007] The second method integrates the throttle lever with the crane's operating actions. This requires a more complex auxiliary control mechanism connected to the chassis throttle cable. This allows for simultaneous acceleration by pulling the throttle cable while operating the crane. However, because the integrated throttle control system is designed with multiple mechanisms such as cam mechanisms, linkages, and even sliding pairs, the transmission of motion is complex. This results in high energy loss, low efficiency, and poor matching between crane actions and throttle acceleration / deceleration. It can even lead to throttle acceleration starting with a very small hydraulic valve opening. This manifests as difficulty in lever operation, poor lever reset, and unstable crane movement during actual lifting operations, leading to increased user complaints and even abandonment of this method.

[0008] Therefore, in response to the aforementioned problems, developing a convenient and labor-saving operating mechanism that can be operated from both sides has become an urgent issue to be addressed. Summary of the Invention

[0009] Purpose of the invention: The purpose of this invention is to provide a dual-sided control handle, a hydraulic valve core, and a chassis throttle direct-drive control system.

[0010] Technical Solution: The dual-handle throttle direct-drive control system of the present invention includes a main control mechanism, multiple sets of linkages, and a secondary control mechanism. The multiple sets of linkages are respectively connected to the main control mechanism and the secondary control mechanism, enabling both the main control mechanism and the secondary control mechanism's handles to operate the crane's movement and accelerate the chassis throttle. The main control mechanism includes a bracket, a hydraulic valve, multiple direct-drive throttle handle mechanisms, a throttle handle, a pin, and a pin. The hydraulic valve includes a valve core and upper and lower supports. The multiple direct-drive throttle handle mechanisms and the throttle handle are connected in series via pins to the shaft holes of the upper and lower supports of the hydraulic valve. The direct-drive throttle handle mechanism includes a shift fork sleeve assembly, an embedded spring sleeve assembly, and a handle assembly. The spring sleeve assembly includes a compression spring, two cylindrical sleeves, a stepped shaft in the middle, and a screw. The cylindrical sleeve is a cylindrical hollow part with an annular outer edge at one end and an annular inner edge at the other end. The cylindrical sleeves are inserted from both ends. Compression springs are arranged opposite each other, with the outer edge of the ring pressing down on both ends of the spring from both sides. One end of the stepped shaft has a pin hole, and the other end has an internal threaded hole. The threaded end of the stepped shaft passes through the right-side cylindrical sleeve, and the step is locked in the inner edge of the right-side cylindrical sleeve. A screw passes through the left-side cylindrical sleeve and is screwed into the internal thread of the stepped shaft, with the bolt head locked in the inner edge of the left-side cylindrical sleeve. The shift fork sleeve assembly includes a sleeve and a three-sided bent shift fork. The spring sleeve assembly is embedded with the shift fork. In the sleeve of the fork sleeve assembly, a stepped shaft with a pin hole protrudes from the hole on the end face of the shift fork, while the right sleeve end face of the spring compression sleeve assembly is fully in contact with the end face of the shift fork; the pin passes through multiple direct-drive throttle handle mechanisms, through the corresponding shaft holes on the upper and lower bent edges of the sleeve shift fork assembly, and is connected in series to the upper and lower support shaft holes of the hydraulic valve. The stepped shaft pin hole of the spring compression sleeve assembly of each direct-drive throttle handle mechanism is aligned with the pin hole of each valve core of the hydraulic valve and hinged with a pin.

[0011] Furthermore, the sleeve has a circular hole on its opposite end face, and the inner diameter of the sleeve matches the outer diameter of the cylindrical pressure sleeve of the spring pressure sleeve assembly.

[0012] Furthermore, the handle assembly includes a handle rod and a cylindrical seat at the other end, the outer diameter of which matches the inner diameter of the sleeve of the shift fork assembly.

[0013] Furthermore, the secondary control mechanism includes a fixed bracket, a main pin, multiple handle fork assemblies, a separate throttle handle, a limit pin, a rotating frame assembly, a return spring, a cable plate, and a flexible shaft cable for pulling the electronic throttle.

