Accelerator linkage device and lorry-mounted crane

Abstract

The invention relates to the technical field of engineering machinery, and discloses an accelerator linkage device and a lorry-mounted crane, the accelerator linkage device comprises a pull rope and a steering trigger assembly, and the pull rope is connected with an accelerator control line; the multiple sets of steering trigger assemblies are independently arranged in the first direction, the pull rope surrounds the steering trigger assemblies in the second direction, and all the steering trigger assemblies can drive the accelerator control line to move in the forward direction or the reverse direction through the pull rope. The multiple sets of steering trigger assemblies are independently arranged in the first direction, and each assembly can be independently triggered. The pull rope is arranged on the periphery of the steering triggering assembly in a surrounding mode in the second direction, and a surrounding or penetrating linkage structure is formed. The pull rope is arranged around the steering trigger assembly, so that the steering trigger assembly can control the accelerator through forward and reverse rotation, and the control fineness is enhanced; the flexibility of the pull rope enables the multiple steering trigger assemblies to be controlled in an overlapped mode, the steering trigger assemblies are allowed to act on an accelerator from different positions or through multiple input sources at the same time or in sequence, and accumulation or cooperation of control force is achieved.

Description

Technical Field

[0001] This invention belongs to the field of engineering machinery technology, specifically relating to a throttle linkage device and a truck-mounted crane. Background Technology

[0002] A truck-mounted crane is a device that uses a hydraulic lifting and telescopic system to lift, rotate, and hoist goods. The movements of functional components, such as the boom and forearm, are controlled by control valves. The entire crane is typically mounted on a truck, and both the crane and the truck are powered by the vehicle's engine. To enable the truck-mounted crane to complete tasks quickly, operators usually need to simultaneously operate the function control handle and the engine throttle controller. Controlling the function control handle allows the crane to perform a specified movement, while simultaneously operating the throttle controller changes the engine speed, thus controlling the crane's operating speed. However, in existing technology, after collecting handle displacement information through two links, it transmits the information to the throttle cable via a connecting rod. Because the two links are connected by a connecting rod, their movements are interconnected, preventing throttle linkage for combined forward and reverse movements. Furthermore, only the operation of the handle with the largest rotation amplitude can be performed, and superimposed control is not possible. Summary of the Invention

[0003] In view of at least one of the above-mentioned defects or deficiencies in the prior art, the present invention provides a throttle linkage device and a truck-mounted crane, which enables the throttle to be controlled when the handle is used in both forward and reverse combinations.

[0004] To achieve the above objectives, the present invention provides a throttle linkage device, the throttle linkage device comprising: The pull rope is connected to the throttle control cable; The steering trigger assembly comprises multiple sets of steering trigger assemblies arranged independently along a first direction. The pull rope forms a linkage space along a second direction. All sets of steering trigger assemblies are housed within the linkage space. Each steering trigger assembly can pull or release the pull rope, causing the pull rope to extend or retract relative to the throttle control line, and driving the throttle control line to move in the forward or reverse direction.

[0005] In some embodiments, the throttle linkage device further includes: A limiting structure is provided on both sides of the steering trigger component along the second direction. The limiting structure and the steering trigger component are disposed on the same plane and form a limiting space between them along the first direction. The pull rope is located within the limiting space.

[0006] In some embodiments, the limiting structure includes multiple limiting components, which are independently arranged along the first direction, and a steering trigger component is arranged between any two adjacent limiting components.

[0007] In some embodiments, each of the limiting components includes two limiting wheels, which are disposed on both sides of the steering trigger component along the second direction, and the limiting wheels are rotatable about their own axis.

[0008] In some implementations, each of the steering trigger components includes: handle; A dial is connected to the handle and can rotate synchronously under the drive of the handle to actuate the pull rope.

[0009] In some embodiments, the throttle linkage device further includes: The mounting bracket includes a mounting top plate, a mounting bottom plate, and a connecting upright plate. The connecting upright plate is connected between the mounting top plate and the mounting bottom plate, and forms an installation space between the mounting top plate and the mounting bottom plate. The pull rope and the dial wheel are both disposed within the installation space.

[0010] In some embodiments, the mounting bracket further includes a connecting shaft connected between the mounting top plate and the mounting bottom plate; The steering trigger assembly further includes a transmission component. The dial and the handle are both connected to the transmission component. The transmission component is connected to the connecting shaft. Multiple steering trigger assemblies are arranged at intervals on the connecting shaft via the transmission component. The transmission component is capable of rotating around the connecting shaft. The transmission component is used to make the dial and the handle rotate synchronously.

[0011] In some embodiments, a counterweight assembly is also connected between the pull rope and the throttle control line, the counterweight assembly being used to move with the pull rope.

