Arrangement consisting of a crawler crane and a counterweight carriage and operating procedure for this

Abstract

The invention relates to an arrangement comprising a crawler crane (1) and a counterweight carriage (2) for an additional counterweight (15), wherein the additional counterweight (15) is connected to a superstructure (5) of the crawler crane (1) via a coupling unit (16). This unit consists of a connecting frame (16a) and a coupling frame (16b), the connecting frame (16a) being mounted on the support structure (15a), and the coupling frame (16b) being attached at one end to the superstructure (5) and at the other rear end (16ba) to the connecting frame (16a). To improve this arrangement, it is proposed that the connecting frame (16a) also has a substantially vertical first axis of rotation (Z1). The invention also relates to a method for operating an arrangement consisting of a crawler crane (1) and a counterweight carriage (2) for an additional counterweight (15).

Description

[0001] The invention relates to an arrangement comprising a crawler crane and a counterweight carriage for an additional counterweight, wherein the additional counterweight is connected to the superstructure of the crawler crane via a coupling unit. The invention also relates to a method for operating an arrangement comprising a crawler crane and a counterweight carriage for an additional counterweight, wherein the crawler crane has a crane control system and the counterweight carriage has a counterweight carriage control system.

[0002] German utility model DE 20 2009 011 577 U1 discloses a crawler crane with a movable undercarriage with crawler tracks and a superstructure mounted on the undercarriage that is pivotable about a vertical axis. A boom that can be tilted about a horizontal axis and a derrick boom or counter boom that can also be tilted about a horizontal axis are mounted on the superstructure. The superstructure carries a counterweight, and an additional counterweight is suspended from one end of the counter boom. To allow the crawler crane to be moved or rotated with the additional counterweight when unloaded, the additional counterweight is placed on a movable counterweight carriage. The counterweight carriage is connected to the superstructure via a lattice-mast-like coupling unit and is designed as a standard heavy-duty transport vehicle.The coupling unit is dimensioned in such a way that all occurring lateral forces are absorbed by the coupling unit, since the counter boom is not designed to absorb lateral forces.

[0003] Heavy-duty transport vehicles used as counterweight vehicles are well-known and have proven their worth for decades as transport means for large loads such as bridge elements or parts of oil rigs. A heavy-duty transport vehicle essentially consists of a transport platform and numerous steerable wheels, at least some of which are driven by the vehicle's own independent drive unit. This allows the heavy-duty transport vehicle to move in any direction. It is controlled by manually entering commands into a user interface that is part of the vehicle's control unit.These heavy-duty transport vehicles have their own drive control system, which may be equipped with steering programs that assist the driver, for example, when driving straight ahead, laterally, diagonally, cornering, or turning on the spot. Several heavy-duty transport vehicles can be coupled together and moved jointly, depending on the load being transported.

[0004] Unlike standard heavy-duty transport vehicles, which are independently movable and controllable via their own drive and control unit and can be used for all kinds of transport tasks, counterweight wagons can also be an integral part of the crawler crane. Accordingly, these crawler crane counterweight wagons are individually adapted to the respective crawler crane and primarily utilize the energy and control signals from the crawler crane.

[0005] The subsequently published European patent application EP 4 461 693 A1 describes various embodiments of a crawler crane connected by means of a guide to a ballast wagon designed as a heavy-load transport device, which carries a ballast weight. The crane's control system is connected via a control link to a drive control system of the heavy-load transport device, which controls or regulates the crane based on a force detected by a measuring device. The guide connecting the crawler crane and the heavy-load transport device is designed as a lattice mast structure. In one embodiment, a slewing ring and a sliding carriage are provided between the guide and the ballast weight, which rests on the heavy-load transport device. These carriages allow movement of the ballast plate relative to the guide.

[0006] Further European patent application EP 3 925 924 A1 discloses a crawler crane connected to a self-propelled ballast wagon by means of a connecting beam. The connecting beam comprises a connecting tube body with connecting sections and a carriage. The connecting tube body is attached to the superstructure of the crawler crane by means of the connecting sections, the carriage being rotatable about a pivot axis extending vertically relative to the ballast wagon and also movable in a longitudinal direction relative to the connecting sections, in accordance with the movement of the self-propelled ballast wagon.

[0007] According to German utility model DE 20 2009 011 577 U1, the drive control of the heavy-load transport vehicle is influenced by the movement of the crawler crane. The basic movements of the crawler crane consist, on the one hand, of rotating the superstructure and, on the other hand, of towing, in which the heavy-load transport vehicle follows the crawler crane. In one embodiment, the heavy-load transport vehicle has an auxiliary control system that automatically determines a corresponding steering center when the crawler crane rotates and automatically generates steering, acceleration, and / or deceleration commands during towing. In another embodiment without an automatically operating auxiliary control system, it is intended to ensure that the heavy-load transport vehicle and the crawler crane are stopped if a steering error of the heavy-load transport vehicle leads to an undesired force being applied to the coupling unit.For this purpose, signals from sensors in the coupling unit are evaluated. After stopping, the heavy transport vehicle can be moved to a desired position using manual controls, and then the crawler crane can resume operation.

[0008] Furthermore, another modular counterweight carriage for large cranes is known from German patent application DE 10 2006 010 488 A1. The counterweight carriage is connected to the superstructure of the large crane via a connecting rod. The counterweight is divided into a movable counterweight and a fixed counterweight. The movable counterweight consists of several stacks of weight plates on a platform of the counterweight carriage. The fixed counterweight also consists of several stacks of weight plates on a pallet. During operation, the movable and fixed counterweights are suspended from the large crane by a spreader beam. For this purpose, chains are arranged between the platform of the counterweight carriage and the spreader beam, and rods are arranged between the spreader beam and the pallets of the fixed counterweights.

[0009] Starting from this, the present invention aims to improve an arrangement consisting of a crawler crane and a counterweight carriage for an additional counterweight and a method for operating this arrangement.

[0010] This problem is solved by an arrangement comprising a crawler crane and a counterweight carriage for an additional counterweight, having the features of claim 1, and a method for operating this arrangement, having the features of claim 26. Advantageous embodiments of the invention are specified in the dependent claims.

[0011] According to the invention, in an arrangement consisting of a crawler crane and a counterweight carriage for an additional counterweight, wherein the additional counterweight is connected to a superstructure of the crawler crane via a coupling unit, the coupling unit consisting of a connecting frame and a coupling frame, the connecting frame being attached to a support device of the additional counterweight, the coupling frame being attached at one end to the superstructure and at another rear end to the connecting frame, an improvement of the arrangement is achieved by the connecting frame having a substantially vertical first axis of rotation about which the coupling frame is pivotable.

[0012] In connection with the present invention, the term "counterweight wagon" refers, on the one hand, to crawler crane counterweight wagons individually adapted by a crane manufacturer to the respective crawler crane, and on the other hand, to standard heavy-duty transport vehicles that can be driven and controlled independently via their own drive and control unit and are suitable for transport tasks of all kinds. The crawler crane counterweight wagons primarily utilize energy and control signals from the crawler crane and are an integral part of the crawler crane.

[0013] In a specific configuration, the counterweight wagon is provided for by at least one standard heavy-duty transport vehicle. If a crane operator already has heavy-duty transport vehicles available for other transport tasks, the purchase of a crawler crane counterweight wagon can be waived.

[0014] From a constructively advantageous point of view, it is provided that the additional counterweight consists of a support device and additional counterweight plates stacked on it, and that the coupling unit is attached directly to the support device.

[0015] In a further structurally advantageous respect, the coupling unit consists of a connecting frame and a coupling frame. The connecting frame is mounted on the support structure, and the coupling frame is attached at one end to the superstructure and at the other rear end to the connecting frame. For this purpose, corresponding hinges are arranged in the connecting frame, and the connecting frame as a whole is articulated to the support structure or mounted on the support structure.

[0016] The arrangement is characterized by the fact that the connecting frame has a substantially vertical first axis of rotation about which the coupling frame can pivot, particularly in and against a direction of rotation. The first axis of rotation extends upwards and is vertical on level, horizontal terrain.

[0017] If the counterweight carriage moves ahead or behind the crane, the coupling frame can also pivot around its Z-axis. A first sensor detects any changes in the rotation angle. The sensor signal allows for control of the counterweight carriage, reducing or even eliminating the forward or backward movement and ensuring that the counterweight carriage moves as synchronously as possible with the crane.