[0014] Furthermore, the rotating frame assembly includes an upper connecting plate, a lower connecting plate, a first shaft, a second shaft, and nylon rollers. The second shaft is welded and fixed to the upper connecting plate and the lower connecting plate, with its ends exposed. The first shaft is assembled and passes through the upper connecting plate and the lower connecting plate from top to bottom.

[0015] Furthermore, the first shaft is equipped with nylon rollers, and the shaft ends at both ends of the second shaft are inserted into the upper and lower shaft holes of the fixed bracket, and the rotating frame assembly rotates around the second shaft.

[0016] Furthermore, the handle fork assembly includes a fork and a handle rod. The fork has a three-sided bent structure with guide curved surfaces on its edges, and the fork is provided with a fan-shaped limiting hole.

[0017] Furthermore, the main pin passes through the fixed bracket from top to bottom, and sequentially connects the handle shift fork assemblies with different actions and the individual throttle handle. The handle shift fork assemblies and the throttle handle rotate around the main pin. The limiting pin passes through the fixed bracket from top to bottom, and sequentially passes through the fan-shaped limiting holes on each handle shift fork assembly and the individual throttle handle. The extreme position of the handle rotation is limited by the fan-shaped holes. The adjusting bolt fixed on the bracket adjusts the upper limit of the throttle acceleration.

[0018] Furthermore, the two ends of the return spring are respectively connected to the lower connecting plate and the pull plate of the rotating frame assembly. The tension of the return spring acts on the lower connecting plate, pressing the nylon roller of the rotating frame assembly onto the guide surface of the handle fork.

[0019] Furthermore, the two ends of the flexible shaft cable are respectively connected to the lower connecting plate of the rotating frame assembly and the rotating lever of the electronic throttle of the chassis.

[0020] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages:

[0021] (1) This invention solves the problem of the inconvenience of traditional control systems with separate throttle handles, where crane operators have to use one hand to control the throttle handle for acceleration and deceleration while operating the crane action handle; by moving the crane action handle on the main valve side, one only needs to operate the main valve handle to achieve the functions of operating the crane action and directly driving the throttle for acceleration and deceleration; by moving the crane action handle on the auxiliary control mechanism side, one only needs to operate the auxiliary control handle to achieve the functions of operating the crane action and directly driving the throttle for acceleration and deceleration.

[0022] (2) The control system of the present invention enables the hydraulic valve core to gradually open until it is fully open when the control handle is operated with one hand, and then the throttle is engaged to gradually accelerate. In this way, the crane's movement and acceleration are more natural and smooth, the control handle operation is more delicate, easy and labor-saving, and the crane's micro-motion performance is better;

[0023] (3) The main valve side spring sleeve assembly of the present invention is directly connected to the hydraulic valve core. The spring force and the spring force of the valve core are matched by simulation calculation and optimization and actual testing to ensure that the valve core moves first and the spring of the sleeve assembly moves later. At the same time, the return of the handle is flexible and smooth, and the spring force is set to the minimum, so that the entire handle can be easily and comfortably turned and returned.

[0024] (4) The auxiliary control mechanism of the present invention can pull the throttle by simply rotating the assembly component. Its motion mechanism transmission is simple and reduces the lever pulling force. It solves the problem that the lever is difficult to pull or even cannot be fully reset due to the complex motion transmission of the auxiliary control mechanism. It also solves the problem that the previous dual-side control system was inconvenient to operate with both hands. It also solves the problems that the crane cannot dynamically accelerate or decelerate in real time, or that it is difficult to operate the lever with one hand, and that it is impossible to achieve the action before the throttle and the lever cannot be reset. Attached Figure Description

[0025] Figure 1 This is an overall structural diagram of the present invention;

[0026] Figure 2 This is a cross-sectional view of the control system of the present invention;

[0027] Figure 3 This is a cross-sectional view of the main control mechanism of the present invention;

[0028] Figure 4 This is a cross-sectional view of the direct-drive throttle handle mechanism of the present invention;

[0029] Figure 5 This is a schematic diagram of the spring compression sleeve assembly of the present invention;