[0012] In some embodiments, an elastic element is also connected between the pull rope and the throttle control line. When the steering trigger assembly rotates, it pulls the pull rope and stretches the elastic element through the pull rope, so that the elastic element has elastic potential energy for resetting.

[0013] A second aspect of the present invention provides a truck-mounted crane, the truck-mounted crane including a throttle linkage device as described in any one of the above.

[0014] Through the above technical solution, the pull rope is arranged around the steering trigger component, allowing the steering trigger component to control the throttle in both forward and reverse directions. Each component can not only independently open and close the throttle, but also provide precise bidirectional adjustment during operation, enhancing the finesse of control. The flexibility of the pull rope allows multiple steering trigger components to be stacked for control, allowing the throttle to be acted on simultaneously or sequentially from different positions or through multiple input sources, achieving the accumulation or synergy of control force, improving the responsiveness and adaptability of the system. The looping layout of the pull rope simplifies the mechanical connection and reduces installation complexity. The independent setting of multiple components increases system redundancy. Even if some components fail, other components can still maintain basic control, improving reliability. At the same time, it adapts to complex control scenarios, enabling flexible and distributed throttle management in large vehicles or multi-operator equipment.

[0015] Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate embodiments of the present invention and form part of the specification. They are used together with the following detailed description to explain the embodiments of the present invention, but do not constitute a limitation thereof. Those skilled in the art can obtain other drawings based on the structures shown in these drawings without any inventive effort. In the drawings: Figure 1 This is a schematic diagram of the throttle linkage device in this invention; Figure 2 for Figure 1 Enlarged cross-sectional view of section A; Figure 3 This is a schematic diagram of the limiting structure in this invention; Figure 4 This is a schematic diagram of the mounting bracket in this invention; Figure 5 This is a schematic diagram of the counterweight assembly and counterweight support base in this invention; Figure 6 for Figure 5 A cross-sectional view of BB.

[0017] Explanation of reference numerals in the attached figures Detailed Implementation

[0018] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0019] The present invention will now be described in detail with reference to the accompanying drawings and exemplary embodiments.

[0020] like Figure 1 and Figure 2 As shown, this invention provides a throttle linkage device, which includes a pull rope 1 and a steering trigger assembly 2. The pull rope 1 is connected to a throttle control line 3. Multiple sets of steering trigger assemblies 2 are independently arranged along a first direction, and the pull rope 1 forms a linkage space along a second direction. All sets of steering trigger assemblies 2 are accommodated within the linkage space. Each steering trigger assembly 2 can pull or release the pull rope 1, causing the pull rope 1 to extend or retract relative to the throttle control line 3, and driving the throttle control line 3 to move in the forward or reverse direction. The multiple sets of steering trigger assemblies 2 are independently arranged along the first direction, and each assembly can be triggered individually. The pull rope 1 forms a closed or near-closed loop linkage space along the second direction, and all steering trigger assemblies 2 are accommodated within the linkage space, forming a linkage structure. One end of the pull rope 1 is directly connected to the throttle control line 3. The steering trigger component 2 can rotate forward or backward. Each steering trigger component 2 can directly pull or release the pull rope 1 passing by it through its own action, thereby changing the relative length of the pull rope within the linkage space. When any steering trigger component 2 is activated, it can pull or release the pull rope 1, and through the pulling or releasing action of the pull rope 1, it directly drives the throttle control line 3 to move in the forward or reverse direction, thereby realizing throttle control. The steering trigger component 2 serves as an independent input point, while the pull rope 1 serves as a shared transmission medium, ensuring that each component can exert a bidirectional influence on the throttle. The first direction can be the vertical direction, and the second direction can be the lateral direction perpendicular to the first direction.

[0021] The pull rope 1 surrounds the steering trigger component 2, allowing the steering trigger component 2 to control the throttle in both forward and reverse directions. Each component can not only independently open and close the throttle, but also provide precise bidirectional adjustment during operation, enhancing the finesse of control. The flexibility of the pull rope 1 allows multiple steering trigger components 2 to be stacked for control, allowing the throttle to be applied simultaneously or sequentially from different positions or through multiple input sources, achieving the accumulation or synergy of control force, improving the responsiveness and adaptability of the system. The surrounding layout of the pull rope 1 simplifies the mechanical connection and reduces installation complexity. The independent setting of multiple components increases system redundancy. Even if some components fail, other components can still maintain basic control, improving reliability. At the same time, it adapts to complex control scenarios, enabling flexible and distributed throttle management in large vehicles or multi-operational-position devices.