[0018] The connecting frame is preferably designed to pivotally connect the coupling frame of the coupling unit to the additional counterweight, in particular the support device. For this purpose, it can have a first transverse axis, a second transverse axis collinear with it, a substantially parallel third transverse axis, and a rotation axis. The second transverse axis preferably extends in a longitudinal direction along the counterweight carriage. Due to their collinear or parallel arrangement with the second transverse axis, the first and third transverse axes also preferably extend in the longitudinal direction along the counterweight carriage. When the arrangement is rotating in a circle, the longitudinal direction of the counterweight carriage is preferably transverse to the longitudinal direction of the crane. On level, horizontal terrain, the transverse axes are also horizontally oriented.

[0019] The connecting frame thus enables all relative movements between the coupling frame and the additional counterweight, particularly the support structure of the additional counterweight, that are necessary during the operation of the crane and counterweight carriage. This allows, in a first embodiment, a rigid connection of the coupling frame to the connecting frame, particularly to a component of the connecting frame, and in a second embodiment, a connection of the coupling frame to the connecting frame that is rigid in the X and Y directions and articulated in the Z direction, particularly to a component of the connecting frame. By detecting the relative movements in the connecting frame, particularly around the axes of the connecting frame, it is therefore possible to deduce the relative movements between the crane and the counterweight carriage, in particular the forward movement, the backward movement, and / or a change in the distance of the counterweight carriage relative to the crane.Due to the relative movements detected in the connecting frame, the counterweight carriage can therefore be controlled or regulated as synchronously as possible with the crane.

[0020] It is preferred that the coupling frame is pivotable about the second transverse axis and, in a second embodiment, rotatable about the first axis of rotation, preferably mounted directly on the connecting frame. Preferably, it is pivotable about the second transverse axis in and against a second pivoting direction, and rotatable about the first axis of rotation in and against a first direction of rotation.

[0021] For this purpose, the connecting frame preferably has a pivoting element that is pivotably mounted about the second transverse axis, with the coupling frame being mounted on the pivoting element. This allows the coupling frame to pivot about the second transverse axis together with the pivoting element.

[0022] Preferably, the connecting frame includes a bearing element. The bearing element can be arranged on or within the pivoting element. Preferably, the bearing element provides the vertical first axis of rotation. In the second embodiment, the coupling frame is preferably attached to the bearing element. It can be rigidly attached to the bearing element, for example, by bolting. This allows the coupling frame, together with the bearing element, to pivot about the vertical first axis of rotation. Alternatively, the coupling frame rotates about the bearing element.

[0023] The coupling frame has a longitudinal extension and is preferably symmetrical about its longitudinal extension. When the coupling frame is mounted on the arrangement of crane and counterweight carriage positioned transversely to the crane, its longitudinal extension runs in the transverse direction of the counterweight carriage. A transverse direction of the coupling frame is oriented transversely to its longitudinal extension.

[0024] The coupling frame preferably has a bearing position located at its rear end. Most preferably, it has exactly one bearing position located centrally at its rear end, particularly in the transverse direction of the coupling frame. Furthermore, it is particularly preferred that the bearing element is located centrally on the pivoting element. It is also particularly preferred that the connecting frame is symmetrical in its surface, particularly with respect to its first axis of rotation. In a particularly preferred embodiment, when the coupling frame is attached to the connecting frame, it is therefore mounted at its exact one bearing position on the bearing element located centrally on the pivoting element. Due to the symmetry of the arrangement, the coupling frame pivots in the same way, either forward or backward, around the first axis of rotation of the connecting frame when the counterweight carriage moves forward or backward relative to the crane.This design can be implemented with few components and is therefore not very expensive.

[0025] In a preferred embodiment, a rear end of the coupling frame is suspended via the pivot element in the connecting frame over the second transverse axis, in particular by means of a pivoting mechanism, wherein the pivot element is pivotable about the first axis of rotation within the connecting frame. Attaching the rear end of the coupling frame to the connecting frame is quick and easy.

[0026] The connecting frame preferably has two opposing connecting rods that laterally define its boundaries, with an outer frame arranged between the two connecting rods and rigidly attached to them. Forces acting from the coupling frame on the connecting frame are transferred into the connecting rods. The outer frame provides sufficient stability to the connecting frame. This reduces or even prevents uncontrolled twisting of the connecting rods around a vertical axis caused by forces during operation of the crane and counterweight carriage assembly.

[0027] In a preferred embodiment, the connecting rods are synchronously movable about a second transverse axis relative to the support device. This allows for, in particular at least a slight, length compensation of the coupling unit transversely to the longitudinal direction of the counterweight carriage.

[0028] It is further preferred that the connecting frame comprises bearing components that are fixedly attached to the support body, with each of the connecting rods being pivotably mounted about a third transverse axis on one of the bearing components. Since the connecting rods are rigidly attached to one another via the outer frame, they are pivoted about the third transverse axis, particularly in and against a third pivoting direction.

[0029] The angular movement of the connecting rods is preferably limited in both directions by a stop that rests against the support structure when the maximum angle is reached. Contact between the stop and the support structure upon reaching the maximum angle can be detected by a sensor and taken into account in the crane control system and / or displayed to the operator as a warning. In particular, the crane and counterweight carriage assembly can be stopped when the maximum angle is reached.

[0030] The pivoting element preferably extends between the two connecting rods. It is preferably arranged inside or above the outer frame. In principle, however, it can also be arranged to the side or below the outer frame. The arrangement above the outer frame has proven advantageous because the connecting frame can then be manufactured with fewer components, and the coupling frame can be easily attached to the connecting frame, particularly from above.

[0031] Preferably, the coupling frame is attached to the connecting frame by, in a second embodiment, detachably and preferably directly attaching a rear end of the coupling frame to a bolt-like bearing element. This can be done very quickly using commercially available tools. In the embodiment with exactly one bearing position for the coupling frame, the coupling frame can be attached to the connecting frame, for example, by means of a bolt or a screw. In a first embodiment, the attachment is indirect via a pivot element on a frame-like bearing element.

[0032] In a preferred embodiment, additional bracing is pivotally bolted to the connecting frame at the upper end of each of the two connecting rods via the first transverse axes. This allows the additional counterweight to be lifted, particularly even without the counterweight carriage. The additional bracing preferably extends from the counter boom head of a crane's counter boom to the connecting rods. Because the coupling frame is directly connected to the counter boom via the additional bracing and the connecting rods, relative movements within the connecting frame have no influence on the counterweight radius. Furthermore, the safety and accuracy of the load capacity determination are improved.

[0033] Preferably, the connecting frame, with at least one translational and one rotational degree of freedom, is attached to the coupling frame on one side and to the support structure on the other. The at least one translational degree of freedom is provided by the second and third transverse axes, and the rotational degree of freedom by the first axis of rotation. Because the connecting frame, with at least one translational and one rotational degree of freedom, is attached to the coupling frame on one side and to the support structure on the other, relative movements between the crawler crane and the counterweight carriage can be enabled and detected. These degrees of freedom prevent damage to the coupling unit, which can occur, for example, due to differences in slippage between the crawler crane's tracks and the counterweight carriage's tires.

[0034] Advantageously, at least one first sensor and one second sensor are arranged on the connecting frame, the first sensor determining rotations about the first axis of rotation and the second sensor determining rotations about the third transverse axis. Preferably, the first sensor detects the rotation angle of the counterweight carriage relative to the superstructure about the vertical first axis of rotation. More preferably, the second sensor detects movement of the counterweight carriage and the additional counterweight resting on it, with a fixed-length coupling unit, relative to the superstructure and in the longitudinal direction of the superstructure. For this purpose, the first and second sensors are preferably configured as angle sensors. These sensor signals are used for checking and correcting the control of the counterweight carriage.This results in a further improvement because the connecting frame according to the invention directly permits relative movements and does not allow any clamping forces. The relative movements are detected by sensors and reduced to minimal relative movements in the connecting frame via the crane control system.

[0035] To allow for changes to the effective radius of the additional counterweight, the coupling frame is continuously adjustable in length. The coupling frame can also be designed to be rigid or have a fixed length.

[0036] In a constructively advantageous manner, the crawler crane is provided to have a counter boom on which the additional counterweight is suspended.

[0037] A particular advantage is that the crane control system of the crawler crane controls the counterweight carriage via its own counterweight carriage control system. The counterweight carriage, designed as a heavy-load transport vehicle, can thus be controlled directly by the crane control system via an interface. Manual control of the counterweight carriage is no longer necessary. For monitoring and any necessary corrections to the control system, the crane control system evaluates signals from the first and second sensors.