[0030] Figure 6 This is a schematic diagram of the secondary control mechanism of the present invention;

[0031] Figure 7 A schematic diagram of the assembly structure of the rotating frame;

[0032] Figure 8 This is a schematic diagram of the handle shift fork assembly. Detailed Implementation

[0033] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0034] like Figure 1 , 2As shown, the present invention includes a main control mechanism 1, multiple sets of connecting rods 3, and a secondary control mechanism 2. The multiple sets of connecting rods 3 are respectively connected to the main control mechanism 1 and the secondary control mechanism 2, so that the handles of the main control mechanism 1 and the secondary control mechanism 2 can operate the crane movement and the chassis throttle acceleration. The main control mechanism 1 includes a bracket 16, a hydraulic valve 15 (including the valve core 152 of the hydraulic valve and the upper and lower support ears 151 of the hydraulic valve), multiple sets of direct-connected throttle handle mechanisms 11, a pin 13, a pin 14 connecting the valve core 152 and the throttle handle mechanism 11, and a separate throttle handle 12. Figure 3 As shown.

[0035] The main control mechanism 1 has multiple direct-drive throttle handle mechanisms 11 and individual throttle handles 12 connected in series via pins 13 to the shaft holes of the upper and lower lugs 151 of the hydraulic valve 15, thereby controlling different actions of the crane.

[0036] Each direct-drive throttle lever mechanism 11 consists of a shift fork sleeve assembly 113, an embedded spring compression sleeve assembly 112, and a lever assembly 111, such as Figure 4 As shown.

[0037] The spring sleeve assembly 112 consists of a compression spring 1123, two cylindrical sleeves 1121, a stepped shaft 1124 in the middle, and a screw 1122. The cylindrical sleeve 1121 is a cylindrical hollow part with an outer annular edge at one end and an inner annular edge at the other. The compression spring 1123 is inserted into the cylindrical sleeves from both ends, arranged opposite each other. The outer annular edge presses against both ends of the spring 1123. The stepped shaft 1124 has a pin hole at one end and an internal threaded hole at the other. The threaded end of the stepped shaft passes through the right cylindrical sleeve 1121, and the step engages with the inner edge of the right cylindrical sleeve 1121. The screw 1122 passes through the left cylindrical sleeve 1121 and is screwed into the internal thread of the stepped shaft 1124 to an appropriate depth. The bolt head engages with the inner edge of the left cylindrical sleeve 1121. Figure 5 As shown.

[0038] The shift fork sleeve assembly 113 is welded together from a sleeve 1131 and a three-sided bent shift fork 1132, with a matching round hole on the end face opposite to the sleeve 1131. The inner diameter of the sleeve 1131 matches the outer edge diameter of the cylindrical pressure sleeve 1121 of the spring pressure sleeve assembly 112.

[0039] The handle assembly 111 consists of a handle rod 1111 and a cylindrical seat 1112 at the other end. The outer diameter of the cylindrical seat 1112 matches the inner diameter of the sleeve 1131 of the shift fork assembly 113.

[0040] The spring sleeve assembly 112 is embedded in the sleeve 1131 of the shift fork sleeve assembly 113. The stepped shaft 1124 with a pin hole protrudes from the hole on the end face of the shift fork 1132. Simultaneously, the right-side cylindrical sleeve 1121 end face of the spring sleeve assembly 112 is completely flush with the end face of the shift fork. Figure 4 , Figure 5 As shown.

[0041] The cylindrical seat 1112 of the handle assembly 111 is inserted into the sleeve 1131 of the shift fork assembly 113 and fixed in place. The end face of the cylindrical seat 1112 is completely in contact with the end face of the left sleeve 1121 of the spring compression sleeve assembly 112.

[0042] The pin 13 passes through multiple direct-drive throttle handle mechanisms 1, and is connected in series to the upper and lower lug shaft holes 151 of the hydraulic valve 151 via the opposing shaft holes on the upper and lower bent edges of the sleeve fork assembly 113. Furthermore, the stepped shaft 1124 pin hole of the spring sleeve assembly 112 of each direct-drive throttle handle mechanism 1 is directly connected to the pin hole of each valve core 152 of the hydraulic valve 15, and is hinged with a pin 14. Figure 4 As shown.