[0022] In some implementations, such as Figure 1 and Figure 3As shown, the throttle linkage device also includes a limiting structure 4, which surrounds both sides of the steering trigger assembly 2 along a second direction. The limiting structure 4 and the steering trigger assembly 2 are disposed on the same plane, and a limiting space is formed between them along a first direction. The pull rope 1 is located within the limiting space. The limiting structure 4 surrounds both sides of the steering trigger assembly 2 along the second direction (i.e., the direction in which the pull rope 1 wraps around), forming a clamping or guide groove-like layout. At the same time, the limiting structure 4 extends along the first direction and is disposed on the same plane as the steering trigger assembly 2, maintaining a fixed gap between them, thereby forming a limiting space with uniform width and a clear guiding function along the first direction. The pull rope 1 surrounding the steering trigger assembly 2 is constrained to run within the limiting space and is physically blocked by the side wall of the limiting structure 4 in the second direction.

[0023] Laterally constraining the path of the pull rope 1 by limiting the space ensures that regardless of whether a single or multiple steering trigger components 2 actuate the pull rope 1 in forward or reverse rotation, the pull rope 1 will not detach from the predetermined circular track or experience significant lateral drift. This guarantees the reliability and synchronization of force transmission when multiple steering trigger components 2 are controlled in a superimposed manner. The parallel clamping limiting method improves the accuracy and stability of control, reduces control backlash and errors caused by the swing or slack of the pull rope 1, and makes the throttle response more directly follow the trigger input. In addition, the limiting structure 4 also shares part of the lateral force borne by the pull rope 1, reducing the risk of wear caused by improper friction or compression, enhancing the durability and service life of the entire linkage device. At the same time, its parallel arrangement facilitates calibration and fixation during assembly, improving the manufacturability of the product.

[0024] In some embodiments, the limiting structure 4 includes multiple limiting components 41, which are independently arranged along a first direction. A steering trigger component 2 is disposed between any two adjacent limiting components 41. The limiting components 41 are arranged sequentially at intervals along the first direction (i.e., the arrangement direction of the steering trigger components 2), and are independent of each other. A steering trigger component 2 is precisely accommodated and positioned between any two adjacent limiting components 41, thus forming a modular layout of alternating "limiting components 41, steering trigger components 2, and limiting components 41" on the entire linkage device. The pull rope 1 travels within the limiting space defined by each steering trigger component 2 and the limiting components 41 on both sides. Simultaneously, the interval arrangement of the limiting components 41 and the steering trigger components 2 provides space for the rotation of the dial 22 in the steering trigger component 2, preventing interference between the dial 22 and the limiting components 41 during rotation.

[0025] When each steering trigger component 2 pulls the pull rope 1 in forward or reverse rotation, the force is confined within its own limiting space, effectively preventing motion interference between adjacent limiting components 41 and disturbance of the pull rope 1, ensuring the clarity, independence, and precision of the superimposed control actions; the independent modular layout enhances the maintainability and scalability of the system, making it easier to debug and replace individual limiting or trigger units, and facilitating the addition or reduction of the number of control points according to actual needs; the design of the independent limiting components 41 also helps to disperse stress, reduce local wear, and facilitate individual calibration during assembly, improving the overall reliability, durability, and manufacturing efficiency of the device.

[0026] In some embodiments, each limiting component 41 includes two limiting wheels 411, which are respectively disposed on both sides of the steering trigger component 2 along the second direction, and the limiting wheels 411 are rotatable around their own axes. Each independent limiting component 41 consists of two limiting wheels 411, which are respectively arranged on both sides of the steering trigger component 2 along the second direction, thereby forming a clamping posture on both sides. The limiting wheels 411 are rotatable around their own axes. In terms of the cooperation relationship, the side of the pull rope 1 in the limiting space is in contact with the outer peripheral surface of the rotatable limiting wheel 411.

[0027] By changing the friction between the pull rope 1 and the limiting structure 4 from sliding friction to rolling friction, the motion resistance when the steering trigger component 2 moves and pulls the pull rope 1 in both forward and reverse directions is reduced. This makes the throttle control operation more effortless, smooth, and responsive, and optimizes the feel and operation accuracy when multiple steering trigger components 2 are superimposed for control. At the same time, rolling friction reduces the wear on the surface of the pull rope 1, effectively solving the problem of easy wear and breakage of the pull rope 1 caused by long-term friction, and improving the service life and long-term reliability of the entire linkage device. The rotatable limiting wheel 411 can also better adapt to and guide the movement path of the pull rope 1, ensuring that the pull rope 1 can always be smoothly and stably transmitted within the predetermined limiting space under complex or rapid superimposed control inputs, avoiding jamming or jumping, and further ensuring the efficiency and consistency of control force transmission.

