Crawler belt anti-falling detection device and engineering machinery

Abstract

The utility model relates to engineering machinery technical field discloses caterpillar band anti -drop detection device and engineering machinery, set up in the machine body of engineering machinery and with the bottom inner side of caterpillar band opposite setting, include: base, detection subassembly, movably set up in base, height adjusting mechanism, set up in base and with detection subassembly transmission connection, to adjust detection subassembly with caterpillar band relative height. The utility model when needs to check caterpillar band tightness, the driver utilizes the excavator support, lifts up one side caterpillar band, caterpillar band is in the slack state at this moment, will occur natural droop, through detection subassembly detects the distance of caterpillar band bottom inner side, when distance is too big, explain that caterpillar band is too loose, and the staff can tighten maintenance to caterpillar band, avoid caterpillar band to occur to loosen and influence caterpillar band normal use, and, the driver need not get off the car and can check caterpillar band tightness quickly, and detection mode is simple, convenient, fast, reliable.

Description

Technical Field

[0001] This utility model relates to the field of engineering machinery technology, specifically to a track anti-derailment detection device and engineering machinery. Background Technology

[0002] Tracked construction machinery refers to construction machinery that moves on roads via tracks, such as tracked excavators. Excavators, also known as diggers, are earthmoving machines that use a bucket to excavate materials above or below the machine's bearing surface and load them into transport vehicles or unload them at a stockpile. They are one of the most important pieces of machinery in modern engineering construction, widely used in bridges, roads, building construction, water conservancy projects, ports, and other construction projects. During long-term use, the tracks of tracked excavators can easily become loose, leading to reduced construction efficiency. In related technologies, operators need to rely on experience to judge whether the tracks are too loose and must dismount to inspect them, a rather cumbersome process. Utility Model Content

[0003] In view of this, the present invention provides a track anti-loosening detection device and engineering machinery to solve the problem that in related technologies, operators rely on experience to judge whether the track is too loose and need to get off the vehicle to check, which is a cumbersome inspection process.

[0004] In a first aspect, this utility model provides a track anti-derailment detection device, which is installed on the body of an engineering machinery and is positioned opposite to the bottom inner side of the track, comprising: a base; a detection component movably installed on the base; and a height adjustment mechanism installed on the base and connected to the detection component for transmission, so as to adjust the relative height between the detection component and the track.

[0005] Beneficial Effects: The track anti-derailment detection device is mounted on the body of construction machinery using a base, allowing the detection component to be positioned relative to the inner bottom surface of the track. When checking track tension, the operator uses the bucket support to lift one side of the track. At this point, the track is in a slack state and will naturally sag. The detection component measures the distance between the inner bottom surface of the track. If the distance is too large, it indicates the track is too loose, and the operator can tighten it to prevent it from slipping off and affecting normal operation. Furthermore, the operator can quickly check track tension without leaving the vehicle; the detection method is simple, convenient, fast, and reliable. Additionally, the height adjustment mechanism allows for adjustment of the relative height between the detection component and the track, ensuring the detection component is in an appropriate initial position. This allows the track anti-derailment detection device to adapt to different track tension requirements under various operating conditions.

[0006] In one optional embodiment, the height adjustment mechanism includes a drive structure, a lead screw, and a slider. The lead screw is rotatably connected to the base, the drive structure is adapted to drive the lead screw to rotate, the slider is threadedly connected to the lead screw, and the detection component is disposed on the slider.

[0007] Beneficial effects: By using a drive structure to drive the lead screw to rotate, the slider moves along the lead screw under the action of the thread between the lead screw and the slider, which drives the detection component to move synchronously. This allows for adjustment of the height position of the detection component. The overall structure is simple and easy to operate.

[0008] In one optional embodiment, the drive structure includes a worm gear and a worm, the worm gear being coaxially connected to the lead screw, and the worm engaging with the worm gear.