[0043] like Figure 6 As shown, the secondary control mechanism consists of a fixed bracket 27, a main pin 26, multiple handle fork assemblies 25, a separate throttle handle 24, a limit pin 23, a rotating frame assembly 22, a return spring 21, a cable plate 30, a cable plate 31, and a flexible shaft cable 29 for pulling the electronic throttle 32.

[0044] like Figure 7 As shown, the rotating frame assembly 22 consists of an upper connecting plate 223, a lower connecting plate 221, a second shaft 225, a first shaft 224, and nylon rollers 222.

[0045] The second shaft 225 is welded and fixed to the upper connecting plate 223 and the lower connecting plate 221, with the shaft ends exposed at both ends. The first shaft 224 is assembled and passes through the upper connecting plate 223 and the lower connecting plate 221 from top to bottom. Nylon rollers 222 are mounted on the first shaft 224. The shaft ends at both ends of the second shaft 225 are inserted into the upper and lower shaft holes of the fixed bracket 27. The rotating frame assembly 22 can rotate around the second shaft 225.

[0046] like Figure 8 As shown, the handle fork assembly 25 consists of a fork 251 and a handle lever 252. The fork has a three-sided bent structure with guide curved surfaces on the edges, and the fork is provided with a fan-shaped limiting hole.

[0047] like Figure 6As shown, the main pin 26 passes through the fixed bracket 27 from top to bottom, and sequentially connects the handle shift fork assemblies 25 with different actions and the individual throttle handle 24. The handle shift fork assemblies 25 and 24 can rotate around the main pin 26. The limiting pin 23 passes through the fixed bracket 27 from top to bottom, and sequentially passes through the fan-shaped limiting holes on each handle shift fork assembly 25 and the individual throttle handle 24. The extreme position of the handle rotation is limited by the fan-shaped holes. The adjusting bolt 28 fixed on the bracket can adjust the upper limit of the throttle acceleration.

[0048] The two ends of the return spring 21 are respectively connected to the lower connecting plate 221 of the rotating frame assembly 22 and the pull plate 30. The spring tension acts on the lower connecting plate 221, pressing the nylon roller 222 of the rotating frame assembly 22 onto the guide surface of the handle fork 25.

[0049] Meanwhile, the two ends of the flexible shaft cable 21 are respectively connected to the lower connecting plate 221 of the rotating frame assembly 22 and the rotating lever of the electronic throttle 32 of the chassis.

[0050] Multiple sets of linkages 3 are connected to the main control mechanism 1 and the auxiliary control mechanism 2 respectively, so that the handles of the main control mechanism 1 and the auxiliary control mechanism 2 can operate the crane movement and the chassis throttle acceleration.

[0051] The crane's movement and throttle acceleration process are as follows:

[0052] When the direct-drive throttle handle mechanism 11 of the main control mechanism 1 is turned clockwise, it rotates clockwise around the pin 13. In the first stage, the two end faces of its pressure sleeve assembly 112 are respectively pressed against the end face of the cylindrical seat 11 12 of the handle assembly 111 and the end face of the fork 1132 of the fork sleeve assembly 113. The stepped shaft 1124 at the center of its pressure sleeve assembly 112 is connected to the valve core 152 of the hydraulic valve 15 through the pin 14. The pressure sleeve assembly 112 transmits pressure to the stepped shaft 1124, valve core 152, and spring 1123 of the pressure sleeve assembly 112 through the inner edge of the right pressure sleeve 1121. The compression force of the spring 1123 of the pressure sleeve assembly 112 is set to be greater than the spring force of the hydraulic valve 15 itself. Therefore, in the first stage of the clockwise rotation of the direct-drive throttle handle mechanism 11, the spring 1123 of its pressure sleeve assembly 112 will not be compressed and will overcome the spring force of the hydraulic valve 15 itself, pushing the valve core 152 to retract until the valve core 152 is completely retracted.