[0028] In some embodiments, each steering trigger assembly 2 includes a handle 21 and a dial 22. The dial 22 is connected to the handle 21 and can rotate synchronously with the handle 21 to actuate the pull rope 1. Each assembly includes a handle 21 that can be directly operated by hand, and a dial 22 that is fixedly connected to the handle 21 and can rotate synchronously with it. When the operator rotates the handle 21, the rotational motion of the handle 21 can be transmitted to the dial 22, causing the dial 22 to rotate coaxially and at the same angle. The dial 22 contacts the pull rope 1, and when the dial 22 rotates, it can actuate the pull rope 1, thereby pulling the pull rope 1 to move.

[0029] The handle 21 provides an ergonomic lever, allowing the operator to precisely and forcefully pull the rope 1 with minimal hand movements and force through the dial 22, thereby easily achieving precise control of the throttle's forward and reverse rotation, enhancing the intuitiveness and convenience of operation. The modular design also facilitates the independent installation, debugging, and maintenance of each trigger component, while the robust mechanical connection method enhances the durability of individual components, ensuring that the entire linkage device maintains stable and reliable performance even under long-term and frequent operation.

[0030] In some implementations, such as Figure 1 and Figure 4 As shown, the throttle linkage device also includes a mounting bracket 5, which includes a mounting top plate 51, a mounting bottom plate 52, and a connecting vertical plate 53. The connecting vertical plate 53 is connected between the mounting top plate 51 and the mounting bottom plate 52, and forms an installation space between the mounting top plate 51 and the mounting bottom plate 52. The pull rope 1 and the dial wheel 22 are both set in the installation space. Mounting bracket 5 provides a stable mounting reference and physical protective shell for all moving parts, ensuring that components such as pull rope 1, dial wheel 22, and limit wheel 411 can maintain precise relative positions and alignment in complex vehicle or equipment environments over a long period of time. This guarantees the consistency and reliability of the forward and reverse control of steering trigger component 2 and the superimposed control functions of multiple components. The modular installation method simplifies the assembly process, making it easy to quickly install, debug, and maintain the entire linkage device as a whole unit, improving production and after-sales efficiency. The installation space effectively prevents dust and accidental contact, improving the system's environmental adaptability and safety. At the same time, the rigid bracket structure can absorb and disperse some of the stress from operation and vehicle vibration, protecting the internal mechanisms, thereby comprehensively improving the device's durability, reliability, and overall structural strength.

[0031] In some implementations, such as Figure 3 As shown, the limiting structure 4 also includes a limiting frame 42, with limiting wheels 411 mounted on the limiting frame 42, which in turn is housed within the mounting bracket 5. Multiple limiting wheels 411 are pre-installed on the limiting frame 42, forming a single limiting module. The limiting frame 42, integrating the limiting wheels 411, is installed as a whole within the mounting space formed by the mounting bracket 5. The pull rope 1, after being led out from the dial wheel 22, travels through the regular limiting space formed by these limiting wheels 411 mounted on the limiting frame 42. Workers do not need to adjust the position of each limiting wheel 411 individually within the narrow mounting space; they only need to install and fix the pre-installed limiting frame 42 as a whole, ensuring assembly consistency and precision. As a rigid whole, the limiting frame 42 effectively ensures that the relative position, parallelism, and spacing between all limiting wheels 411 remain constant, preventing slight displacement or skewness of individual limiting wheels 411 that may occur during long-term use or under vibration.

[0032] In some implementations, such as Figure 4 As shown, the mounting bracket also includes a connecting shaft 54, and the steering trigger assembly 2 also includes a transmission component 23. The connecting shaft 54 ​​is connected between the mounting top plate 51 and the mounting bottom plate 52. The dial 22 and the handle 21 are both connected to the transmission component 23. The transmission component 23 can rotate around the connecting shaft 54. The transmission component 23 is connected to the connecting shaft 54. Multiple steering trigger assemblies 2 are arranged at intervals on the connecting shaft 54 ​​through the transmission component 23. The transmission component 23 is used to make the dial 22 and the handle 21 rotate synchronously. The two ends of the connecting shaft 54 ​​are fixedly connected to the mounting top plate 51 and the mounting bottom plate 52 respectively, thus obtaining a stable mounting base. Multiple transmission components 23 are fitted onto the connecting shaft 54 ​​at intervals. Each dial 22 and its corresponding operating handle 21 are fixedly connected to the same transmission component 23. The transmission component 23 itself can rotate freely around the axis of the connecting shaft 54. When the operator rotates the handle 21, the force is transmitted through the transmission component 23, thereby driving the dial 22 to rotate synchronously.