[0009] Beneficial effect: By rotating the worm, the meshing worm wheel rotates, which in turn drives the coaxially connected lead screw to rotate, making it easier to drive the lead screw.

[0010] In one optional embodiment, the track anti-derailment detection device further includes a buffer mechanism disposed between the slider and the detection component.

[0011] Beneficial effects: By setting up a buffer mechanism, the detection components can be damped and buffered during the operation of engineering machinery, ensuring the service life and stability of the detection components.

[0012] In one optional embodiment, the buffer mechanism includes a damping structure and a reset structure, both of which are connected between the slider and the detection component.

[0013] Beneficial effects: By setting up a vibration damping structure, the vibration of the detection component can be reduced, and the service life of the detection component can be extended. By setting up a reset structure, the detection component can return to its initial position after vibration, ensuring the accuracy of the detection results.

[0014] In one optional embodiment, the vibration reduction structure includes a damping element and a first connecting element, the damping element being connected to the slider, one end of the first connecting element being connected to the damping element, and the other end of the first connecting element being connected to the detection component.

[0015] In one optional embodiment, the reset structure includes a mounting shell, an elastic element, and a second connector. The mounting shell is connected to the slider, the elastic element is disposed inside the mounting shell, one end of the second connector extends into the mounting shell and is connected to the elastic element, and the other end of the second connector is located outside the mounting shell and is connected to the detection component.

[0016] In one optional embodiment, the detection component includes a mounting plate, a distance detection unit, and an alarm unit, wherein the distance detection unit and the alarm unit are both disposed on the mounting plate and are electrically connected.

[0017] Beneficial effects: By using a distance detection unit to detect the distance to the inner side of the track bottom, when the detected distance is too large, it indicates that the track is too loose, and the alarm unit will sound an alarm to remind the driver to pay attention, which is more intuitive and clear.

[0018] In one optional embodiment, a mounting ear is connected to the base, and the mounting ear has a mounting hole.

[0019] Beneficial effects: By using fasteners and mounting holes, the mounting ears can be fixed to the body of the construction machinery, which facilitates the installation of the track anti-derailment detection device and the machine body, as well as subsequent disassembly and maintenance.

[0020] Secondly, this utility model also provides an engineering machine, including: a body; a track rotatably disposed on the body; and the aforementioned track anti-derailment detection device disposed on the body and opposite to the bottom inner side of the track. Attached Figure Description

[0021] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the overall structure of a track anti-derailment detection device according to an embodiment of the present utility model;

[0023] Figure 2 for Figure 1 The diagram shows a partial structural schematic of the track anti-derailment detection device.

[0024] Figure 3 for Figure 1 A partial structural diagram of the reset structure;

[0025] Figure 4 This is a structural schematic diagram of an engineering machine according to an embodiment of the present utility model.

[0026] Explanation of reference numerals in the attached figures:

[0027] 1. Base; 11. Top plate; 12. Bottom plate; 13. Side plate; 14. Rear guard plate; 15. Front guard plate; 2. Detection assembly; 21. Mounting plate; 22. Distance detection unit; 23. Alarm unit; 3. Height adjustment mechanism; 31. Drive structure; 311. Worm gear; 312. Worm; 313. Knob; 32. Lead screw; 33. Slider; 4. Buffer mechanism; 41. Vibration reduction structure; 411. Damping component; 412. First connecting component; 42. Reset structure; 421. Mounting shell; 422. Elastic component; 423. Second connecting component; 4231. Connecting block; 4232. Sliding column; 4233. Connecting rod; 5. Mounting ear; 51. Mounting hole; 52. First ear plate; 53. Second ear plate; 10. Track anti-derailment detection device; 20. Body; 30. Track. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0029] The following is combined Figures 1 to 4 The following describes embodiments of the present invention.