[0053] Meanwhile, in the first stage, the main control mechanism drives the handle fork assembly 25 of the secondary control mechanism 2 to rotate clockwise around the main pin shaft 26 via the connecting rod 3. The guide surface of the handle fork assembly 25 and the nylon roller 222 of the rotating assembly 22 move as a cam pair. However, in the first stage, that is, before the main valve side valve core 152 is fully retracted, the guide surface on the secondary control side fork 251 is designed not to push the nylon roller 222 of the rotating assembly 22 to swing. In this way, the rotating frame assembly 22 will not rotate around the shaft 225, and the lower connecting plate 221 of the rotating frame assembly 22 will not pull the chassis throttle 32.

[0054] After the hydraulic valve core 152 is fully retracted, the second stage begins when the direct-drive throttle handle mechanism 11 of the main control mechanism 1 is turned clockwise. At this time, the handle assembly 111 and the shift fork sleeve assembly 113 continue to rotate clockwise as a whole. The cylindrical seat 1112 of the handle assembly 111 presses against the end face of the left pressure sleeve 1121 of the pressure sleeve assembly 112 and continues to move. However, the hydraulic valve core 152 can no longer retract, and the stepped shaft 1124, which is directly connected to the hydraulic valve core 152 by a pin, can no longer move. The step of the stepped shaft 1124 presses against the inner edge of the right pressure sleeve 1121 of the pressure sleeve assembly 112, preventing it from continuing to move with the rotation of the shift fork sleeve assembly 113. The spring 1123 of the pressure sleeve assembly 112 is compressed, and the outer edge of the right cylindrical sleeve 1121 separates from the end face of the shift fork 1132. The direct-drive throttle handle mechanism 11 of the main control mechanism 1 overcomes the spring pressure of the pressure sleeve assembly 112 and continues to rotate.

[0055] Simultaneously, the rotation of the second stage of the direct-drive throttle handle mechanism 11 of the main control mechanism 1 is transmitted through the connecting rod 3, causing the handle shift fork assembly 25 of the auxiliary control mechanism 2 to rotate clockwise. The guide surface on the shift fork 251 of the second stage shift fork assembly 25 is designed to push the nylon roller 222 of the rotating frame assembly 22 to swing outward, causing the rotating frame assembly 22 to swing around the pin 225. The lower connecting plate 221 of the rotating frame assembly 22 then swings and pulls the flexible shaft cable 29 connected to it, driving the throttle 32 to accelerate the crane. When the lower connecting plate 221 contacts the adjusting screw 28, it is the mechanical limit of the throttle. When the throttle reaches the set maximum speed, the handles of the main control mechanism 1 and the auxiliary control mechanism 2 can no longer be moved.

[0056] The above describes the first stage of the process where the main control mechanism 1 is activated by moving the direct-drive throttle handle 11, which pushes the valve core 152 to retract and simultaneously drives the rotation of the auxiliary control mechanism 2. The next stage involves moving the main control mechanism 1 by moving the direct-drive throttle handle 11, which simultaneously drives the handle of the auxiliary control mechanism 2 to continue rotating clockwise, causing the rotating frame assembly 22 to rotate, and thus driving the throttle cable 29 to accelerate the crane.

[0057] Similarly, if the handle of the secondary control mechanism 2 is turned clockwise, the process of first pushing the valve core 152 to retract and then driving the throttle cable 29 to accelerate the crane can be achieved in the first stage. In the first stage, the handle fork assembly 25 of the secondary control mechanism 2 is turned clockwise, which drives the direct-connected throttle handle mechanism 11 of the main control mechanism 1 to rotate clockwise through the connecting rod 3, causing the valve core 152 to retract. As in the aforementioned process, in the first stage before the valve core 152 is fully retracted, the rotating frame assembly 22 of the secondary control mechanism 2 will not rotate around the shaft 225, and the lower connecting plate 221 of the rotating frame assembly 22 will not pull the throttle 32. In the second stage, the lever fork 25 of the auxiliary control mechanism 2 continues to rotate clockwise. The curved surface of the lever fork 251 pushes the rotating frame assembly 22 to rotate around the shaft 225, which drives the throttle cable 29 to pull and accelerate the crane. At the same time, through the connecting rod 3, the direct-drive throttle lever mechanism 11 of the main control mechanism overcomes the spring pressure of its pressure sleeve assembly 112 and rotates clockwise.

