Adapter frame and front and rear vehicle connecting device
The connection device with sliding and rotational degrees of freedom addresses the misalignment issues in crawler cranes, enhancing operational ease and durability by accommodating vehicle position changes.
Patent Information
- Application Number
- CN202422366268.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-27
- Publication Date
- 2025-07-15
- Estimated Expiration
- 2034-09-27
AI Technical Summary
The front and rear vehicle connection devices of existing crawler cranes lack the freedom of rotation around the vertical direction in the XY plane, which leads to difficult operation and risk of damage, especially when the vehicle body is not harmonious and additional torque is easily generated.
A adapter and front and rear vehicle connection device are designed, including a connection device with four degrees of freedom, including sliding and three rotations. The adapter, telescopic joint and truss arm are connected through a pin, which increases the rotation freedom around the vertical direction, adapts to changes in the body posture, and reduces the difficulty of operation and damage risks.
It realizes flexible adaptability of the front and rear vehicle connection devices in the case of uncoordinated vehicle body, reduces operation difficulty and damage risks, and enhances the adaptability of crawler cranes in complex environments.
Smart Images
Figure CN223100386U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of cranes, in particular to an adapter frame and a front and rear vehicle connection device. Background Technique
[0002] Crawler crane: A mobile crane that mounts the lifting operation components and mechanisms on a crawler chassis and travels relying on the crawler device. Superlift counterweight: A counterweight device used for the superlift working condition of a crawler crane to enable the whole vehicle to obtain a greater lifting moment under the superlift working condition. Superlift mast: The main component that plays a luffing role in the superlift working condition except for the mast, generally of a truss structure. Superlift counterweight suspension pull plate: A hanging plate that connects the superlift counterweight to the top of the superlift mast, and transmits the increased lifting moment of the superlift counterweight through this component. Counterweight trolley: A movable trolley that transports counterweights and acts as a counterweight function, including crawler type or wheel type, and usually acts as a superlift counterweight.
[0003] In recent years, with the increasing maturity of crawler crane technology, the market demand for crawler cranes tends to be stronger overall machine performance, diverse functions, low cost, personalization and customization, etc. To meet the market demand, each main engine manufacturer has accelerated the R & D speed and continuously introduced new products. The functions and configurations of crawler cranes are becoming increasingly diverse, personalized and customized. The front and rear vehicle connection technology of large crawler cranes is one of the directions, which can enable crawler cranes to have stronger lifting performance, a more flexible operation experience and stronger site adaptability.
[0004] Among them, the front and rear vehicle connection device is the core component of the front and rear vehicle connection technology of large crawler cranes; it is crucial for the coordinated walking, slewing and transmission of slewing torque of the front and rear vehicles of crawler cranes. In the composition of large-tonnage crawler cranes, one end of the front and rear vehicle connection device is connected to the tail of the front vehicle turntable, and the other end is connected to the rear vehicle. At the same time, the rear vehicle is connected to the top of the front vehicle superlift mast through the superlift counterweight suspension pull plate to increase the lifting moment of the whole vehicle. Usually, the front and rear vehicle connection device has sliding along the length direction (Y-axis), rotation around the length axis (Y-axis) in the XZ plane, and rotation around the X1 and X2 axes when changing with the front and rear distances and the vertical height difference between the front and rear vehicle bodies in the YZ (luffing) plane. It can realize small-range adjustment or passive adaptation when changing with the front and rear distances, the vertical height difference between the front and rear vehicle bodies and the torsional angle around the length axis (Y-axis). However, due to the lack of rotational freedom around the vertical direction (Z-axis) in the XY plane, it is impossible to adjust or adapt to the torsional angle change around the vertical direction (Z-axis) of the front and rear vehicle bodies. This makes the operators of the front and rear vehicles must always ensure that the two vehicle bodies are in a straight line along the Y-axis direction in the XY plane, otherwise it will cause additional torque in the front and rear vehicle connection device due to the torsional angle of the front and rear vehicle bodies around the Z-axis, and in severe cases, it will cause damage to the device.
[0005] The front and rear vehicle connection devices in the prior art have the following problems: 1. Difficulty in coordinated operation of the front and rear vehicles: Since it is necessary to always keep the front and rear vehicle bodies in a straight line along the Y-axis direction in the XY plane, the requirement for coordinated operation of the front and rear vehicle operators is high and the difficulty is great. 2. Risk of damage to the front and rear vehicle connection device: When the front and rear vehicle bodies are not in a straight line or there is a torsional angle along the Y-axis direction in the XY plane, each component in the front and rear vehicle connection device will bear an additional bending moment around the vertical direction (Z-axis), and in severe cases, it will cause damage to the device.