[0033] By combining the connecting shaft 54 ​​and the transmission component 23, a common, high-rigidity rotation center axis is established for each steering trigger assembly 2. This ensures that the rotation of the dial 22 remains stable and concentric regardless of the amount of operating force applied to the handle 21 in either the forward or reverse direction. This enables more precise and deviation-free control of the pull rope 1 and the throttle control line 3. The multiple transmission components 23 are arranged independently and coaxially at intervals, allowing multiple handles 21 and dial 22 groups to work collaboratively on the same shaft without interference. This supports the complex requirements of superimposed control of multiple steering trigger assemblies 2, while ensuring the independence of each component's action and the linearity of force transmission. The operating force is evenly transmitted to the robust connecting shaft 54 ​​and mounting bracket 5 through the transmission component 23, improving the overall component's torsional and bending resistance, mechanical strength, and durability. This reduces the risk of deformation and wear during long-term use and makes the layout of multiple trigger units more compact and orderly, optimizing the module's reliability, service life, and maintenance convenience.

[0034] In some implementations, such as Figure 5 and Figure 6 As shown, a counterweight assembly 6 is connected between the pull rope 1 and the throttle control line 3. The counterweight assembly 6 moves with the pull rope 1. As the connecting medium between the two, one end of the counterweight assembly 6 is connected to the pull rope 1, which is actuated by the steering trigger assembly 2, and the other end is connected to the throttle control line 3, which controls the throttle opening. It also possesses a specific mass. When the pull rope 1 is actuated by the dial 22, producing a vertical linear motion, the motion is directly transmitted to the counterweight assembly 6, driving it to move synchronously in the same direction, thereby causing the throttle control line 3 to complete its extension and retraction.

[0035] The mass of the counterweight component 6 generates a certain amount of inertia during movement, which helps to smooth out any sudden changes in speed or vibration of the pull rope 1 during operation. This makes the movement of the throttle control line 3 smoother and more linear, thereby improving the precision and stability of throttle control. Especially under the complex input of multiple steering trigger components 2 superimposed control, it can effectively integrate and buffer the input forces to avoid abrupt changes in the final output. The counterweight component 6 provides a slight but continuous reset tendency or damping feel through its weight, optimizing the operating feel. The inertial buffering effect of the counterweight component 6 also reduces the instantaneous impact load on the pull rope 1 and the throttle control line 3 joint, which is beneficial to extending the service life of related transmission components.

[0036] In some embodiments, the counterweight assembly 6 includes a counterweight 61 and a rotating shaft 62. A pull rope 1 is wound around the counterweight 61. The rotating shaft 62 passes through the center of the counterweight 61, with both ends extending out of the counterweight 61, allowing the counterweight 61 to rotate around the rotating shaft 62. The pull rope 1 is wound around the counterweight 61, and the rotating shaft 62 passes through the central hole of the counterweight 61, with both ends extending out of the counterweight 61. The two ends of the rotating shaft 62 can be fixed to an external bracket, allowing the counterweight 61 to rotate flexibly and with low resistance around the rotating shaft 62. During operation, when the turntable 22 of the steering trigger assembly 2 moves the pull rope 1 to cause displacement, the pull rope 1 wound around the counterweight 61 will cause the counterweight 61 itself to rotate accordingly around the rotating shaft 62.

[0037] The rotational motion of the counterweight 61 around the axis allows it to automatically adjust its winding position according to the directional changes of the pull rope 1 when it is pulled, thus always keeping the pull rope 1 taut. This prevents the pull rope 1 from becoming slack and causing the dial wheel 22 to be unable to move it in a timely and effective manner, ensuring the immediacy and accuracy of the throttle control response. Rotational friction replaces sliding friction, reducing the resistance and wear of the pull rope 1 during movement. This not only makes the operation smoother and the force transmission more linear, but also improves the durability and reliability of the pull rope 1 and the counterweight assembly 6 itself. The counterweight 61 and the rotating shaft 62 have a simple and compact structure. The design of the extended ends of the rotating shaft 62 facilitates stable external support, enhancing the rigidity and stability of the entire linkage mechanism and helping to maintain precise control performance over a long period of time.

[0038] In some embodiments, the counterweight 61 is a pulley, and the pull rope 1 is U-shaped, with its bottom wrapping around the pulley. Specifically, the counterweight 61 can be a pulley with grooves on its outer periphery, with the pull rope 1 wrapped around and fitted into the grooves of the pulley, and both ends of the pull rope 1 extending upwards to form an upward-opening U-shaped path. The pulley is rotatably supported by its central rotating shaft 62, allowing the grooves of the pulley to smoothly support and guide the pull rope 1.