[0038] In the usual way, the counterweight car is provided for to have its own drive, steering and counterweight car control system.

[0039] In a method for operating an arrangement consisting of a crawler crane and a counterweight carriage for an additional counterweight, particularly an arrangement as described above, wherein the crawler crane has a crane control system and the counterweight carriage has a counterweight carriage control system, an improvement is achieved by controlling the counterweight carriage from the crawler crane's crane control system via its counterweight carriage control system. The counterweight carriage, designed as a heavy-load transport vehicle, can thus be controlled directly from the crane control system via an interface. Manual control of the counterweight carriage is no longer necessary. Manual control or adjustment of the counterweight carriage very quickly leads to high constraint forces in the coupling unit, necessitating the installation of a monitoring system.The crane movement “circular motion” and also the crane movement “tow motion” can thus be reliably controlled, and the operation of the counterweight carriages is automated and therefore easier compared to manual operation.

[0040] According to the invention, signals from at least one first sensor and one second sensor are evaluated by the crane control system to check and correct the control of the counterweight carriage. Preferably, the first sensor is arranged in the region of the first axis of rotation on the connecting frame, and the second sensor is arranged in the region of the third transverse axis on the connecting frame.

[0041] The method preferably provides that the first sensor detects the rotation angle of the counterweight carriage relative to the superstructure about the vertical first axis of rotation. It further preferably provides that the second sensor detects the movement of the counterweight carriage with the additional counterweight resting on it, with a fixed-length coupling unit, relative to the superstructure and in the longitudinal direction of the superstructure. The detected sensor signals enable reliable control of the arrangement, in particular ensuring that the movements of the crane and the counterweight carriage are as synchronized as possible.

[0042] Another advantage of the present invention is the ability to use mass-produced heavy-duty transport vehicles as counterweight vehicles for crawler cranes with additional counterweights or superlift counterweights. Furthermore, these heavy-duty transport vehicles can also be used with various types of crawler cranes.

[0043] Overall, the present invention is also characterized by the fact that the connecting frame has multiple degrees of freedom, enabling relative movements. The connecting frame has several sensors that detect these relative movements, allowing the crane control system to calculate specific parameters and transmit them to the counterweight carriage control system. This enables the counterweight carriage to be moved as close as possible to a target position. The coupling frame is directly connected to the counterweight boom via the additional bracing and connecting rods. As a result, the relative movements in the connecting frame have no influence on the counterweight radius. This allows for counterweight radii that are smaller or larger than the counterweight boom radius. Furthermore, the safety and accuracy of the load capacity determination are improved.

[0044] Two embodiments of the invention are explained in more detail below. They show: Fig. 1 a side view of an arrangement according to the invention consisting of a crawler crane and a counterweight carriage in a first embodiment, Fig. 2 an enlarged side view of the counterweight wagon according to Fig. 1, Fig. 3 an enlarged front view of the counterweight wagon according to Fig. 1 without additional counterweight plates, Fig. 4 a perspective close-up of Fig. 2 from the area of ​​the connecting frame of the coupling unit, Fig. 5 a schematic overview of the control of the counterweight car, Fig. 6 a side view of another arrangement according to the invention consisting of an alternative crawler crane and a counterweight carriage, Fig. 7 a side view of an arrangement according to the invention consisting of a crawler crane and a counterweight carriage in a second embodiment, Fig. 8 a side view of the counterweight carriage of the Fig. 7, Fig. 9 a top view of the counterweight carriage of the Fig. 7, Fig. 10 a close-up of the Fig. 8 from the area of ​​the connecting frame of the coupling unit, Fig. 11 a top view of a section of the coupling unit, Fig. 12 a front view of the counterweight car of the Fig. 8, and Fig. 13 a section of the counterweight wagon of the Fig. 8 in a perspective view.

[0045] The Fig. Figure 1 shows a side view of an arrangement according to the invention, comprising a crawler crane 1 and a counterweight carriage 2 in a first embodiment. The crawler crane 1 has, in the usual manner, an undercarriage 3 with two crawler tracks 4a and 4b arranged parallel to each other, one on the right and one on the left, which are movable on a surface U. The crawler tracks 4a and 4b extend parallel to a substantially horizontal longitudinal direction X of the undercarriage 3 and are spaced apart from each other in a transverse direction Y that is perpendicular to the longitudinal direction X and substantially horizontal. The longitudinal direction X of the undercarriage 3 corresponds to a straight-ahead direction of travel for the undercarriage 3 and the crawler crane 1. Due to the side view chosen here, naturally only the left crawler track 4a is visible, while the right crawler track 4b is concealed by the undercarriage 3.A superstructure 5 is mounted on the undercarriage 3 and is pivotable about a vertical axis of rotation Z relative to the undercarriage 3. The superstructure 5 is equipped with a driver's cab 6 at one front end and a counterweight 7 at its opposite rear end 5a. A boom 8, in particular a main boom, in the form of a lattice boom, is articulated to the superstructure 5 and is pivotable about a horizontal luffing axis parallel to the transverse direction of the superstructure 5. The luffing of the boom 8 is effected by a pulley-like luffing system 9, which is tensioned between a boom head 8a of the boom 8 and a counter boom head 10a of a counter boom 10 or derrick boom.The counter boom 10, like the boom 8, is attached to the superstructure 5 about a horizontal axis running parallel to the transverse direction of the superstructure 5 and is attached in the usual manner from the counter boom head 10a via a counter boom bracing 11 to a bracing support 12. The counter boom bracing 11 is also designed as a rocker arm. The bracing support 12, also called the A-frame, is hinged to the superstructure 5 via a horizontal axis running parallel to the transverse direction of the superstructure 5. A bracing support 13 engages in the area of ​​a bracing support head 12a, which is attached to a rear end 5a of the superstructure 5. Additionally, an additional counterweight 15 is suspended from the counter boom head 10a of the counter boom 10 via an additional bracing 14, which is supported via a coupling unit 16 at the rear end 5a of the superstructure 5.For this purpose, the coupling unit 16 is attached on one side to the superstructure 5 and on the other side to the additional counterweight 15. Furthermore, the coupling unit 16 can be length-adjustable or telescopic in order to adjust the effective counterweight moment of the additional counterweight 15 by setting a radius of the additional counterweight 15 relative to the rotation axis Z of the superstructure 5. This additional counterweight 15 is also frequently referred to as a superlift weight.

[0046] The aforementioned rocker arm rigging 9, the counter-jib bracing 11, the guy wire bracing 13, and the additional bracing 14 each consist of ropes, chains, or rods, as well as sections thereof arranged one behind the other or any combination thereof. Pulley-like tensioning devices may also be provided there.

[0047] At a front free end of the boom head 8a of the boom 8, deflection pulleys 8b of an upper block are arranged, over which a lifting rope 17 is led to a hook 18 with a lower block in order to lift, move and lower a load that can be coupled to the hook 18 and to set it down.

[0048] In the Fig. Figure 1 shows the crawler crane 1 in a load-free state, i.e., no load is suspended from the hook 18. In order to be able to move or rotate the crawler crane 1 with the additional counterweight 15 in this load-free state, the additional counterweight 15 is placed on a movable counterweight carriage 2. The counterweight carriage 2 extends in the Fig. The additional counterweight 15 extends primarily in the transverse direction Y and is thus oriented perpendicular to the longitudinal direction X – the straight-ahead direction of travel of the undercarriage 3 or the crawler crane 1. The additional counterweight 15 is connected to the superstructure 5 via the coupling unit 16. The coupling unit 16 can also be referred to as a coupling device, coupling system, or coupling arrangement, as it consists of a multitude of components. The coupling unit 16 can be telescopic or length-adjustable, or it can have a fixed length. The additional counterweight 15 essentially consists of a lower pallet-like support structure 15a and additional counterweight plates 15b, which are stacked on the support structure 15a in one or more stacks. The counterweight carriage 2 is designed as a standard heavy-duty transport vehicle.