[0030] According to an embodiment of the present invention, a track anti-derailment detection device 10 is provided, which is disposed on the body 20 of an engineering machinery and is disposed opposite to the bottom inner side of the track 30. The device includes: a base 1; a detection component 2, which is movably disposed on the base 1; and a height adjustment mechanism 3, which is disposed on the base 1 and is connected to the detection component 2 for transmission, so as to adjust the relative height between the detection component 2 and the track 30.

[0031] The track anti-derailment detection device 10 of this embodiment is installed on the body 20 of the construction machinery using the base 1, and the detection component 2 and the bottom inner side of the track 30 are positioned relative to each other. When it is necessary to check the tightness of the track 30, the operator uses the bucket support to lift one side of the track 30. At this time, the track 30 is in a loose state and will sag naturally. The detection component 2 detects the distance between the bottom inner side of the track 30. If the distance is too large, it indicates that the track 30 is too loose, and the operator can tighten the track 30 to prevent it from becoming loose and affecting its normal use. Moreover, the operator can quickly check the tightness of the track 30 without getting off the vehicle. The detection method is simple, convenient, fast, and reliable. In addition, the height adjustment mechanism 3 can adjust the relative height between the detection component 2 and the track 30, so that the detection component 2 is in an appropriate initial position, thereby enabling the track anti-derailment detection device 10 to adapt to different tightness requirements under various working conditions.

[0032] It is worth noting that in related technologies, the excavator includes a support frame, with drive wheels and idler wheels respectively located at both ends of the support frame. The track 30 is wound around the drive wheels and idler wheels. An abutment plate is installed on the support frame, located below the top of the track 30, i.e., the abutment plate is positioned opposite the inner top surface of the track 30. When the track 30 is in normal use, there is a gap between the track 30 and the abutment plate. When the track 30 becomes loose, the distance between the track 30 and the abutment plate decreases, triggering an alarm. This allows operators to promptly ascertain the tightness of the track 30, improving the convenience of observing its tightness. However, the detection position of the abutment plate is at the top of the track 30. In mining conditions, due to uneven ground, the track 30 in contact with the ground cannot be laid flat, leading to inaccurate detection values. In this embodiment, the tightness of the track 30 is determined by detecting the distance between the detection component 2 and the bottom of the track 30 in a loose state, resulting in more accurate detection results.

[0033] Specifically, in one embodiment, such as Figure 1 and Figure 2 As shown, the height adjustment mechanism 3 includes a drive structure 31, a lead screw 32, and a slider 33. The lead screw 32 is rotatably connected to the base 1. The drive structure 31 is adapted to drive the lead screw 32 to rotate. The slider 33 is threadedly connected to the lead screw 32, and the detection component 2 is disposed on the slider 33. By using the drive structure 31 to drive the lead screw 32 to rotate, the slider 33 moves along the lead screw 32 under the thread action between the lead screw 32 and the slider 33, driving the detection component 2 to move synchronously. This allows for adjustment of the height position of the detection component 2. The overall structure is simple and easy to operate.

[0034] Furthermore, in one embodiment, such as Figure 2As shown, the drive structure 31 includes a worm gear 311 and a worm 312. The worm gear 311 is coaxially connected to the lead screw 32, and the worm 312 is meshed with the worm gear 311. By rotating the worm 312, the meshing worm gear 311 is rotated, thereby driving the coaxially connected lead screw 32 to rotate, which facilitates driving the lead screw 32.

[0035] It is worth noting that, in this embodiment, as Figure 1 As shown, the base 1 includes a top plate 11 and a bottom plate 12 arranged at intervals, and two side plates 13 connected between the top plate 11 and the bottom plate 12 and arranged at intervals. The two ends of the lead screw 32 are rotatably connected to the top plate 11 and the bottom plate 12, respectively, and the two sides of the slider 33 are slidably connected to the two side plates 13, respectively. Furthermore, the base 1 also includes a rear guard plate 14, which is connected to the surfaces of the top plate 11, the bottom plate 12, and the two side plates 13 on the same side. The slider 33 is slidably connected to the other opposite surface of the two side plates 13.