[0039] The U-shaped pull rope 1, under its own tension, naturally presses down and fits into the pulley groove. This allows the pulley to automatically absorb and compensate for any slight slack that may occur in the pull rope 1 as it rotates, keeping the pull rope 1 taut at all times. This avoids the problem of the dial 22 spinning freely due to slack, preventing the pull rope 1 from being moved in a timely and effective manner, thus affecting the accuracy of throttle control. At the same time, the pulley converts the sliding friction between the pull rope 1 and the counterweight 61 into rolling friction, reducing motion resistance and wear. This not only makes operation more effortless, linear, and smooth, but also significantly extends the service life of the pull rope 1 and the pulley. The U-shaped layout ensures that there are pull ropes 1 on both sides of the dial 22, allowing the throttle to be controlled in both forward and reverse rotation of the dial 22.

[0040] In some embodiments, the counterweight assembly 6 further includes a counterweight bracket 63, which includes a counterweight base plate 631 and two counterweight side plates 632. The counterweight base plate 631 is connected between the two counterweight side plates 632 and forms an installation space with the two counterweight side plates 632. The counterweight 61 is accommodated in the installation space, and both ends of the rotating shaft 62 pass through the two counterweight side plates 632 respectively. One end of the elastic member 64 is connected to the counterweight base plate 631, and the other end is connected to the throttle control line 3. The counterweight base plate 631 is connected between the two counterweight side plates 632, and the three together form a stable U-shaped or box-shaped installation space. The counterweight 61 is accommodated inside the installation space, and both ends of the rotating shaft 62 pass through the two counterweight side plates 632 respectively, thereby firmly supporting and encapsulating the entire rotatable pulley within the bracket.

[0041] The bracket forms a robust rigid frame, providing a fixed span support point for the rotating shaft 62, ensuring that the pulley can rotate accurately and stably around the shaft, preventing skewing or jamming caused by improper support, and fundamentally guaranteeing the smooth winding and movement of the pull rope 1. The installation space formed by the base plate and side plates encloses the pulley and its mating parts with the pull rope 1, forming effective physical protection, preventing dust, foreign objects from intruding and interfering, or accidental collision damage, improving the reliability and durability of the component in complex environments. The integrated bracket structure facilitates the overall manufacturing, installation and maintenance, and can be quickly and accurately assembled into a larger system as an independent module, improving production efficiency and the overall structural stability of the system. The elastic element 64 applies a continuous pre-tension force to the overall counterweight bracket 63 through the counterweight base plate 631, pointing in the direction of the throttle control line 3. The pre-tension force is transmitted to the pull rope 1 through the pulley in the bracket, thereby ensuring that the pull rope 1 maintains a constant tension in both static and dynamic conditions. This avoids the problem of the dial 22 spinning freely due to slack and the pull rope 1 not being able to be moved in time, which would affect the throttle control accuracy.

[0042] In some embodiments, the throttle linkage operation structure further includes a counterweight support base 7, which includes a counterweight support base plate 71 and two counterweight support side plates 72. The counterweight support base plate 71 is connected between the two counterweight support side plates 72 and forms a receiving space with the two counterweight support side plates 72. The receiving space is used to accommodate the counterweight assembly 6. The throttle control line 3 passes through the counterweight support base plate 71 and connects to the counterweight assembly 6. The counterweight support base plate 71 and the two counterweight support side plates 72 together form a box structure with an open top and sides, i.e., the receiving space. The entire counterweight assembly 6 is placed in the receiving space, and the throttle control line 3 passes through the opening on the counterweight support base plate 71 and connects to the counterweight assembly 6 inside the receiving space.

[0043] The mounting base provides a foundation for the counterweight assembly 6, ensuring its stable position under complex working conditions and preventing unexpected changes in the tension of the pull rope 1 due to overall displacement or vibration. This ensures the durability of the tension state and the consistency of throttle control. The enclosure formed by the counterweight support base plate 71 and the counterweight support side plate 72 encapsulates and protects the counterweight assembly 6 and its connection point with the throttle control line 3, effectively isolating it from external contamination such as dust and mud, as well as accidental mechanical interference, thus improving the environmental tolerance and operational reliability of the core transmission components. The modular design allows the counterweight assembly 6 to be quickly installed into the mounting base as a pre-calibrated unit during assembly. The throttle control line 3 is connected through the openings in the base plate, resulting in a simple assembly process, accurate positioning, and convenient subsequent inspection and maintenance, significantly improving the product's manufacturability and maintainability.