[0058] When the force of the lever is gradually released, the movement process is reversed compared to the first and second stages mentioned above. First, the throttle 32 gradually returns to its original position, the crane decelerates, and then the valve core 152 gradually returns to its initial position. The crane continues to decelerate until it stops. The levers of the main control mechanism and the auxiliary control mechanism gradually return to their initial positions in sync.

[0059] Conversely, similarly, when the direct-drive throttle handle mechanism 11 of the main control mechanism 1 is turned counterclockwise, rotating counterclockwise around the pin 13, it also occurs in two stages. In the first stage, the two end faces of its pressure sleeve assembly 112 are respectively pressed against the end face of the cylindrical seat 1112 of the handle assembly 111 and the end face of the fork 1132 of the fork sleeve assembly 113. The stepped shaft 1124 at the center of its pressure sleeve assembly 112 is connected to the valve core 152 of the hydraulic valve 15 through the pin 14. 12 transmits tension to screw 1122, stepped shaft 1124, valve core 152 through the inner edge of left pressure sleeve 1121. The compression force of spring 1123 of pressure sleeve assembly 112 is set to be greater than the spring force of hydraulic valve 15 itself. Therefore, in the first stage of counterclockwise rotation of direct-drive throttle handle mechanism 11, spring 1123 of its pressure sleeve assembly 112 will not be compressed and will overcome the spring force of hydraulic valve 15 itself, pulling valve core 152 out until valve core 152 is fully extended.

[0060] Meanwhile, in the first stage, the main control mechanism 11 drives the connecting rod 3, which in turn drives the handle fork assembly 25 of the auxiliary control mechanism 2 to rotate counterclockwise around the main pin 26. The guide surface of the handle fork assembly 25 and the nylon roller 222 of the rotating assembly 22 move as a cam pair. However, in the first stage, that is, before the main valve side valve core 152 is fully extended, the guide surface on the auxiliary control side fork 251 is designed not to push the nylon roller 222 of the rotating assembly 22 to swing. In this way, the rotating frame assembly 22 will not rotate around the shaft 225, and the lower connecting plate 221 of the rotating frame assembly 22 will not pull the chassis throttle 32.

[0061] After the hydraulic valve core 152 is fully extended, continuing to turn the direct-drive throttle handle mechanism 11 of the main control mechanism 1 counterclockwise enters the second stage. At this time, the handle assembly 111 and the shift fork sleeve assembly 113 continue to rotate counterclockwise as a whole. The shift fork surface of the shift fork sleeve assembly 113 presses against the right end face of the pressure sleeve assembly 112 and continues to move. The cylindrical seat 1112 of the handle assembly 111 presses against the left end face of the pressure sleeve assembly 22 and continues to move. However, the hydraulic valve core 152 can no longer extend further. The stepped shaft 1124, which is directly connected by the pin, cannot move, and the screw 1122 connected to the stepped shaft cannot move either. The screw head presses against the inner edge of the left pressure sleeve 1121, preventing it from continuing to move with the rotation of the handle assembly 111. The spring 1123 of the pressure sleeve assembly 112 is compressed, and the outer edge of the left cylindrical pressure sleeve 1121 separates from the end face of the handle cylindrical seat 1112. The direct-connected throttle handle mechanism 11 of the main control mechanism overcomes the spring pressure of the pressure sleeve assembly 112 and continues to rotate counterclockwise.

[0062] Meanwhile, the direct-drive throttle handle mechanism 11 of the second-stage main control mechanism 1 continues to rotate, which is transmitted through the connecting rod 3 and synchronously drives the handle shift fork assembly 25 of the auxiliary control mechanism 2 to rotate counterclockwise. The guide surface on the shift fork 251 of the second-stage shift fork assembly 25 is designed to push the nylon roller 222 of the rotating frame assembly 22 to swing outward, causing the rotating frame assembly 22 to swing around the pin 225. The lower connecting plate 221 of the rotating frame assembly 22 swings and pulls the flexible shaft cable 29 connected to it, which drives the throttle 32 to accelerate the crane. When the lower connecting plate 221 contacts the adjusting screw 28, it is the mechanical limit of the throttle. The throttle reaches the set maximum speed, and the handles of the main control mechanism 1 and the auxiliary control mechanism 2 can no longer be moved.