[0036] In one embodiment, such as Figure 1 As shown, the base 1 also includes a front guard plate 15, which is disposed on the same side as the slider 33 and connected to the top plate 11 and the two side plates 13. The front guard plate 15 is disposed opposite to the worm gear 311 to shield and protect the meshing position of the worm gear 311 and the worm 312. The end of the worm 312 passes through the front guard plate 15 and is connected to a knob 313 to facilitate rotation of the worm 312. Therefore, by rotating the knob 313, the worm 312 is rotated, which in turn rotates the worm gear 311 meshing with it, thereby causing the lead screw 32 to rotate. Under the action of the thread between the lead screw 32 and the slider 33, the slider 33 moves up and down. The slider 33 drives the detection component 2 to move synchronously to adjust the height position of the detection component 2.

[0037] In one embodiment, such as Figure 1 and Figure 2 As shown, the track anti-derailment detection device 10 also includes a buffer mechanism 4, which is disposed between the slider 33 and the detection component 2. By setting the buffer mechanism 4, vibration damping can be provided to the detection component 2 during the operation of the construction machinery, ensuring the service life and stability of the detection component 2.

[0038] It is worth noting that in related technologies, the detection device and the body 20 are usually rigidly connected, which affects the service life of the detection device.

[0039] It should be noted that when the slider 33 moves along the lead screw 32, it drives the buffer mechanism 4 and the detection component 2 to move synchronously.

[0040] Specifically, in one embodiment, such as Figure 1As shown, the buffer mechanism 4 includes a vibration damping structure 41 and a reset structure 42, both of which are connected between the slider 33 and the detection component 2. By setting the vibration damping structure 41, the vibration of the detection component 2 can be reduced, extending the service life of the detection component 2. By setting the reset structure 42, the detection component 2 can return to its initial position after vibration, ensuring the accuracy of the detection results.

[0041] Furthermore, in one embodiment, such as Figure 2 As shown, the vibration reduction structure 41 includes a damping element 411 and a first connecting element 412. The damping element 411 is connected to the slider 33, one end of the first connecting element 412 is connected to the damping element 411, and the other end of the first connecting element 412 is connected to the detection component 2.

[0042] Furthermore, in one embodiment, such as Figure 2 As shown, the reset structure 42 includes a mounting shell 421, an elastic element 422, and a second connecting element 423. The mounting shell 421 is connected to the slider 33. The elastic element 422 is disposed inside the mounting shell 421. One end of the second connecting element 423 extends into the mounting shell 421 and is connected to the elastic element 422. The other end of the second connecting element 423 is located outside the mounting shell 421 and is connected to the detection component 2.

[0043] In one embodiment, such as Figure 1 As shown, the detection component 2 includes a mounting plate 21, a distance detection unit 22, and an alarm unit 23. Both the distance detection unit 22 and the alarm unit 23 are mounted on the mounting plate 21 and are electrically connected. The distance detection unit 22 detects the distance to the inner side of the bottom of the track 30. When the detected distance is too large, it indicates that the track 30 is too loose, causing the alarm unit 23 to sound an alarm to alert the driver, providing a more intuitive and clear indication.

[0044] Specifically, such as Figure 2 As shown, the damping element 411 is disposed on the side of the slider 33 away from the rear guard plate 14 (that is, the front side of the slider 33), one end of the first connector 412 is connected to the upper end of the damping element 411, and the other end of the first connector 412 is connected to the mounting plate 21.