[0044] In some embodiments, both counterweight support side plates 72 are provided with guide grooves 73. The two ends of the rotation shaft 62 of the counterweight assembly 6 are respectively located in the guide grooves 73 and can slide within them. The guide grooves 73 guide the counterweight 61. The rotation shaft 62 of the counterweight assembly 6 is placed in these two guide grooves 73, allowing the rotation shaft 62, along with the entire counterweight 61, to slide linearly within a certain range along the trajectory of the guide grooves 73. The counterweight 61 possesses two degrees of freedom of motion: rotation about its own axis and overall movement along the slide. The guide grooves 73 provide guidance for the movement of the counterweight 61. When the pull rope 1 is turned by the dial 22, the counterweight 61 can not only rotate to change the winding position of the pull rope 1, but also dynamically adjust its own spatial position by moving along the guide groove 73. The rigid guiding effect of the guide groove 73 constrains the movement trajectory of the counterweight 61, preventing it from swinging or twisting laterally when subjected to force, ensuring the uniqueness and linearity of the force transmission direction, and making the throttle control response more linear.

[0045] In some embodiments, the counterweight support 7 further includes an anti-detachment component 74, which is connected between the two counterweight support side plates 72. The anti-detachment component 74 is located on the upper part of the counterweight assembly 6, and anti-detachment components 74 are provided on both sides of the pull rope 1. On the left and right sides of the U-shaped pull rope 1, anti-detachment components 74 are symmetrically provided, and the two anti-detachment components 74 clamp and limit the pull rope 1 section leading out from the lower pulley groove from both sides. Physically constraining the pull rope 1 from both sides can effectively prevent the pull rope 1 from coming out of the pulley groove under violent movement, vibration or accidental external force, ensuring the reliability of the force transmission path; the roller design reduces contact friction with the pull rope 1, reduces operating resistance and wear, and also enhances the ability of the entire mechanism to resist lateral interference, improving the durability and control consistency of the system under complex working conditions.

[0046] In some embodiments, an elastic element 64 is also connected between the pull rope 1 and the throttle control line 3. When the dial 22 rotates, it pulls the pull rope 1, and the elastic element 64 is stretched by the pull rope 1, giving the elastic element 64 elastic potential energy for resetting. The elastic element 64 is installed in series between the pull rope 1 and the throttle control line 3. When the operator turns the handle 21 to drive the dial 22 of the steering trigger assembly 2 to rotate, the dial 22 will pull the pull rope 1. The pulling force will be transmitted through the pull rope 1 and act on the elastic element 64, causing the elastic element 64 to be stretched, thereby undergoing elastic deformation. In this process, the kinetic energy of the pull rope 1 is converted into elastic potential energy stored inside the elastic element 64. When the operator releases the handle 21 and removes the operating force, the elastic potential energy stored in the elastic element 64 is released, driving the elastic element 64 to return to its original shape. This, in turn, pulls the pull rope 1 in the opposite direction, causing the dial 22 and handle 21 to return to their original positions. This ensures that the throttle can automatically and smoothly return to its initial or safe position, enhancing the convenience of operation and system safety. The elastic element 64 improves the smoothness and precision of control. Its elastic deformation can effectively buffer and absorb sudden pulling or impacts that may occur during operation, making the movement of the throttle control line 3 more linear and smooth. This not only optimizes the feel of forward and reverse control but also smoothly integrates the composite input force when multiple steering trigger components 2 are superimposed for control, avoiding abrupt changes in output and achieving more precise throttle modulation. In addition, the elastic element 64 also serves as a protective mechanism, absorbing excessive force or displacement through its own deformation, reducing the instantaneous impact and stress on mechanical components such as the pull rope 1 and dial 22, and helping to extend the service life of the entire device. In some embodiments, the elastic element 64 can be a spring.

[0047] In some embodiments, one end of the elastic element 64 is connected to the counterweight base plate 631 of the counterweight bracket 63, and the other end is connected to the counterweight support base plate 71. The elastic element 64 is used to generate elastic potential energy for resetting when the counterweight assembly 6 moves. Specifically, the elastic element 64 can be a spring, with one end connected to the counterweight base plate 631 of the counterweight bracket 63 and the other end connected to the counterweight support base plate 71. When the counterweight assembly 6 moves along the guide groove 73 under the action of external tension, it will stretch the elastic element 64, causing it to accumulate elastic potential energy. The restoring force provided by the elastic element 64 provides a continuous and automatic pretension for the counterweight assembly 6. The pretension acts directly on the pull rope 1 through the counterweight bracket 63 and pulley, which can compensate for the slight elongation of the pull rope 1 that may be caused by temperature changes, material creep or wear of parts in real time and actively. This ensures that the pull rope 1 is in a constant and optimal tension under any working condition, eliminating the risk of control delay and failure caused by slack. At the same time, when the pulling force applied by the dial 22 is released, the elastic potential energy stored in the elastic element 64 will drive the counterweight assembly 6 to slide smoothly back along the guide groove 73, driving the throttle control line 3 to return to its original position. This realizes the automatic reset of operation and throttle closure, making the operation more responsive and reliable.

