A tool car for debugging a flat plate wrecker

Abstract

The utility model discloses a tool car for flat plate wrecker debugging belongs to engineering machinery test technical field. The tool car includes frame main body, walking device and towing device. The frame main body is provided with main counterweight placement structure and independent secondary counterweight placement structure, is used for stable placement main counterweight and adjustment counterweight respectively. The main counterweight placement structure is specifically counterweight placement frame, and it is separated through vertical frame, front limiting frame and rear limiting frame and is used for limiting the first placement area of square counterweight block and is used for limiting the second placement area of circular counterweight block, and combines the reinforcing inclined beam and ensures the structure stable. Walking device adopts the solid tire tool car walking wheel with unified installation interface, and is convenient to replace. The towing device is the towing lug board set up in the front and rear end surface of frame. The utility model passes through the modularization design, and effectively solved the safety of traditional debugging method, and the working condition is not complete and the problem of low efficiency.

Description

Technical Field

[0001] This utility model relates to the field of tooling vehicle technology, specifically to a tooling vehicle used for debugging a flatbed clearing vehicle. Background Technology

[0002] As a key piece of equipment for roadside assistance, flatbed tow trucks must undergo rigorous testing to verify their specialized performance, hydraulic sealing, and overall stability. This testing includes various complex conditions such as no-load, rated load, overload dynamic load, and overload static load lifting and back-loading. Currently, the main methods for applying loads during these tests have significant drawbacks. Firstly, directly stacking square or round counterweights or using temporary structures with front outriggers poses safety risks due to counterweight swaying and overturning, and cannot safely and effectively simulate critical conditions such as back-loading tests, full-retraction lifting tests, and towing reliability tests. Secondly, using another chassis vehicle for back-loading tests lacks a dedicated counterweight area, making precise control and measurement of the loaded weight difficult, resulting in inaccurate test data. Furthermore, the preparation and operation processes are cumbersome and inefficient. Thirdly, using scrapped cars as loads is problematic, as their maximum mass is often lower than the required overload capacity, failing to meet the extreme testing requirements of the debugging outline. Additionally, the inconsistent structural strength of these vehicles poses safety hazards. These traditional methods generally suffer from poor safety, incomplete coverage of working conditions, low load accuracy, and low efficiency, which seriously restrict the debugging quality and development efficiency of clearing vehicle products. Therefore, there is an urgent need for a special debugging tool that can simulate real vehicle loads, ensure safety and stability, and flexibly adapt to various test conditions. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the above-mentioned technical defects and provide a tooling vehicle for debugging a flatbed clearing vehicle, including:

[0004] The frame body is provided with a main counterweight placement structure and a secondary counterweight placement structure, which are used to place the main counterweight and the adjustment counterweight, respectively.

[0005] A traveling device is installed below the main body of the vehicle frame for moving the tooling vehicle;

[0006] A traction device, located at the end of the main body of the frame, is used for towing the tooling vehicle;

[0007] The main counterweight placement structure includes at least one first placement area for placing square counterweights and at least one second placement area for placing round counterweights. The partitioned design achieves a stable combination and anti-shaking of the counterweights. The secondary counterweight placement structure is set independently of the main counterweight placement structure and is used to supplement and adjust the counterweights.

[0008] As a preferred embodiment of this application, the frame body includes a frame crossbeam, a frame main beam, and a frame wheel axle; the frame main beam is disposed on the end face of the frame crossbeam, the frame wheel axle is disposed below the frame main beam, and the frame main beam extends to the outside of the frame wheel axle, and a frame crossbeam is disposed outside the frame wheel axle to expand the support area.

[0009] As a preferred embodiment of this application, the main counterweight placement structure is a counterweight placement frame, which is located at the upper center of the main body of the vehicle frame; the secondary counterweight placement structure is a counterweight placement frame, which is located at one middle end of the main body of the vehicle frame.

[0010] As a preferred embodiment of this application, the counterweight placement frame includes an upright frame, a front limiting frame, and a rear limiting frame; the first placement area is formed between the front limiting frame and the upright frame for limiting a square counterweight; the second placement area is formed between the rear limiting frame and the upright frame for limiting a circular counterweight.