[0063] Similarly, if the auxiliary control mechanism 2 is turned counterclockwise, the process of first pulling the valve core 152 to extend in the first stage, and then driving the throttle cable 29 to accelerate the crane in the second stage can also be achieved. In the first stage, the handle fork assembly 25 of the auxiliary control mechanism 2 is turned counterclockwise, which drives the direct-connected throttle handle mechanism 11 of the main control mechanism 1 to rotate counterclockwise through the connecting rod 3, causing the valve core 152 to extend. As in the aforementioned process, in the first stage before the valve core 152 is fully extended, the rotating frame assembly 22 of the auxiliary control mechanism 2 will not rotate around the shaft 225, and the lower connecting plate 221 of the rotating frame assembly 22 will not pull the chassis throttle 32. In the second stage, the lever fork 25 of the auxiliary control mechanism 2 continues to rotate counterclockwise. The curved surface of the lever fork 251 pushes the rotating frame assembly 22 to rotate around the shaft 225, which drives the throttle cable 29 and the throttle 32 to accelerate the crane. At the same time, through the connecting rod 3, the direct-connection throttle lever mechanism 11 of the main control mechanism 1 overcomes the spring pressure of its pressure sleeve assembly 112 and rotates counterclockwise.

[0064] Similarly, when the force of the lever is gradually released, the movement process is the opposite of the first and second stages mentioned above. First, the throttle 32 gradually decelerates, and then the valve core 152 gradually returns to its initial position. The various mechanisms of the main control mechanism and the auxiliary control mechanism, as well as the lever, synchronously and gradually return to their initial positions in the opposite direction.

Claims

1. A dual-handle throttle direct-drive control system, characterized in that, It includes a main control mechanism (1), multiple sets of linkages (3) and a secondary control mechanism (2). The multiple sets of linkages (3) are respectively connected to the main control mechanism (1) and the secondary control mechanism (2), so that the handles of the main control mechanism (1) and the secondary control mechanism (2) can operate the crane movement and the chassis throttle acceleration. The main control mechanism (1) includes a bracket (16), a hydraulic valve (15), multiple direct-drive throttle handle mechanisms (11), a throttle handle (12), a pin (13), and a pin (14). The hydraulic valve (15) includes a valve (152) and upper and lower lugs (151). The multiple direct-drive throttle handle mechanisms (11) and the throttle handle (12) are connected in series via the pin (13) to the shaft holes of the upper and lower lugs (151) of the hydraulic valve (15). The direct-drive throttle handle mechanism (11) includes a shift fork sleeve assembly (113) and an embedded spring compression sleeve assembly. (112) and handle assembly (111), spring sleeve assembly (112) includes compression spring (1123), two cylindrical sleeves (1121), a stepped shaft (1124) in the middle and screw (1122). The cylindrical sleeve (1121) is a cylindrical hollow part with an annular outer edge at one end and an annular inner edge at the other end. The cylindrical sleeve (1121) is used to insert compression spring (1123) from both ends, arranged opposite each other. The annular outer edge presses down on both ends of the spring (1123) from both sides. One end of the stepped shaft (1124) is provided with a pin hole and the other end is provided with an internal thread hole. One end of the stepped shaft with a threaded hole is inserted into the right cylindrical sleeve (1121), and the step is locked in the inner edge of the right cylindrical sleeve (1121). The screw (1122) passes through the left cylindrical sleeve (1121) and is screwed into the internal thread of the stepped shaft (1124). The bolt head is locked in the inner edge of the left cylindrical sleeve (1121). The shift fork sleeve assembly (113) includes a sleeve (1131) and a three-sided bent shift fork (1132). The spring sleeve assembly (112) is embedded in the sleeve (1131) of the shift fork sleeve assembly (113). The stepped shaft (1124) has a pin hole. The pin (13) passes through the hole on the end face of the shift fork (1132), and the end face of the right sleeve (1121) of the spring sleeve assembly (112) is completely in contact with the end face of the shift fork; the pin (13) passes through multiple direct-drive throttle handle mechanisms (11), through the corresponding shaft holes on the upper and lower bent edges of the sleeve shift fork assembly (113), and is connected in series to the shaft holes of the upper and lower lugs (151) of the hydraulic valve. The pin hole of the stepped shaft (1124) of the spring sleeve assembly (112) of each direct-drive throttle handle mechanism (11) is aligned with the pin hole of each valve (152) of the hydraulic valve (15), and is hinged with a pin (14).