[0048] A second aspect of this invention provides a truck-mounted crane, which includes a throttle linkage device as described above. The linkage device is mounted on a suitable position on the crane via a mounting bracket 5. The output end of the pull rope 1 is connected to the throttle control line 3 of the crane engine. Multiple sets of steering trigger components 2 are independently installed at various work positions that may require them, such as the crane cab and control panel. A limiting structure 4 can also be installed on the mounting bracket 5. Multiple sets of steering trigger components 2 jointly control the same throttle control line 3. This design adapts to the complex operating scenarios of cranes, requiring multi-position and precise control of engine power. The operator can control the engine speed through multiple steering trigger components 2, improving operational convenience and work efficiency. The ability of the steering trigger components 2 to control the throttle in both forward and reverse directions makes the increase and decrease of engine speed intuitive and linear, facilitating precise control of lifting actions. The design of the limiting structure 4 and elastic element 64 ensures reliable and smooth control even under vibration during vehicle movement and lifting operations, and allows for automatic reset, enhancing the safety and durability of the entire system.

[0049] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0050] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0051] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0052] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A throttle linkage device, characterized in that, The throttle linkage device includes: The pull rope (1) is connected to the throttle control line (3); Steering trigger assembly (2), multiple sets of steering trigger assemblies (2) are independently arranged along a first direction, the pull rope (1) forms a linkage space along a second direction, multiple sets of steering trigger assemblies (2) are all accommodated in the linkage space, each steering trigger assembly (2) can pull or release the pull rope (1), so that the pull rope (1) extends or retracts relative to the throttle control line (3), and drives the throttle control line (3) to move in the forward or reverse direction.

2. The throttle linkage device according to claim 1, characterized in that, The throttle linkage device also includes: The limiting structure (4) is arranged on both sides of the steering trigger component (2) along the second direction. The limiting structure (4) and the steering trigger component (2) are arranged on the same plane and form a limiting space between the limiting structure (4) and the steering trigger component (2) along the first direction. The pull rope (1) is located in the limiting space.

3. The throttle linkage device according to claim 2, characterized in that, The limiting structure (4) includes multiple limiting components (41), which are independently arranged along the first direction, and a steering trigger component (2) is arranged between any two adjacent limiting components (41).

4. The throttle linkage device according to claim 3, characterized in that, Each of the limiting components (41) includes two limiting wheels (411), which are respectively disposed on both sides of the steering trigger component (2) along the second direction, and the limiting wheels (411) are capable of rotating around their own axis.

5. The throttle linkage device according to any one of claims 1 to 4, characterized in that, Each of the steering trigger components (2) includes: Handle (21); The dial (22) is connected to the handle (21) and can rotate synchronously under the drive of the handle (21) to actuate the pull rope (1).

6. The throttle linkage device according to claim 5, characterized in that, The throttle linkage device also includes: The mounting bracket (5) includes a mounting top plate (51), a mounting bottom plate (52), and a connecting upright plate (53). The connecting upright plate (53) is connected between the mounting top plate (51) and the mounting bottom plate (52), and forms an installation space between the mounting top plate (51) and the mounting bottom plate (52). The pull rope (1) and the dial wheel (22) are both located within the installation space.

7. The throttle linkage device according to claim 6, characterized in that, The mounting bracket (5) also includes a connecting shaft (54) connected between the mounting top plate (51) and the mounting bottom plate (52); The steering trigger assembly (2) further includes a transmission component (23). The dial (22) and the handle (21) are both connected to the transmission component (23). The transmission component (23) is connected to the connecting shaft (54). Multiple steering trigger assemblies (2) are arranged at intervals on the connecting shaft (54) via the transmission component (23). The transmission component (23) is able to rotate around the connecting shaft (54). The transmission component (23) is used to make the dial (22) and the handle (21) rotate synchronously.

8. The throttle linkage device according to any one of claims 1 to 4, characterized in that, A counterweight assembly (6) is also connected between the pull rope (1) and the throttle control line (3), and the counterweight assembly (6) is used to move with the pull rope (1).

9. The throttle linkage device according to any one of claims 1 to 4, characterized in that, An elastic element (64) is also connected between the pull rope (1) and the throttle control line (3). When the steering trigger assembly (2) rotates, it pulls the pull rope (1) and stretches the elastic element (64) through the pull rope (1), so that the elastic element (64) has elastic potential energy for resetting.

10. A truck-mounted crane, characterized in that, The truck-mounted crane includes the throttle linkage device as described in any one of claims 1 to 9.

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