[0006] Therefore, it is necessary to develop a new type of front and rear vehicle connection device specifically to overcome the above problems. Summary of the Invention
[0007] Purpose of the Invention: Aiming at the deficiencies and defects of the prior art, the present invention provides a transfer frame and a front and rear vehicle connection device, which include one sliding degree of freedom and three rotational degrees of freedom in total, a total of four degrees of freedom, which can ensure the functions of the front and rear vehicle connection device to cooperate with the front and rear vehicles to walk, rotate and transmit the rotational torque, and will not generate internal additional torque or even cause damage due to poor ground flatness, uncoordinated vehicle postures, etc.; it can enable the front and rear vehicle operators to cooperate more flexibly and conveniently in operating the front and rear vehicles of a large crawler crane, reduce the difficulty of coordinated operation, and enhance the adaptability of the crawler crane to complex construction environments.
[0008] Technical Solution: A transfer frame and a front and rear vehicle connection device of the present invention are characterized in that: it includes a connection device, and the connection device includes a transfer frame, a telescopic section and a truss arm connected in sequence by a pin shaft; the telescopic section includes a movable end and a fixed end, the movable end is connected to the transfer frame, and the fixed end is connected to the truss arm.
[0009] Among them, the connection device connects the front vehicle and the rear vehicle of the crawler crane.
[0010] Among them, the rear vehicle is connected to the transfer frame, and the front vehicle is connected to the truss arm.
[0011] Among them, the transfer frame is a truss-type octahedron structure, and a pair of coaxial hinge ears are arranged at the front and rear ends respectively. The axis of the front-end hinge ear is vertical, and the axis of the rear-end hinge ear is horizontal.
[0012] Among them, the movable end of the telescopic section is a polyhedron box structure, a long cylindrical through hole is arranged in the middle, and a group of coaxial hinge ears are arranged at one end to be connected to the front-end hinge ears of the transfer frame, forming a rotational degree of freedom around the axis of the connecting hinge ears.
[0013] Among them, the fixed end of the telescopic section is a polyhedron box structure, a long cylindrical structure extends out at one end to cooperate with the long cylindrical through hole of the movable end, forming a sliding degree of freedom along the axis of the cylinder and a rotational degree of freedom around the axis of the cylinder, and four connecting hinge ears are arranged at the other end.
[0014] Among them, the truss arm is a truss-like nonahedron structure. Four connecting hinge ears are arranged at one end to be connected with the four hinge ears at the fixed end of the telescopic section, and coaxial double hinge ears are arranged at the other end to be connected with the hinge ears at the tail of the turntable, and the axis is parallel to the axis of the double hinge ears at the rear end of the adapter frame.
[0015] Beneficial effects: Compared with the prior art, the present utility model has the following remarkable advantages: Compared with the existing front and rear vehicle connection device, a transfer frame is added at the end connecting the rear vehicle. Cooperating with a pair of double hinge ear interfaces arranged vertically at the movable end of the telescopic section, the front and rear vehicle connection device can be increased with a rotational degree of freedom around the vertical direction (Z1 axis) in the XY plane, so as to increase the adaptability and adjustment ability of the connection device when the front and rear vehicle bodies are not in a straight line and have an included angle in the Y-axis direction in the XY plane. There is no need to require that the front and rear vehicle bodies are always in a straight line in the Y-axis direction in the XY plane during the driving and slewing processes, reducing the difficulty of coordinated operation of the front and rear vehicle operators, increasing the flexibility of operation, and enhancing the adaptability of the large crawler crane to complex construction environments.
[0016] The present utility model reduces the risk of damage to the front and rear vehicle connection device. Since a rotational degree of freedom in the XY plane is added to the front and rear vehicle connection device, even if the front and rear vehicle bodies are not in a straight line and there is a torsion angle in the Y-axis direction in the XY plane, the front and rear vehicle connection device can adjust accordingly and adapt to the change of the vehicle body posture, and no additional torque will be generated between the components in the connection device, reducing the risk of damage.
[0017] The present utility model is applied to a large crawler crane using a counterweight trolley as a superlift counterweight. The main machine of the crawler crane and the counterweight trolley are referred to as the front vehicle and the rear vehicle of the crawler crane; a flexible connection is established between the front vehicle and the rear vehicle of the crawler crane through the front and rear vehicle connection device, more intuitively coordinating the traveling and slewing actions of the front vehicle and the rear vehicle and transmitting the slewing torque, etc.; at the same time, it can reduce the difficulty of coordinated operation of the front and rear vehicle operators and adapt to complex site environments such as poor ground flatness. Description of the Drawings
[0018] Figure 1 It is a schematic diagram of the connection structure between the front vehicle and the rear vehicle of the crawler crane;
[0019] Figure 2 It is a schematic diagram of the structure of the prior art front and rear vehicle connection device;
[0020] Figure 3 It is a schematic diagram of the structure of the transfer frame and the front and rear vehicle connection device of the present utility model;
[0021] Figure 4 It is an exploded structure diagram of the transfer frame and the front and rear vehicle connection device of the present utility model;
[0022] Figure 5 Structural schematic of the adapter frame of the present utility model Figure 1 ;
[0023] Figure 6 Structural schematic of the adapter frame of the present utility model Figure 2 ;
[0024] In the figure, 1 is the front vehicle; 2 is the connecting device; 21 is the adapter frame; 22 is the telescopic joint; 221 is the movable end; 222 is the fixed end; 23 is the truss arm; 3 is the rear vehicle. Specific implementation mode
[0025] The technical solution of the present utility model will be further described below in conjunction with the accompanying drawings and specific implementation modes.