[0049] The Fig. Figure 2 shows an enlarged side view of the counterweight carriage 2 according to Fig. 1. The support device 15a, which is part of the additional counterweight 15, is placed on a transport platform 2a of the counterweight wagon 2. The additional counterweight plates 15b, which are usually stacked on the support device 15a, are not shown. The support device 15 is pallet- or frame-like and carries a connecting frame 16a in the center, which is part of the coupling unit 16. The connecting frame 16a serves to articulate a coupling frame 16b of the coupling unit 16 to the support device 15a or the additional counterweight 15. For this purpose, the connecting frame 16a has a first transverse axis Y1.1, a second transverse axis Y1.2 collinear with it, a third transverse axis Y2 essentially parallel to it, and a first essentially vertical axis of rotation Z1.Furthermore, the connecting frame 16a serves at its lateral upper end for the articulated coupling of the two additional guy wires 14 via the two first transverse axes Y1.1. The additional guy wires 14 originate from the counter boom head 10a. The coupling frame 16b is preferably designed as a tube, which is particularly preferably telescopic. The coupling frame 16b can also be designed as a lattice mast structure or as a box girder. Combinations of tube, lattice mast structure, or box girder are conceivable.

[0050] The counterweight wagon 2 is designed as a standard, self-propelled heavy-load transport vehicle, which is well-known and has proven its worth for decades in the transport of heavy loads. These heavy-load transport vehicles have their own drive and control unit and are therefore autonomously movable and controllable. The counterweight wagon 2 essentially consists of the transport platform 2a, which rests on a chassis frame 2b on which a multitude of wheels 2c are pivotably mounted on turntables 2e about a vertical axis. Two turntables 2e are provided per axle. The turntables 2e with the wheels 2c are each individually steerable, and the wheels 2c on at least part of the turntables 2e are individually driven. The counterweight wagon 2 also has a drive and control module 2d, which is attached to the chassis frame 2b as an extension of the transport platform 2a and as an extension of the counterweight wagon 2.The counterweight carriage 2 can be moved in any direction on the surface U.

[0051] In the Fig. Figure 2 shows the counterweight carriage 2 with its wheels 2c moving in a circle, i.e., all wheels 2c travel on a circular path determined by the distance of the wheels 2c from the pivot axis of the superstructure 5. However, the respective steering angle of the wheels 2c is so small that it is negligible in the Fig. Figure 2, which shows a side view of the wheels 2c, is barely perceptible. The counterweight carriage 2 is thus almost always aligned with its longitudinal direction at a right angle to the longitudinal direction of the superstructure 5. The counterweight carriage 2 is controlled via its drive and control module 2d, which receives corresponding control signals from a crane control system of the crawler crane 1. In the present case, to adapt to the dimensions and weight of an additional counterweight 15 to be transported, a total of four standard heavy-duty transport vehicles have been mechanically and control-technically coupled together to form a counterweight carriage 2 (see also Fig. 3), which operate together in a master-slave configuration. Each of these four heavy-load transport vehicles has six axles arranged in a row, viewed longitudinally from the counterweight wagon 2. Each axle is assigned two turntables 2e, on which two wheels 2c are mounted. Thus, each heavy-load transport vehicle has a total of 24 wheels. The wheels 2c of each axle are individually steerable, but only the wheels 2c of every other axle are driven. The number of driven axles can be adjusted to the load being transported or other conditions.

[0052] The Fig. Figure 3 shows an enlarged front view of the counterweight carriage 2 according to Fig. 1. For the sake of clarity and to show the coupling unit 16 with the connecting frame 16a and a rear part of the coupling frame 16b more clearly, no stacked additional counterweight plates 15b are shown on the support device 15a (see Fig. 1 and Fig. 6) shown. From this front view according to Fig. Figure 3 shows that the counterweight wagon 2 is formed from two heavy-load transport vehicles mechanically and control-wise coupled side by side in the area of ​​the two transport platforms 2a, 2a'. For clarification, the following is shown in the Fig. 3. The transport platform 2a, located on the right, is designated as 2a'. The two further heavy-load transport vehicles, mechanically and control-wise coupled one behind the other, result from the Fig. 2. With respect to the longitudinal direction of the two heavy-load transport vehicles, the vehicles are arranged parallel to each other with their transport platforms 2a, 2a' adjacent to one another. The support device 15a thus rests simultaneously on four transport platforms 2a, 2a' of the coupled heavy-load transport vehicles. The support device 15a is not attached to the two transport platforms 2a, 2a', particularly not mechanically, but rests on the transport platforms 2a, 2a' only by its own weight. To facilitate positioning of the support device 15a of the additional counterweight 15 on the transport platforms 2a, 2a' and to prevent the additional counterweight 15 from slipping in the horizontal transverse direction of the counterweight carriage 2 on the transport platforms 2a, 2a' or in the longitudinal direction of the crawler crane 1, upwardly projecting guides 2f are arranged on the transport platforms 2a, 2a'.Additional guides 2f can also be provided to prevent the additional counterweight 15 from slipping horizontally along the counterweight carriage 2 on the transport platforms 2a, 2a'. It is also conceivable to bolt the additional counterweight 15 to the transport platforms 2a, 2a' or their guides 2f, thus using at least part of the weight of the transport platforms 2a, 2a' as an additional counterweight. The additional counterweight 15 is then detachably coupled to the transport platforms 2a, 2a'.

[0053] The connecting frame 16a is designed as a gimbal-type hinged frame with a multitude of components described below, exhibiting rotational degrees of freedom and, by derivation, also translational degrees of freedom (second transverse axis Y1.2, third transverse axis Y2, first rotational axis Z1). The connecting frame 16a has two lateral and opposing connecting rods 16aa (see also Fig. 4) The lower ends of the connecting rods 16aa of the connecting frame 16a are pivotally mounted on the support device 15a via a pair of third transverse axes Y2, particularly via bearing components 16ak that are fixedly attached to the support device 15a. The third transverse axes Y2 are oriented essentially horizontally, in the longitudinal direction X of the counterweight carriage 2 and in the transverse direction Y. The connecting rods 16aa are mounted on the support device 15a with a slight angular movement in and against the longitudinal direction X by a maximum of 5°, preferably only 2°, via the third transverse axes Y2. This angular movement is limited in both directions by a stop 16ah, which rests against the support device 15a when the maximum angle is reached.The angular mobility or the reaching of the respective maximum angle can be additionally monitored via angle encoders or limit switches in conjunction with the control of the counterweight carriage 2 via the crane control 19 of the crawler crane 1 to send warning or shutdown signals to the crane control 19 if the travel / rotation movements of the crawler crane 1 are not largely synchronized with the travel movements of the counterweight carriage 2. The angle encoders or limit switches can be arranged in the area of ​​both third transverse axes Y2 or only on one third transverse axis Y2, since the two third transverse axes Y2 move synchronously because the connecting rods 16aa are rigidly connected to each other via the outer frame 16ab. At one upper end of each of the two connecting rods 16aa, the additional bracing 14 is pivotally bolted via further first transverse axes Y1.1. The first transverse axes Y1.1 parallel to the third transverse axes Y2 as well as longitudinally in the counterweight carriage 2 and in the transverse direction Y. It is also evident that a rear end 16ba of the coupling frame 16b is connected via another in the . Fig. 3 hidden second transverse axis Y1.2 (see Fig. 4) oscillating via a pivoting element 16ac (see Fig. 4), of which only connecting struts 16ad are visible here, in which the connecting frame 16a is suspended. The coupling frame 16b is detachably connected to the connecting frame 16a via these connecting struts 16ad. For this purpose, a bolt connection 16c is provided at the end of the connecting struts 16ad opposite the connecting frame 16a. In addition, this pivoting element 16ac can also be pivoted about the first axis of rotation Z1 within the connecting frame 16a.

[0054] In the Fig. Figure 4 is a perspective enlargement of a section of the image. Fig. Figure 2 shows the area of ​​the connecting frame 16a of the coupling unit 16. The structure of the connecting frame 16a is explained below with reference to this enlarged section. It can be seen that the U-shaped outer frame 16ab, open at the top, is arranged between the two connecting rods 16aa and rigidly attached to these two connecting rods 16aa. This open outer frame 16ab is closed at the top by a crossbar 16ae to provide an upper bearing point for a bearing element 16af that can pivot about the vertical first axis of rotation Z1. The open outer frame 16ab with the crossbar 16ae forms a rectangle with a rectangular opening in which the bearing element 16af is arranged. A lower bearing point for the bearing element 16af is provided by the outer frame 16ab. Thus, the rectangular bearing element 16af can pivot about the first axis of rotation Z1 within the outer frame 16ab.In a lateral upper region of the bearing element 16af, the rectangular pivot element 16ac is suspended on both sides of the bearing element 16af via a horizontal second transverse axis Y1.2. The two second transverse axes Y1.2 advantageously align with the two outer first transverse axes Y1.1. The pivot element 16ac has a central round opening 16ag for a low-play receiving of the rear end 16ba of the coupling frame 16b, which is preferably designed as a round tube. As previously described, the coupling frame 16b is detachably attached via the connecting struts 16ad, which are held on the pivot element 16ac. During the assembly of the additional counterweight 15, the coupling frame 16b is inserted with its rear end 16ba into the central opening 16ag of the pivot element 16ac and then connected to the connecting struts 16ad via the bolted connection 16c.