[0011] As a preferred embodiment of this application, both the front limiting frame and the rear limiting frame include two opposing columns. The bottom of the columns is fixedly connected to the main beam of the vehicle frame, and a first reinforcing diagonal beam is provided between the side of the columns and the main beam of the vehicle frame to enhance structural stability.

[0012] As a preferred embodiment of this application, the upright frame includes an H-shaped frame disposed opposite to the two main beams of the vehicle frame, the two ends of the H-shaped frame forming a clamping structure with the uprights of the front and rear limiting frames; and a second reinforcing diagonal beam connected to the main beams of the vehicle frame is provided below the H-shaped frame.

[0013] As a preferred embodiment of this application, the traveling device includes tooling vehicle traveling wheels, which are mounted on both ends of the frame wheel axle, and the tires of the tooling vehicle traveling wheels are solid tires.

[0014] As a preferred embodiment of this application, the tooling vehicle's wheels and the main frame have a unified installation interface, so that different specifications of tooling vehicle wheels can be replaced and installed according to the test conditions.

[0015] As a preferred embodiment of this application, the traction device is provided on both the front and rear end faces of the vehicle frame body, and the traction device is a traction lug.

[0016] The core advantage of the commissioning fixture provided in this application lies in its modular and standardized design, which comprehensively solves the drawbacks of traditional loading methods. Specifically, the main counterweight placement structure (counterweight placement frame) and secondary counterweight placement structure (counterweight placement frame) on its main frame achieve stability and zoned positioning of standard counterweight blocks such as square and round ones. Combined with reinforced inclined beams and other structures, it fundamentally eliminates the risk of counterweight swaying, ensuring safety and load accuracy under overload conditions. This design allows the fixture to safely simulate all key commissioning conditions such as back-load tests and towing, with coverage far exceeding traditional methods. Meanwhile, the standardized installation interface of the walking device facilitates wheel replacement, and the front and rear positioning of the traction device facilitates bidirectional traction, greatly improving the adaptability and operational efficiency for commissioning different models of wreckers, making it a safe, precise, and efficient multi-functional universal commissioning platform. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of a tooling vehicle used for debugging a flatbed clearing vehicle according to this application;

[0018] Figure 2 This is a schematic diagram of the usage status of a tooling vehicle used for debugging a flatbed clearing vehicle according to this application;

[0019] As shown in the figure: 1. Main frame, 11. Frame crossbeam, 12. Frame main beam, 121. H-frame, 122. Second reinforcing diagonal beam, 13. Frame wheel axle, 2. Tooling vehicle travel wheel, 3. Traction device, 4. Counterweight placement frame, 41. Vertical frame, 42. Front limit frame, 43. Rear limit frame, 44. Column, 45. First reinforcing diagonal beam, 5. Counterweight placement frame, 6. Circular counterweight block, 7. Square counterweight block, 8. Adjustable counterweight block. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings.

[0021] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals.

[0022] It should be noted that the terms “front,” “back,” “left,” “right,” “up,” and “down” used in the following description refer to the directions shown in the attached diagram, while the terms “inside” and “outside” refer to the directions toward or away from the geometric center of a specific component, respectively.

[0023] To make the content of this utility model easier to understand, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.

[0024] Reference Appendix Figure 1 -Appendix Figure 2The debugging tooling vehicle provided in this application comprises a load-bearing main structure, a walking system, and necessary connecting and counterweight components. Specifically, the tooling vehicle includes a frame body 1, a walking device, and a traction device 3.

[0025] The chassis body 1, serving as the basic frame of the entire tooling vehicle, plays a crucial role in bearing and distributing all counterweight loads. To achieve modular, precise, and safe placement of the counterweights, the chassis body 1 is specifically equipped with a main counterweight placement structure and a secondary counterweight placement structure. The main counterweight placement structure bears the primary mass required for the test, while the secondary counterweight placement structure is independently designed to hold additional adjusting counterweights 8, thereby enabling fine-tuning of the total load to meet the load accuracy requirements of different test conditions. This partitioned design avoids the haphazard stacking of counterweights, greatly improving stability and safety.

[0026] The walking device is located below the main frame 1. Its function is to support the entire tooling vehicle and enable it to move flexibly, facilitating transfer between different test sites or docking with a recovery vehicle. The traction device 3 is located at the end of the main frame 1, and is usually a sturdy traction point, making it easy to be towed by a recovery vehicle or other traction equipment.