[0045] Specifically, such as Figure 2As shown, the mounting shell 421 is disposed on the side of the slider 33 opposite to the rear guard plate 14 (i.e., the front side of the slider 33). The lower end of the elastic member 422 is fixedly connected to the bottom inner wall of the mounting shell 421. The second connecting member 423 includes a connecting block 4231, a sliding column 4232 and a connecting rod 4233 connected in sequence. The upper end of the elastic member 422 is connected to the connecting block 4231. The connecting block 4231 is movable in the vertical direction inside the mounting shell 421. The lower end of the sliding column 4232 is located inside the mounting shell 421 and is connected to the side of the connecting block 4231 opposite to the elastic member 422. The upper end of the sliding column 4232 penetrates through the top of the mounting shell 421 to extend to the outside of the mounting shell 421. The sliding column 4232 is slidably connected to the top of the mounting shell 421. One end of the connecting rod 4233 is connected to the upper end of the sliding column 4232, and the other end of the connecting rod 4233 is connected to the mounting plate 21. Therefore, when the track anti-derailment detection device 10 vibrates, the sliding column 4232 moves up and down, causing the elastic element 422 to undergo elastic deformation. Subsequently, under the elastic force of the elastic element 422, the connecting block 4231, the sliding column 4232 and the connecting rod 4233 are reset, thereby resetting the mounting plate 21 and the distance detection unit 22, thus keeping the distance detection unit 22 in its initial position.

[0046] Furthermore, in one embodiment, the elastic element 422 is a spring.

[0047] Furthermore, in one embodiment, the distance detection unit 22 is a ranging sensor.

[0048] Furthermore, in one embodiment, the alarm unit 23 is a buzzer.

[0049] Specifically, in one embodiment, such as Figure 1 As shown, two reset structures 42 are provided, which are laterally positioned on opposite sides of the vibration damping structure 41. Furthermore, the two reset structures 42 are arranged symmetrically with respect to the vibration damping structure 41. This arrangement enables stable support for the detection component 2.

[0050] Of course, in other alternative implementations, the location and number of vibration damping structure 41 and reset structure 42 can be specifically set according to actual needs.

[0051] In one embodiment, such as Figure 1 and Figure 2 As shown, a mounting ear 5 is connected to the base 1, and the mounting ear 5 has a mounting hole 51. By cooperating with the fastener and the mounting hole 51, the mounting ear 5 can be fixed to the body 20 of the construction machinery, which facilitates the installation of the track anti-derailment detection device 10 with the body 20 and subsequent disassembly and maintenance.

[0052] Specifically, in one embodiment, such as Figure 1 and Figure 2 As shown, the mounting ears 5 are connected to the side plates 13, and the mounting ears 5 are connected to the two side plates 13 on opposite sides. Furthermore, each side plate 13 has a number of mounting ears 5 spaced apart. Even further, the mounting ears 5 on the two side plates 13 are arranged one-to-one.

[0053] Of course, in other alternative implementations, the location and number of mounting ears 5 can be set according to actual needs.

[0054] In one embodiment, such as Figure 2 As shown, the mounting ear 5 includes a first ear plate 52 and a second ear plate 53. The first ear plate 52 is fitted and connected to the side plate 13. The second ear plate 53 is set at a predetermined angle (e.g., 90°) to the first ear plate 52 and protrudes from the side plate 13. The mounting hole 51 is opened in the second ear plate 53.

[0055] According to an embodiment of this utility model, another aspect of engineering machinery is also provided; please refer to [link to relevant documentation]. Figure 4 It includes: a body 20; a track 30, which is rotatably mounted on the body 20; and the aforementioned track anti-derailment detection device 10, which is mounted on the body 20 and is positioned opposite to the bottom inner side of the track 30.

[0056] Specifically, in one embodiment, the body 20 includes a chassis, and the base 1 is connected to the side of the bottom plate 12 via mounting ears 5, so that the track anti-derailment detection device 10 is located inside the track 30, and the distance detection unit 22 is arranged opposite to the bottom inner side of the track 30.

[0057] In one embodiment, the construction machinery is a tracked 30-type excavator. Of course, in other alternative embodiments, the construction machinery can also be other tracked 30-type construction machinery, such as a tracked 30-type crane, etc.