[0055] Overall, the connecting frame 16a, designed as a gimbal-type joint frame, thus provides the rotational degree of freedom (first axis of rotation Z1) and also the translational degree of freedom in the X-direction, which is realized via the two rotational degrees of freedom in the form of the second transverse axis Y1.2 and the third transverse axis Y2. Additionally, tilting about the Y-transverse axis can be prevented by the two rotational degrees of freedom in the form of the second transverse axis Y1.2 and the third transverse axis Y2 when the support device 15a with the additional counterweight plates 15b rests on the counterweight carriage 2. The connecting frame 16a is designed such that force transmission in the longitudinal direction of the superstructure 5 is possible. This refers to the restoring forces of the additional counterweight 15, which result from the inclined position of the additional bracing 14.Any forces that arise from a not fully synchronous movement of the counterweight carriage 2 to the crawler crane 1 are absorbed via the degrees of freedom.

[0056] This allows the additional counterweight 15 to be positioned on a radius relative to the rotation axis Z of the superstructure 5 that differs from the radius of a tip of the counter boom head 10a of the counter boom 10. The connecting frame 16a also enables direct force transmission in the transverse direction of the superstructure 5.

[0057] The Fig. Figure 5 shows a schematic overview of the control of a counterweight carriage control unit 20 of the counterweight carriage 2 via a crane control unit 19 of the crawler crane 1. In other words, a counterweight carriage 2, in particular a serially manufactured heavy-duty transport vehicle, is connected, controlled, and monitored by linking the counterweight carriage control unit 20 of the counterweight carriage 2 to the crane control unit 19 of the crawler crane 1 via a corresponding interface. The movements of the crawler crane 1 are thus initiated by the crane operator, and the crane control unit 19 of the crawler crane 1 specifies the movements to the counterweight carriage control unit 20 of the counterweight carriage 2. The counterweight carriage control unit 20 is therefore dependent on the crane control unit 19. The crane control unit 19 specifies the speed, direction of travel, and steering direction to the counterweight carriage control unit 20 of the counterweight carriage 2.To obtain indirect feedback on the movements of the counterweight carriage 2, at least one first sensor 21a and one second sensor 21b are arranged on the connecting frame 16a. The first sensor 21a detects rotations about the first axis of rotation Z1, and the second sensor 21b detects rotations about the third transverse axis Y2. Both sensors 21a and 21b are designed as angle sensors. The crane control 19 of the crawler crane 1 also receives feedback on the actual values ​​of the counterweight carriage 2 from the counterweight carriage control 20 of the counterweight carriage 2 as needed.

[0058] The first sensor 21a detects the rotation angle of the counterweight carriage 2 relative to the superstructure 5 about the vertical first axis of rotation Z1. The second sensor 21b detects the movement of the counterweight carriage 2 and the additional counterweight 15 resting on it, with the coupling unit 16 remaining fixed in length, relative to the superstructure 5 and in the longitudinal direction of the superstructure 5. The crane control unit 19 evaluates the signals from sensors 21a and 21b to check and correct the steering of the counterweight carriage 2. The signals describe the distance between the crawler crane 1 and the counterweight carriage 2 and the direction of travel of the crawler crane 1 relative to the direction of travel of the counterweight carriage 2. The crane control unit 19 corrects the speed and steering direction of the counterweight carriage 2 based on the deviations detected by the signals from sensors 21a and 21b.In each case, it is provided that the support device 15a, and thus the additional counterweight 15, remains in a horizontal plane, i.e. flat on the transport platform 2a, 2a', and cannot tip over.

[0059] The aforementioned verification and correction is achieved by using the connecting frame 16a as a suitable mechanical connection to allow specific tolerance ranges for the translational and rotational movements (third transverse axis Y2, second transverse axis Y1.2, first rotational axis Z1), which are detected by sensors 21a and 21b. Based on the signals from sensors 21a and 21b, the crane control unit 19 determines deviations of the counterweight carriage 2 from an ideal position and sends correction signals to the counterweight carriage control unit 20 of the counterweight carriage 2. The possible movements of the third transverse axis Y2, the second transverse axis Y1.2, and the first rotational axis Z1 must be kept as small as possible. A corresponding tolerance range must be selected such that, on the one hand, deviations can be reliably detected, and on the other hand, measures can be taken in a timely manner to reliably prevent mechanical collisions and overloads of the components.If the signals from sensors 21a and 21b exceed a defined tolerance range, the crawler crane 1 and the counterweight carriage 2 are stopped for safety reasons. The counterweight carriage control 20 is also connected to the crane control 19 via a return line 23. In the event of a malfunction in the counterweight carriage 2, this is reported to the crane control 19 via the return line 23, and the function of the crawler crane 1 is restricted or switched off accordingly.

[0060] The basic movements of the crawler crane 1 in combination with the counterweight carriage 2 consist, on the one hand, of the counterweight carriage 2 rotating in a circle while the superstructure 5 rotates, and on the other hand, of a towing movement in which the counterweight carriage 2 follows the crawler crane 1. To rotate the superstructure 5, the slewing drive of the superstructure 5 is engaged in a slightly braked or completely neutral position, and the superstructure is rotated via the counterweight carriage 2, whose wheels 2c are steered in a circular motion. The counterweight carriage 2 provides the driving force in this movement. The counterweight carriage 2 is controlled, as previously described, by the crane control system 19. During a towing movement, the driven counterweight carriage 2 follows the preceding crawler crane 1, with the counterweight carriage 2 and the crawler crane 1 moving largely synchronously.During both turning and towing, the additional counterweight 15, i.e., the counterweight carriage 2, is oriented perpendicular to the longitudinal direction of the superstructure 5. Only the steering direction of the wheels 2c of the counterweight carriage 2 differs. When turning on a circular path, the wheels 2c are essentially oriented transversely to the crawler tracks 4a, 4b, and during towing, they are oriented in the direction of the crawler tracks 4a, 4b.

[0061] In the preceding description of an exemplary embodiment, at least one first sensor 21a and one second sensor 21b are described as sufficient to control and monitor the counterweight carriage 2. It is self-evident that additional sensors can be provided and their signals processed by the crane control system 19. For example, the two existing sensors 21a and 21b can be configured redundantly, and a rotational movement of the first and second transverse axes Y1.1, Y1.2 and / or the length of a telescopic coupling frame 16b can be detected by additional sensors.

[0062] The Fig. Figure 6 shows a side view of another arrangement according to the invention consisting of an alternative crawler crane 1 and a counterweight carriage 2, which is essentially the same as the arrangement according to Fig. 1 matches. Accordingly, reference is made to the description of Fig. 1 referred to. A difference between the two crawler cranes 1 according to the Fig. 1 and Fig. 6 is present in the bracing of the counter boom 10. In Fig. 6 is not the counter-jib bracing 11 designed as a rocker-type rigging system, but rather the support bracing 13 designed as a pulley-type rocker-type rigging system. The counter-jib bracing 11 consists of ropes, chains, or rods, as well as sections thereof arranged one behind the other, or any combination thereof. Pulley-type tensioning devices may also be provided there.

[0063] In the preceding description of an exemplary embodiment, the counterweight wagon 2 has been described as a group of standard heavy-duty transport vehicles. It is self-evident that conventional crawler crane counterweight wagons can also be used as counterweight wagon 2.

[0064] It is also conceivable to use the counterweight wagon 2 or the heavy-load transport vehicle(s) as part of the additional counterweight 15, i.e., to lift it as well. For this purpose, the additional counterweight 15 or the support device 15a would then have to be connected vertically to the counterweight wagon 2.

[0065] The Fig. Figure 7 shows a side view of an arrangement according to the invention of a second embodiment consisting of a crawler crane 1 and a counterweight carriage 2. The crawler crane 1 is the Fig. 1, where the boom 8, the rocker cable 9, the counter boom bracing 11, the bracing support 12, the hoist cable 17 and the hook 18 are not shown for the sake of clarity.