2. The dual-handle throttle direct-drive control system according to claim 1, characterized in that, The sleeve (1131) has a round hole on the opposite end face, and the inner diameter of the sleeve (1131) matches the outer diameter of the cylindrical pressure sleeve (1121) of the spring pressure sleeve assembly (112).

3. The dual-handle throttle direct-drive control system according to claim 1, characterized in that, The handle assembly (111) includes a handle rod (1111) and a cylindrical seat (1112) at the other end, the outer diameter of which matches the inner diameter of the sleeve (1131) of the shift fork assembly (113).

4. The dual-handle throttle direct-drive control system according to claim 1, characterized in that, The secondary control mechanism (2) includes a fixed bracket (27), a main pin (26), multiple handle fork assemblies (25), a separate throttle handle (24), a limit pin (23), a rotating frame assembly (22), a return spring (21), a pull cable plate (31), and a flexible shaft pull cable (29) for pulling the electronic throttle (32).

5. The dual-handle throttle direct-drive control system according to claim 4, characterized in that, The rotating frame assembly (22) includes an upper connecting plate (223), a lower connecting plate (221), a first shaft (224), a second shaft (225), and a nylon roller (222). The second shaft (225) is welded and fixed to the upper connecting plate (223) and the lower connecting plate (221), with the shaft ends exposed at both ends. The first shaft (224) is assembled and passes through the upper connecting plate (223) and the lower connecting plate (221) from top to bottom.

6. The dual-handle throttle direct-drive control system according to claim 5, characterized in that, The first shaft (224) is equipped with a nylon roller (222), and the shaft ends of the second shaft (225) are inserted into the upper and lower shaft holes of the fixed bracket (27). The rotating frame assembly (22) rotates around the second shaft (225).

7. The dual-handle throttle direct-drive control system according to claim 4, characterized in that, The handle fork assembly (25) includes a fork (251) and a handle rod (252). The fork (251) has a three-sided bent structure with a guide curved surface on the edge. The fork (251) is provided with a fan-shaped limiting hole.

8. The dual-handle throttle direct-drive control system according to claim 4, characterized in that, The main pin (26) passes through the fixed bracket (27) from top to bottom, and sequentially connects the handle fork assemblies (25) with different actions and the individual throttle handle (24). The handle fork assemblies (25) and the throttle handle (24) rotate around the main pin (26). The limiting pin (23) passes through the fixed bracket (27) from top to bottom, and sequentially passes through the fan-shaped limiting holes on each handle fork assembly (25) and the individual throttle handle (24). The limit position of the handle rotation is limited by the fan-shaped hole. The adjusting bolt (28) fixed on the bracket adjusts the upper limit of the throttle acceleration.

9. The dual-handle throttle direct-drive control system according to claim 4, characterized in that, The two ends of the return spring (21) are respectively connected to the lower connecting plate (221) and the pull plate (30) of the rotating frame assembly (22). The tension of the return spring (21) acts on the lower connecting plate (221), pressing the nylon roller (222) of the rotating frame assembly (22) onto the guide surface of the handle fork (25).

10. The dual-handle throttle direct-drive control system according to claim 4, characterized in that, The two ends of the flexible shaft pull wire (21) are respectively connected to the lower connecting plate (221) of the rotating frame assembly (22) and the rotating lever of the electronic throttle (32) of the chassis.

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