[0027] A key improvement of this invention lies in the specific design of the main counterweight placement structure. This structure includes at least one first placement area for placing square counterweights 7 and at least one second placement area for placing round counterweights 6. This partitioned design allows for the stable combination and fixation of standard counterweights of different shapes and specifications, effectively preventing the counterweights from shaking or shifting during transportation or testing, thus ensuring the stability and reliability of the loaded load.

[0028] Furthermore, the specific structure of the frame body 1 can be composed of a frame crossbeam 11, a frame main beam 12, and a frame wheel axle 13. The frame main beam 12, as the main longitudinal load-bearing component, is located on the end face of the frame crossbeam 11. The frame wheel axle 13 is installed below the frame main beam 12 and is used to install the running gear. A preferred design is that the frame main beam 12 extends rearward beyond the frame wheel axle 13 by a certain distance, and another frame crossbeam 11 is provided at its extended end. This design expands the support area at the rear of the frame, increases the longitudinal stability of the workpiece vehicle under conditions such as back-load tests, and prevents nose-up.

[0029] More specifically, the main counterweight placement structure can be embodied as a robust counterweight placement frame 4, which is located in the central area above the main frame 1 to ensure that the load center of gravity is located near the center of the vehicle. The secondary counterweight placement structure can be designed as a counterweight placement frame 5, located in the middle or at one end of the main frame 1, for flexible placement and adjustment of the counterweight.

[0030] To effectively limit the movement of square and round counterweights, the counterweight placement frame 4 may include a neutral upright frame 41, a front limiting frame 42, and a rear limiting frame 43. The space between the front limiting frame 42 and the upright frame 41 constitutes the first placement area, whose shape and size are precisely designed to accommodate and limit the square counterweight 7. Correspondingly, the space between the rear limiting frame 43 and the upright frame 41 constitutes the second placement area, specifically for limiting the round counterweight 6. This segmented design ensures that each counterweight is properly positioned without interference, resulting in extremely high stability.

[0031] To enhance the structural rigidity of the entire counterweight placement frame, both the front limiting frame 42 and the rear limiting frame 43 can be designed to include two opposing columns 44. The bottoms of these columns 44 are firmly welded to the main beam 12 of the vehicle frame. More importantly, a first reinforcing diagonal beam 45 is also provided between the side of each column 44 and the main beam 12 of the vehicle frame. This diagonal support structure can effectively resist the lateral forces and torsional forces generated by the counterweight load and vehicle movement, significantly enhancing the stability and safety of the structure.

[0032] Regarding the upright frame 41, a preferred embodiment is to design it as an H-shaped frame 121 mounted opposite each other on the two main frame beams 12. The two ends of the H-shaped frame 121 are respectively close to the uprights 44 of the front limiting frame 42 and the rear limiting frame 43, forming a clamping structure to further constrain the forward and backward movement of the counterweight. Simultaneously, a second reinforcing diagonal beam 122 connected to the main frame beam 12 is also provided below the H-shaped frame 121, providing additional vertical support and bending strength for the upright frame.

[0033] The traveling device can be specifically defined as tooling vehicle traveling wheels 2 installed at both ends of the wheel axle 13 of the frame. Considering the possible crushing and long-term static placement during the commissioning process, the tires of the tooling vehicle traveling wheels 2 are preferably solid tires to avoid the risks caused by pneumatic tires due to tire blowouts or slow air leakage.

[0034] To improve the adaptability of the tooling vehicle to different operating conditions, the tooling vehicle's running wheels 2 and the frame body 1 (specifically, the frame wheel axle 13) can be designed with a unified mounting interface (e.g., through a standardized flange or bolt connection). This allows for the quick replacement of tooling vehicle running wheels 2 of different specifications (such as different diameters or widths) according to different test conditions, for example, replacing them with tires with higher load-bearing capacity or wider treads during towing reliability tests.

[0035] Furthermore, to facilitate bidirectional traction, the traction device 3 can be installed on both the front and rear end faces of the frame body 1. The traction device 3 can be specifically embodied as a robust traction lug, which has a simple structure and high reliability.