[0066] The crawler crane 1 has, in the usual manner, the undercarriage 3 with two parallel crawler tracks 4a and 4b, one on the right and one on the left, which are movable on the ground U. The crawler tracks 4a and 4b extend parallel to the essentially horizontal longitudinal direction X of the undercarriage 3 and are spaced apart from each other in the transverse direction Y, which is perpendicular to the longitudinal direction X and essentially horizontal. The longitudinal direction X of the undercarriage 3 corresponds to the straight-ahead direction of travel of the undercarriage 3 or crawler crane 1. The superstructure 5 is mounted on the undercarriage 3 and is pivotable about the vertical axis of rotation Z relative to the undercarriage 3. The superstructure 5 is equipped with the operator's cab 6 at the front and the counterweight 7 at the rear.The counter boom 10 is attached to the superstructure 5 around the horizontal axis running parallel to the transverse direction of the superstructure 5 and is attached in the usual manner from the counter boom head 10a via the counter boom bracing 11 (not shown) to the bracing support 12 (not shown).

[0067] The additional counterweight 15 is suspended from the counter boom head 10a of the counter boom 10 via the additional bracing 14, and is supported at the rear end 5a of the superstructure 5 via the coupling unit 16. For this purpose, the coupling unit 16 is attached on one side to the superstructure 5 and on the other side to the additional counterweight 15.

[0068] In the Fig. In the unloaded state of crawler crane 1 shown in Figure 7, the additional counterweight 15 is placed on the movable counterweight carriage 2 in order to be able to move or rotate the crawler crane 1. The counterweight carriage 2 extends in the Fig. 7 extends its longitudinal extent essentially in the transverse direction Y, so that it is aligned perpendicular to the straight-ahead direction of travel of the undercarriage 3. The additional counterweight 15 is connected to the superstructure 5 via the coupling unit 16.

[0069] In this embodiment as well, the additional counterweight 15 essentially consists of the support device 15a and the additional counterweight plates 15b, which are stacked on the support device 15a. The counterweight carriage 2 is again designed as a standard heavy-duty transport vehicle.

[0070] In this second embodiment, the coupling unit 16 comprises a connecting frame 16a and a coupling frame 16b. The coupling frame 16b is designed as a lattice mast frame and has a plurality of truss-like interconnected struts (not specified), in particular longitudinal struts, transverse struts, and / or diagonal struts. The coupling frame 16b has several coupling elements 16b1-16b5 that can be connected in series. At least one coupling element 16b1 is designed for the articulated connection of the coupling frame 16b to the superstructure 5. At least one further and final coupling element 16b5 (see Fig. 11) is designed for connecting the coupling frame 16b to the connecting frame 16a. The coupling elements 16b1-16b5 have different lengths but can also be of the same length. The coupling elements 16b1-16b5 can be selected and joined together depending on the size of the crawler crane, the lifting capacity of the crawler crane, the length of the boom 8 and / or counter boom 10, a required additional counterweight 15, and other factors, in particular those determining the center of gravity of the crane 1, in order to form a coupling frame 16b of variable length. For this purpose, the coupling elements 16b1-16b5 can be connected by means of fastening means 16bb (see Fig. 9) such as screws, bolts, or pins, are detachably fastened to one another. In an assembled state, the coupling frame 16b is attached to the crawler crane 1 and preferably remains unchanged with respect to its length thereafter. The length of the coupling frame 16b set at this point determines the radius of the additional counterweight 15 with respect to the axis of rotation Z of the superstructure 5. The length of the coupling frame 16b can be designed such that the counterweight moment generated by the additional counterweight 15 is effective and / or optimized with respect to the crawler crane 1.

[0071] In principle, it is also possible to provide a telescopic coupling element (not shown) which can be installed in the lattice mast structure of this coupling frame 16b as required, in order to be able to variably adjust the length of the coupling frame 16b, or to replace the lattice mast structure.

[0072] The Fig. Figure 8 shows a side view of the counterweight carriage 2 and Fig. 9 a top view of the counterweight carriage 2, each of the Fig. 7.

[0073] From the top view of Fig. Figure 9 shows that the counterweight wagon 2 is formed from several heavy-load transport vehicles coupled side by side and one behind the other. For clarification, see in Fig. 9. The transport platforms 2a arranged below in the plane of the drawing are labelled 2a'. The arrangement of two heavy-load transport vehicles side by side is also the Fig. 12 removable. With respect to a longitudinal direction, the heavy transport vehicles are arranged parallel to each other and with their transport platforms 2a, 2a' adjacent to each other.

[0074] The support device 15a, which is part of the additional counterweight 15, is placed on the transport platforms 2a, 2a' of the counterweight wagon 2. The additional counterweight plates 15b, which are usually stacked on the support device 15a and are also part of the additional counterweight 15, are not shown.

[0075] The support device 15a is pallet- or frame-like and supports, particularly in the center, the connecting frame 16a, which is part of the coupling unit 16. The connecting frame 16a serves to articulately connect the coupling frame 16b of the coupling unit 16 to the additional counterweight 15, and in particular to the support device 15a. For this purpose, the connecting frame 16a has the second transverse axis Y1.2, the substantially parallel third transverse axis Y2, and the substantially vertical first axis of rotation Z1. Furthermore, the connecting frame 16a, particularly at its lateral upper end, serves for the articulated coupling of the additional guy wires 14. For the articulated coupling of the additional guy wires 14, the connecting frame 16a has the first transverse axes Y1.1, which are collinear with the second transverse axis Y1.2. The additional guy wires 14 are attached to the connecting frame 16a around the second transverse axes Y1.2 rotatably mounted and each extend from the counter-cantilever head 10a to the connecting frame 16a, in particular to the connecting rods 16aa of the connecting frame 16a.

[0076] The counterweight wagon 2 is designed as a standard, self-propelled heavy-load transport vehicle. Such heavy-load transport vehicles have their own drive and control unit, which is not shown here (see [reference]). Fig. 2) They are thus independently movable and controllable. The counterweight wagon 2 essentially consists of the transport platform 2a, 2a', which rests on the chassis frame 2b, on which a plurality of wheels 2c are pivotably mounted on turntables 2e about a vertical axis. Two turntables 2e are provided per axle. The turntables 2e with the wheels 2c are each individually steerable, and the wheels 2c on at least part of the turntables 2e are individually driven. This allows the counterweight wagon 2 to be moved in any direction on the surface U.

[0077] In the Fig. Figure 8 shows a side view of the counterweight carriage 2. The counterweight carriage 2 travels in a circular path. The circular path is determined by the distance of the wheels 2c from the pivot axis of the superstructure 5. However, the steering angle of the wheels 2c is so small that it is not perceptible in the side view. Such a circular movement occurs when the crawler crane 1 rotates. The counterweight carriage 2 is aligned with its longitudinal direction at a right angle to the longitudinal direction of the superstructure 5. It is controlled via its drive and control module 2d, which receives corresponding control signals from a crane control unit 19 of the crawler crane 1.

[0078] Even the one in the Fig. 8 and Fig. The counterweight wagon 2 shown in Figure 9, adapted to the dimensions and weight of the additional counterweight 15 to be transported, has a total of four standard heavy-load transport vehicles, which are mechanically and control-wise coupled to each other. The heavy-load transport vehicles can be moved together in a master and slave operation. Analogous to the counterweight wagon 2 in Fig. Each of the four heavy-load transport vehicles, viewed longitudinally from the counterweight wagon 2, has six axles arranged in a row, with each axle having two turntables 2e on which two wheels 2c are mounted. These wheels 2c are also individually steerable via the turntables, with only every other axle being driven. The number of driven axles can be adapted to the load being transported or other conditions.

[0079] In the Fig. 10 is a cropped enlargement of Fig. 8 from the area of ​​the connecting frame 16a of the coupling unit 16 shown, and in Fig. Figure 11 shows a top view of a section of the coupling unit 16. The structure of the connecting frame 16a is explained below using these figures.