[0058] When installing the track anti-derailment detection device 10 of this embodiment, fasteners (e.g., bolts) are passed through the mounting hole 51 and fastened to the predetermined hole position on the excavator chassis, so that the distance detection unit 22 is set opposite to the bottom inner side of the track 30; according to the working conditions of the excavator and the requirements of the track 30 for the tightness, the knob 313 is rotated to move the slider 33 up and down, thereby adjusting the initial position of the distance detection unit 22 so that there is an appropriate height between the distance detection unit 22 and the track 30.

[0059] When checking the tightness of the track 30 using the construction machinery of this embodiment, the operator uses the bucket support to lift one side of the track 30. At this time, the track 30 is in a slack state and will naturally sag. The distance detection unit 22 detects the distance between the track 30 and its inner bottom surface. If the distance is too large, it indicates that the track 30 is too loose. The alarm unit 23 then sounds an alarm to alert the operator, and the track 30 needs to be tightened for maintenance. Therefore, this method facilitates quick checking of the track 30 tightness without the operator needing to get out of the machine, making operation more convenient and preventing the track 30 from becoming loose. Furthermore, during excavator operation, the buffer mechanism 4 dampens the detection component 2, ensuring its service life.

[0060] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A track anti-derailment detection device, disposed on the body (20) of an engineering machinery and positioned opposite to the inner bottom surface of the track (30), characterized in that, include: Base (1); The detection component (2) is movably disposed on the base (1); A height adjustment mechanism (3) is disposed on the base (1) and is connected to the detection component (2) for transmission to adjust the relative height of the detection component (2) and the track (30).

2. The track anti-derailment detection device according to claim 1, characterized in that, The height adjustment mechanism (3) includes a drive structure (31), a lead screw (32) and a slider (33). The lead screw (32) is rotatably connected to the base (1). The drive structure (31) is adapted to drive the lead screw (32) to rotate. The slider (33) is threadedly connected to the lead screw (32). The detection component (2) is disposed on the slider (33).

3. The track anti-derailment detection device according to claim 2, characterized in that, The drive structure (31) includes a worm wheel (311) and a worm (312). The worm wheel (311) is coaxially connected to the lead screw (32), and the worm (312) is meshed with the worm wheel (311).

4. The track anti-derailment detection device according to claim 2 or 3, characterized in that, The track anti-derailment detection device (10) further includes a buffer mechanism (4), which is disposed between the slider (33) and the detection component (2).

5. The track anti-derailment detection device according to claim 4, characterized in that, The buffer mechanism (4) includes a vibration damping structure (41) and a reset structure (42), both of which are connected between the slider (33) and the detection component (2).

6. The track anti-derailment detection device according to claim 5, characterized in that, The vibration reduction structure (41) includes a damping element (411) and a first connecting element (412). The damping element (411) is connected to the slider (33). One end of the first connecting element (412) is connected to the damping element (411), and the other end of the first connecting element (412) is connected to the detection component (2).

7. The track anti-derailment detection device according to claim 5, characterized in that, The reset structure (42) includes a mounting shell (421), an elastic element (422), and a second connector (423). The mounting shell (421) is connected to the slider (33). The elastic element (422) is disposed inside the mounting shell (421). One end of the second connector (423) extends into the mounting shell (421) and is connected to the elastic element (422). The other end of the second connector (423) is located outside the mounting shell (421) and is connected to the detection component (2).

8. The track anti-derailment detection device according to any one of claims 1 to 3, characterized in that, The detection component (2) includes a mounting plate (21), a distance detection unit (22), and an alarm unit (23). The distance detection unit (22) and the alarm unit (23) are both disposed on the mounting plate (21) and are electrically connected.

9. The track anti-derailment detection device according to any one of claims 1 to 3, characterized in that, The base (1) is provided with a mounting ear (5), and the mounting ear (5) has a mounting hole (51).

10. An engineering machinery, characterized in that, include: Body (20); Tracks (30) are rotatably mounted on the body (20); The track anti-derailment detection device (10) according to any one of claims 1 to 9 is disposed on the body (20) and disposed opposite to the bottom inner side of the track (30).

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