[0026] The adapter frame and the front and rear vehicle connecting device of the present utility model include a connecting device 2, and the connecting device 2 includes an adapter frame 21, a telescopic joint 22 and a truss arm 23 which are sequentially connected by a pin shaft; the telescopic joint 22 includes a movable end 221 and a fixed end 222, the movable end 221 is connected to the adapter frame 21, and the fixed end 222 is connected to the truss arm 23. Among them, the connecting device 2 connects the front vehicle 1 and the rear vehicle 3 of the crawler crane. The rear vehicle 3 is connected to the adapter frame 21, and the front vehicle 1 is connected to the truss arm 23.
[0027] As Figure 4 shown. Among them, the adapter frame 21 is a truss-like octahedron structure welded by high-strength plates and pipes, and a pair of coaxial hinge ears are arranged at the front and rear ends respectively. The axis of the front-end hinge ear is vertical (Z1 axis), and the axis of the rear-end hinge ear is horizontal (in the working state), as Figure 5As shown. The expansion joint 22 is divided into two parts: a movable end 221 and a fixed end 222; the movable end 221 is a polyhedron box structure welded by high-strength steel plates, with a long cylindrical through-hole in the middle, and a set of coaxial hinge ears are arranged at one end to be connected with the hinge ears at the front end of the transfer frame 21, forming a rotational degree of freedom around the axis of the connecting hinge ears (Z1 axis); the fixed end 222 is a polyhedron box structure welded by high-strength steel plates, and a long cylinder structure extends out at one end to cooperate with the long cylindrical through-hole of the movable end 221, which can form a sliding degree of freedom along the axis of the cylinder (Y axis) and a rotational degree of freedom around the axis of the cylinder (Y axis), and four connecting hinge ears are arranged at the other end. The truss arm 23 is a truss-like nonahedron structure welded by high-strength plates and pipes. Four connecting hinge ears are arranged at one end to be connected with the four hinge ears at the fixed end of the expansion joint 22, and coaxial double hinge ears are arranged at the other end to be connected with the hinge ears at the tail of the turntable, and the axis (X2 axis) is parallel to the axis (X1 axis) of the double hinge ears at the rear end of the transfer frame 21 (in the working state). During operation, as the front and rear distances and the height differences between the front and rear vehicle bodies change, the connecting device can rotate around the two parallel axes (X1, X2 axes), that is, a rotational degree of freedom around the double axes (X1, X2 axes) is formed. Therefore, the front and rear vehicle connecting device of the present utility model includes a total of four degrees of freedom, namely one sliding and three rotations, which can ensure the functions of the front and rear vehicle connecting device to cooperate with the front and rear vehicles in walking, slewing and transmitting the slewing torque, and will not generate internal additional torques or even cause damage due to reasons such as poor ground flatness and non-coordinated vehicle postures; therefore, the operators of the front and rear vehicles can cooperate more flexibly and conveniently to operate the front and rear vehicles of the large crawler crane, reduce the difficulty of cooperative operation, and adapt to complex construction environments such as poor ground flatness and limited visibility.
[0028] The working principle of the present utility model is that the front and rear vehicle connection device includes a total of four degrees of freedom, namely one sliding along the length axis and three rotations; that is, in the telescopic section, the movable end and the fixed end are connected by a hole and shaft structure. The movable end can slide and rotate along or around the axis (Y-axis) of the long cylindrical structure of the fixed end, enabling the front and rear vehicle connection device to have one degree of freedom of sliding along the length axis (Y-axis) and one degree of freedom of rotation around the length axis (Y-axis). Thus, it can adapt to the changes in the front and rear distances between the front and rear vehicle bodies and the torsional angle around the length axis (Y-axis); combined with a set of horizontally arranged double hinge ears and a set of vertically arranged double hinge ears of the adapter frame, and a set of horizontally arranged double hinge ears connecting the truss arm to the tail of the front vehicle turntable, a degree of freedom of rotation around the vertical axis (Z1-axis) and a degree of freedom of rotation around the horizontal axis (X1, X2-axes) of the front and rear vehicle connection device are formed. Thus, it can adapt to the changes in the height difference between the front and rear vehicle bodies and the situation where the two vehicle bodies are not in a straight line along the Y-axis or have a torsional angle around the vertical axis (Z1-axis) in the XY plane. The one sliding and three rotations in the front and rear vehicle connection device, a total of four degrees of freedom, enable the connection device to passively adapt to the changes in the height difference and attitude (torsional angle around the length axis (Y-axis), rotational angle around the vertical axis (X1-axis)) of the front and rear vehicle bodies while coordinating the walking and slewing actions of the front and rear vehicles and transmitting the slewing torque; reducing the difficulty of coordinated operation of the front and rear vehicle operators and the risk of internal stress and damage caused by the height difference and attitude changes of the two vehicles in the front and rear vehicle connection device, etc.