[0080] The connecting frame 16a has two connecting rods 16aa spaced apart from each other in the longitudinal direction X of the counterweight carriage 2. The connecting rods 16aa of the connecting frame 16a are pivotally mounted on the bearing components 16ak, which are fixedly attached to the support device 15a, and in particular are each rotatably mounted about a third transverse axis Y2. The third transverse axes Y2 are oriented essentially horizontally in the longitudinal direction X of the counterweight carriage 2. The longitudinal direction X of the counterweight carriage 2 extends essentially in the transverse direction Y of the crawler crane 1. The connecting rods 16aa are rigidly connected to each other via the outer frame 16ab and are therefore, in particular synchronously with each other, movable about the second transverse axes Y1, Y2, in particular about each of the bearing components 16ak, relative to the support device 15a, in particular slightly.The connecting rods 16aa are therefore pivotable in and against the longitudinal direction X of the crawler crane 1, in particular by a maximum of 5° each, preferably only by 2°. This angular mobility is limited in both directions by a stop 16ah, which rests on the support device 15a when the respective maximum angle is reached. The angular mobility or the reaching of the respective maximum angle can be used by the crane control 19 of the crawler crane 1 via angle encoders or limit switches in conjunction with the control of the counterweight carriage 2 to send warning or shutdown signals to the crane control 19 if the travel and / or rotation movements of the crawler crane 1 are not largely synchronized with those of the counterweight carriage 2. The angle encoders or limit switches can be arranged in the region of both third transverse axes Y2 or, since the two third transverse axes Y2 move synchronously, only on one third transverse axis Y2.

[0081] At one upper end of the two connecting rods 16aa, the two additional bracing rods 14 are pivotally bolted via a further first transverse axis Y1.1. The first transverse axes Y1.1 are aligned parallel to the third transverse axes Y2 and in the longitudinal direction X of the counterweight carriage 2.

[0082] The outer frame 16ab is arranged between the two connecting rods 16aa and rigidly attached to them. In this embodiment of the connecting frame 16a, a pivot element 16ac extends between the two connecting rods 16aa and is pivotable about the second transverse axis Y1.2. The pivot element 16ac is located above the outer frame 16ab. Positioning the pivot element 16ac above the outer frame 16ab means that it is located further away from the support device 15a than the outer frame 16ab. However, it is also possible, in principle, to position the pivot element 16ac in the area of ​​or below the outer frame 16ab. The coupling frame 16b is mounted on the pivot element 16ac at a bearing element 16af. The coupling frame 16b is therefore pivotable about the second transverse axis Y1.2 with the pivot element 16ac. The bearing element 16af is also designed to be rotatable about the vertical first axis of rotation Z1.This allows the coupling frame 16b to pivot about the vertical first axis of rotation Z1. During the assembly of the additional counterweight 15, the coupling frame 16b is detachably connected to the bearing element 16af at its rear end 16ba, for example via a bolted connection.

[0083] One possible advantageous embodiment of the bearing element 16af provides a bolt-link connection. The rear end 16ba of the coupling frame 16b has an upper and a lower link with aligned bores for a connecting bolt. The connecting bolt is additionally guided by a sleeve in the center of the pivot element 16ac. A sliding bearing for the connecting bolt is provided in the sleeve. The connecting bolt is rotationally fixed to the upper link of the rear end 16ba of the coupling frame 16b and is inserted, typically in the manner of a bolt-link connection, through the upper link, the sleeve, and the lower link. Thus, the rear end 16ba of the coupling frame 16b with the connecting bolt is pivotable relative to the pivot element 16ac with the sleeve.

[0084] Overall, this connecting frame 16a also offers the rotational degree of freedom via the first vertical axis of rotation Z1 and the translational degree of freedom in the X direction, which is realized via the two rotational degrees of freedom in the form of the second transverse axis Y1.2 and the third transverse axis Y2, which are oriented primarily horizontally. The connecting frame 16a is designed such that force transmission in and against the longitudinal direction X of the superstructure 5 is possible. This refers to the restoring forces of the additional counterweight 15, which result from the inclined position of the additional bracing 14. Any forces that arise from a movement of the counterweight carriage 2 that is not completely synchronous with the crawler crane 1 are transferred via the degrees of freedom.

[0085] This allows the additional counterweight 15 to be positioned on a radius relative to the rotation axis Z of the superstructure 5 that differs from the radius of a tip of the counter boom head 10a of the counter boom 10. The connecting frame 16a also enables direct force transmission in the transverse direction Y of the superstructure 5.

[0086] The Fig. Figure 12 shows an enlarged front view of the counterweight car 2 of the Fig. 7. On the support device 15a, the stacked additional counterweight plates 15b are only schematically indicated by dashed lines. This is also shown in the front view according to... Fig. Figure 12 shows that the counterweight wagon 2 is formed from two heavy-load transport vehicles mechanically and control-wise coupled side by side in the area of ​​the two transport platforms 2a, 2a'. For clarity, the transport platforms 2a arranged on the right in the plane of the drawing are also labelled 2a' in this figure. The arrangement of two heavy-load transport vehicles mechanically and control-wise coupled one behind the other is due to the Fig. 8 and Fig. 9. With respect to the longitudinal direction of the two heavy-load transport vehicles, the vehicles are arranged parallel to each other with their transport platforms 2a, 2a' adjacent to one another. The support device 15a thus rests simultaneously on four transport platforms 2a, 2a' of the coupled heavy-load transport vehicles. The support device 15a is not attached to the two transport platforms 2a, 2a', particularly not mechanically, but rests on the transport platforms 2a, 2a' only by its own weight. To facilitate the positioning of the support device 15a of the additional counterweight 15 on the transport platforms 2a, 2a' and to prevent the additional counterweight 15 from slipping in the horizontal transverse direction Y of the counterweight carriage 2 on the transport platforms 2a, 2a', which corresponds to the longitudinal direction X of the crawler crane 1, upwardly projecting guides 2f are arranged on the transport platforms 2a, 2a'.Additional guides 2f may also be provided to prevent the additional counterweight 15 from slipping in the horizontal longitudinal direction X of the counterweight carriage 2 on the transport platforms 2a, 2a'. In this embodiment, the additional counterweight 15 is bolted to the transport platforms 2a, 2a' or their guides 2f, and thus at least part of the weight of the transport platforms 2a, 2a' can be used as the additional counterweight 15. The additional counterweight 15 is then detachably coupled to the transport platforms 2a, 2a'. Alternatively, the additional counterweight 15 can simply rest on the transport platforms 2a, 2a' with lateral guidance, without any coupling.

[0087] The control of the counterweight carriage 2 of this second embodiment (see Fig. 7 to 13) is carried out in an analogous manner to that described previously (see Fig. 1 to 5).

[0088] The Fig. Figure 13 shows a section of the counterweight car 2 of the Fig. Figure 8 shows a perspective view. Visible is the articulated attachment of the connecting frame 16a to the support device 15a for the additional counterweight plates 15b via the bearing components 16ak, particularly approximately in the center of the counterweight carriage 2. Furthermore, the Fig. 13 the fixed connection of the connecting rods 16aa to each other via the outer frame 16ab. In addition, a distance (not specified) between the stops 16ah of the connecting rods 16aa and the support device 15a of the additional counterweight 15 is visible, which allows the angular movement of the connecting rods 16aa relative to the support device 15a in and against the transverse direction Y of the counterweight carriage 2 about the third transverse axes Y2. Also visible is the pivot element 16ac, which is arranged above the outer frame 16ab, i.e., is spaced further away from the support device 15a than the outer frame 16ab, and extends between the connecting rods 16aa. The pivot element 16ac extends in the direction of the second transverse axis Y1.2 and is rotatably mounted on the connecting rods 16aa about this axis. Finally, the Fig. 13, that the rear end 16ba of the coupling frame 16b is attached to the pivot element 16ac via the bearing element 16af. The rear end 16ba of the coupling frame 16b is rotatable about the first axis of rotation Z1 with the bearing element 16af. Therefore, when the coupling frame 16b pivots about the first axis of rotation Z1, only the bearing element 16af is rotated within the connecting frame 16a. For this purpose, the coupling frame 16b is attached at its rear end 16ba to the bearing element 16af located centrally on the pivot element 16ab.

[0089] The coupling frame 16b of both described embodiments ( Fig. 1 and Fig.7) absorbs forces both in the longitudinal direction X of the crawler crane 1 and against the longitudinal direction X of the crawler crane 1. This allows for a non-perpendicular auxiliary bracing 14, so that the counterweight carriage 2 does not have to be positioned perpendicularly below the counter boom head 10a, but can be located further away from the crawler crane 1. Restoring forces of the auxiliary counterweight 15, which result from the inclined position of the auxiliary bracing 14, can be transferred via the coupling frame 16b. With a greater distance of the counterweight carriage 2 from the crawler crane 1, a smaller auxiliary counterweight 15 is required compared to a perpendicular arrangement of the counterweight carriage 2 below the counter boom head 10a, or with the same auxiliary counterweight 15, crawler cranes 1 with a higher maximum lifting capacity can be moved.