[0036] The working principle and beneficial effects of this utility model are as follows:

[0037] During the debugging of the recovery vehicle, the test personnel, according to the load requirements of the test outline, first calculated and placed a sufficient number of square counterweights 7 and round counterweights 6 on the main counterweight placement frame 4 of the tooling vehicle as the basic load. If necessary, adjusting counterweights 8 can be added inside the counterweight placement frame 5 for precise balancing. Then, the recovery vehicle docks with the tooling vehicle through its flatbed or lifting mechanism and is fixed using the traction device 3. Subsequently, various tests can be carried out: for example, in no-load, rated load, and overload dynamic load tests, the tooling vehicle can provide stable and accurate loads; in overload static load lifting or back-load tests, its robust frame and reasonable counterweight layout can ensure the stability and safety of the load; especially in the back-load test, the rear extension structure of the frame provides additional stability. Due to the use of standard counterweights and reasonable layout, the load parameters are accurate, solving the problems of inaccurate weight and poor safety caused by using scrapped cars or temporary counterweights. The unified wheel interface design also meets the adaptability requirements of different tests for chassis height. In summary, this tooling vehicle has a scientific structure, is safe and reliable, and is applicable to a wide range of working conditions, greatly improving the debugging efficiency, accuracy, and safety of flatbed wreckers.

[0038] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A tooling vehicle for debugging a flatbed tow truck, characterized in that, include: The frame body (1) is provided with a main counterweight placement structure and a secondary counterweight placement structure, which are used to place the main counterweight and the adjustment counterweight, respectively. A walking device is installed below the main body of the frame (1) for moving the tooling vehicle; A traction device (3) is provided at the end of the frame body (1) for traction of the tooling vehicle; The main counterweight placement structure includes at least one first placement area for placing a square counterweight (7) and at least one second placement area for placing a round counterweight (6). The partitioned design achieves stable combination and anti-shaking of the counterweights. The secondary counterweight placement structure is set independently of the main counterweight placement structure and is used to supplement and adjust the counterweight (8).

2. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 1, characterized in that, The frame body (1) includes a frame crossbeam (11), a frame main beam (12), and a frame wheel axle (13); the frame main beam (12) is located on the end face of the frame crossbeam (11), the frame wheel axle (13) is located below the frame main beam (12), and the frame main beam (12) extends to the outside of the frame wheel axle (13). The frame crossbeam (11) is provided outside the frame wheel axle (13) to expand the support area.

3. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 2, characterized in that, The main counterweight placement structure is a counterweight placement frame (4), which is located in the middle of the upper part of the frame body (1); the secondary counterweight placement structure is a counterweight placement frame (5), which is located at one middle end of the frame body (1).

4. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 3, characterized in that, The counterweight placement frame (4) includes a vertical frame (41), a front limiting frame (42), and a rear limiting frame (43); the first placement area is formed between the front limiting frame (42) and the vertical frame (41) for limiting the square counterweight block (7); the second placement area is formed between the rear limiting frame (43) and the vertical frame (41) for limiting the round counterweight block (6).

5. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 4, characterized in that, Both the front limiting frame (42) and the rear limiting frame (43) include two opposing columns (44). The bottom of the column (44) is fixedly connected to the main beam of the frame (12), and a first reinforcing diagonal beam (45) is provided between the side of the column (44) and the main beam of the frame (12) to enhance structural stability.

6. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 5, characterized in that, The upright frame (41) includes an H-shaped frame (121) that is disposed opposite to the two main beams (12) of the frame. The two ends of the H-shaped frame (121) form a clamping structure with the uprights (44) of the front limiting frame (42) and the rear limiting frame (43). A second reinforcing diagonal beam (122) connected to the main beam (12) of the frame is provided below the H-shaped frame (121).

7. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 1, characterized in that, The walking device includes tool vehicle walking wheels (2), which are installed at both ends of the frame wheel axle (13), and the tires of the tool vehicle walking wheels (2) are solid tires.

8. The tooling vehicle for debugging a flatbed clearing vehicle according to claim 7, characterized in that, The tooling vehicle's traveling wheels (2) and the frame body (1) have a unified installation interface, so that different specifications of tooling vehicle traveling wheels (2) can be replaced and installed according to the test conditions.

9. The tooling vehicle for debugging a flatbed tow truck according to claim 1, characterized in that, The traction device (3) is provided on both the front and rear end faces of the frame body (1), and the traction device (3) is a traction lug.

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