[0029] The adapter frame of the present utility model is a truss-like octahedron structure welded by high-strength plates and pipes. A pair of coaxial hinge ears are arranged at the front and rear ends respectively. The axis of the front hinge ear is vertical and the axis of the rear hinge ear is horizontal (working state). Cooperating with a pair of vertically arranged double hinge ears at the end of the movable end of the telescopic section, a degree of freedom of rotation around the vertical axis (Z1-axis) of the front and rear vehicle connection device can be formed; at the same time, a space is reserved between the vertically arranged hinge ears at the front end, which can accommodate the long cylindrical structure that extends from the fixed end to the side of the adapter frame after the movable end slides towards the fixed end due to the shortening of the distance between the front and rear vehicles without interference between the two.
[0030] The present utility model converts the horizontally arranged double hinge ear interface connected to the rear vehicle into a vertically arranged double hinge ear interface by designing the truss-like adapter frame, and cooperates with a pair of vertically arranged double hinge ear interfaces at the movable end of the telescopic section to add a degree of freedom of rotation around the vertical direction (Z-axis) in the XY plane to the front and rear vehicle connection device; enabling the front and rear vehicle bodies to passively adapt to the changes in the orientation of the front and rear vehicle bodies through the degree of freedom of rotation around the vertical direction (Z-axis) in the XY plane of the front and rear vehicle connection device even when they are not in a straight line along the length axis direction (Y-axis) or have a torsional angle in the XY plane, without generating additional torques between the components in the connection device, reducing the risk of damage to the connection device and the difficulty of coordinated operation of the two vehicle operators.
Claims
1. An adapter frame and a front and rear vehicle connection device, characterized in that: It includes a connecting device (2), and the connecting device (2) includes a transfer frame (21), a telescopic section (22) and a truss arm (23) which are sequentially connected by a pin shaft; the telescopic section (22) includes a movable end (221) and a fixed end (222), the movable end (221) is connected to the transfer frame (21), and the fixed end (222) is connected to the truss arm (23).
2. The adapter bracket and the front-rear vehicle connection device according to claim 1, wherein: The described connecting device (2) connects the front vehicle (1) and the rear vehicle (3) of the crawler crane.
3. The adapter bracket and the front-rear vehicle connection device according to claim 2, characterized in that: The rear vehicle (3) is connected to the transfer frame (21), and the front vehicle (1) is connected to the truss arm (23).
4. The adapter bracket and the front-rear vehicle connection device according to claim 1, characterized in that: The transfer frame (21) is a truss-like octahedron structure, with a pair of coaxial hinge ears arranged at the front and rear ends respectively. The axis of the front hinge ear is vertical, and the axis of the rear hinge ear is horizontal.
5. The adapter bracket and the front-rear vehicle connection device according to claim 4, characterized in that: The movable end (221) of the telescopic section (22) is a polyhedron box structure, with a long cylindrical through hole arranged in the middle. A group of coaxial hinge ears are arranged at one end and connected to the front hinge ears of the transfer frame (21), forming a rotational degree of freedom around the axis of the connecting hinge ears.
6. The adapter frame and the front-rear vehicle connection device according to claim 5, characterized in that: The fixed end (222) of the telescopic section (22) is a polyhedron box structure. A long cylindrical structure extends out at one end to cooperate with the long cylindrical through hole of the movable end (221), forming a sliding degree of freedom along the axis of the cylinder and a rotational degree of freedom around the axis of the cylinder. Four connecting hinge ears are arranged at the other end.
7. The adapter bracket and the front and rear vehicle connection device according to claim 6, characterized in that: The truss arm (23) is a truss-like nonahedron structure. Four connecting hinge ears are arranged at one end and connected to the four hinge ears of the fixed end of the telescopic section. Coaxial double hinge ears are arranged at the other end and connected to the hinge ears at the tail of the turntable, and the axis is parallel to the axis of the double hinge ears at the rear end of the transfer frame.