[0090] It is understood that the terms vertical and horizontal here refer to a crawler crane 1 or counterweight wagon 2 placed on a level, horizontally extending surface. Reference symbol list 1 crawler crane 2 counterweight wagons 2a, 2a' Transport platform 2b Chassis frame 2c wheels 2D drive and control module 2e turntable 2f Leadership 3 Undercarriages 4a left crawler track 4b right crawler track 5 upper carriage 5a rear end 6 Driver's cab 7 Counterweight 8 outriggers 8a Boom head 8b Deflection pulleys 9. Rocker rope 10 counterweights 10a Counter boom head 11 Counter boom bracing 12 guy wire supports 12a Tensioning support head 13 guy wire support guying 14 Additional guy wires 15 Additional counterweight 15a Carrying device 15b Additional counterweight plates 16 coupling unit 16a Connecting frame 16aa connecting rods 16ab outer frame 16ac swivel element 16ad connecting struts 16ae Crossbar 16af bearing element 16ag central opening 16ah stop 16ak bearing components 16b coupling frame 16ba rear end 16bb Fasteners 16b1 to 16b5 Coupling elements 16c bolt connection 17 Lifting rope 18 hooks 19 Crane control 20 Counterweight wagon control 21a first sensor 21b second sensor 22 Control line 23 Return line Underground X Longitudinal direction Y transverse direction Y1.1 first transverse axis Y1.2 second transverse axis Y2 third transverse axis Z axis of rotation Z1 first axis of rotation QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 20 2009 011 577 U1 [0002, 0007] EP 4 461 693 A1

[0005] EP 3 925 924 A1

[0006] DE 10 2006 010 488 A1

[0008]

Claims

[1] Arrangement comprising a crawler crane (1) and a counterweight carriage (2) for an additional counterweight (15), wherein the additional counterweight (15) is connected to a superstructure (5) of the crawler crane (1) via a coupling unit (16), the coupling unit (16) comprising a connecting frame (16a) and a coupling frame (16b), the connecting frame (16a) being mounted on a support device (15a) of the additional counterweight (15), the coupling frame (16b) being attached at one end to the superstructure (5) and at another rear end (16ba) to the connecting frame (16a), characterized by , that the connecting frame (16a) has a substantially vertical first axis of rotation (Z1) about which the coupling frame (16b) can pivot. [2] Arrangement according to claim 1, characterized by , that the coupling frame (16b) is rotatably mounted on the connecting frame (16a) about the first axis of rotation (Z1). [3] Arrangement according to claim 1 or 2, characterized by, that the coupling frame (16b) is pivotably mounted on the connecting frame (16a) about a second transverse axis (Y1.2). [4] Arrangement according to any one of claims 1 to 3, characterized by , that the connecting frame (16a) has two opposing connecting rods (16aa) that laterally limit the connecting frame (16a), wherein an outer frame (16ab) is arranged between the two connecting rods (16aa) and rigidly attached to them. [5] Arrangement according to claim 4, characterized by , that the connecting rods (16aa) are synchronously movable about a third transverse axis (Y2) relative to the support device (15a). [6] Arrangement according to claim 4 or 5, characterized by , that the connecting frame (16a) comprises bearing components (16ak) which are fixedly attached to the support device (15a), wherein each of the connecting rods (16aa) is pivotably mounted about the third transverse axis (Y2) on one of the bearing components (16ak). [7] Arrangement according to any one of claims 4 to 6, characterized by , that the angular mobility of the connecting rods (16aa) in both directions is limited by a stop (16ah) which rests on the support device (15a) when the maximum angle is reached. [8] Arrangement according to any one of claims 4 to 7, characterized by , that a pivot element (16ac) extends between the two connecting rods (16aa) and is pivotably mounted about the second transverse axis (Y1.2), with the coupling frame (16b) being mounted on the pivot element (16ac). [9] Arrangement according to claim 8, characterized by , that the pivoting element (16ac) is arranged inside or above the outer frame (16ab). [10] Arrangement according to claim 8 or 9, characterized by, that a bearing element (16af) is arranged on or in the pivoting element (16ac), which is provided to be rotatable about the vertical first axis of rotation (Z1), wherein the coupling frame (16b) is mounted on the bearing element (16af). [11] Arrangement according to claim 10, characterized by , that a rear end (16ba) of the coupling frame (16b) is detachably attached to the bearing element (16af). [12] Arrangement according to any one of claims 4 to 11, characterized by , that additional bracing (14) is pivotally bolted to the connecting frame (16a) at an upper end of each of the two connecting rods (16aa) via the first transverse axes (Y1.1). [13] Arrangement according to claim 12, characterized by , that the additional guy wires (14) each extend from a counter boom head (10a) of a counter boom (10) of the crane (1) to the connecting rods (16aa). [14] Arrangement according to any one of claims 8 to 13, characterized by, that a rear end (16ba) of the coupling frame (16b) is suspended over the second transverse axis (Y1.2), in particular by pivoting, over the pivot element (16ac) in the connecting frame (16a), wherein the pivot element (16ac) is pivotable about the first axis of rotation (Z1) within the connecting frame (16a). [15] Arrangement according to any one of claims 1 to 14, characterized by , that the connecting frame (16a) is attached on the one hand to the coupling frame (16b) and on the other hand to the support device (15a) with at least one translational and one rotational degree of freedom (second transverse axis Y1.2, third transverse axis Y2, first rotational axis Z1). [16] Arrangement according to claim 15, characterized by , that at least one first sensor (21a) and one second sensor (21b) are arranged on the connecting frame (16a), wherein the first sensor (21a) determines rotations about the first rotation axis (Z1) and the second sensor (21b) determines rotations about the third transverse axis (Y2). [17] Arrangement according to one of claims 13 to 14, characterized by , that the first sensor (21a) detects a rotation angle of the counterweight carriage (2) relative to the upper carriage (5) about the vertical first rotation axis (Z1). [18] Arrangement according to any one of claims 13 to 15, characterized by , that by means of the second sensor (21b) a movement of the counterweight carriage (2) and the additional counterweight (15) resting on it is detected with a coupling unit (16) of constant length relative to the superstructure (5) and in the longitudinal direction X of the superstructure (5). [19] Arrangement according to any one of claims 13 to 16, characterized by that the two sensors (21a, 21b) are each designed as angle sensors. [20] Arrangement according to any one of claims 1 to 19, characterized by , that the coupling frame (16b) is length-variable. [21] Arrangement according to any one of claims 1 to 20, characterized by, that the crawler crane (1) has a counter boom (10) on which the additional counterweight (15) is suspended. [22] Arrangement according to any one of claims 1 to 21, characterized by , that a crane control (19) of the crawler crane (1) controls the counterweight carriage (2) via its counterweight carriage control (20). [23] Arrangement according to claim 22, characterized by , that the crane control (19) evaluates signals from the first sensor (21a) and the second sensor (21b) to control the counterweight carriage (2). [24] Arrangement according to any one of claims 1 to 23, characterized by , that the counterweight wagon (2) has its own drive, steering and counterweight wagon control (20). [25] Arrangement according to any one of claims 1 to 24, characterized by , that the counterweight wagon (2) consists of at least one heavy transport vehicle. [26] Method for operating an arrangement consisting of a crawler crane (1) and a counterweight carriage (2) for an additional counterweight (15) according to any one of the preceding claims 1 to 25, wherein the crawler crane (1) has a crane control (19) and the counterweight carriage (2) has a counterweight carriage control (20), wherein the crane control (19) of the crawler crane (1) controls the counterweight carriage (2) via its counterweight carriage control (20), characterized by , that signals from a first sensor (21a) and a second sensor (21b) are evaluated by the crane control (19) to check and correct the control of the counterweight carriage (2), wherein the signals describe a distance between the crawler crane (1) and the counterweight carriage (2) and a direction of travel of the crawler crane (1) to a direction of travel of the counterweight carriage (2). [27] Method according to claim 26, characterized by, that the first sensor (21a) detects a rotation angle of the counterweight carriage (2) relative to the upper carriage (5) about the first rotation axis (Z1). [28] Method according to claim 26 or 27, characterized by , that by means of the second sensor (21b) a movement of the counterweight carriage (2) with the additional counterweight (15) resting on it is detected with a coupling unit (16) of constant length relative to the superstructure (5) and in the longitudinal direction X of the superstructure (5).

Images