Split axle assembly and all‑terrain crane

Abstract

The present application relates to the field of engineering machinery, and discloses a split axle assembly and an all‑terrain crane. The split axle assembly is configured to be mounted to a chassis slewing section and comprises: a left axle and a right axle, which are distributed on two sides of the chassis slewing section, wherein the left axle and the right axle are separately connected to the chassis slewing section by means of respective suspension cylinders; and wheel-side drive motors, which are mounted in the left axle and the right axle and are used for rotationally driving wheels on the two sides. The present application provides a split axle assembly having independent suspensions, and a wheel-side hydraulic auxiliary drive system therefor. A single engine can be used to simultaneously drive mechanical drive axles and wheel-side hydraulic drive axles. Compared with the prior art, the overall vehicle height can be reduced, the center of gravity can be lowered, and the anti-roll capability during driving can be improved, thereby achieving safer driving; the wheel‑side hydraulic driving force can be increased, and the overall vehicle power performance can be improved; and the wheel‑side hydraulic driving force can also be selectively engaged on the basis of the driving conditions of the vehicle, thereby achieving flexible and convenient control.

Description

Disconnectable axle assemblies and all-terrain cranes

[0001] Cross-references to related applications

[0002] This application claims the benefit of Chinese Patent Application No. 202510124363.4, filed on January 26, 2025, the contents of which are incorporated herein by reference. Technical Field

[0003] This application belongs to the field of construction machinery, specifically relating to a disconnectable axle assembly and an all-terrain crane. Background Technology

[0004] Ultra-large all-terrain cranes designed for wind power construction typically have nine or more axles, as shown in Figures 1 and 2. Their weight is increasing, and their load-bearing capacity and power performance requirements are further improved to adapt to the characteristics of wind power sites, such as poor road surface conditions, steep slopes, and complex terrain.

[0005] Furthermore, the crane's chassis is equipped with a slewing device. When the drive axle is located below the slewing mechanism, the chassis's slewing base plane needs to be further raised. This results in a higher center of gravity and poor roll resistance. If, as shown in Figure 3, the axle below the slewing device is a non-drive axle, then, on the one hand, the slewing section of the chassis is the main load-bearing component, occupying a significant amount of height space. To ensure driving safety, the overall center of gravity should be lowered as much as possible. On the other hand, the suspension's adaptability to the ground is ensured through suspension travel; that is, the upward bounce of the axle relative to the chassis must meet standard requirements. Considering all these factors, the height of the chassis's slewing base plane from the wheel center plane is usually designed to be relatively high, inevitably leading to a higher center of gravity and poor roll resistance. Summary of the Invention

[0006] The purpose of this application is to provide a disconnectable axle assembly and an all-terrain crane to improve the structural performance and driving dynamics of the vehicle.

[0007] To achieve the above objectives, this application provides a disconnectable axle assembly for mounting to the chassis slewing section and comprising:

[0008] The left axle and the right axle are located on both sides of the slewing section of the frame, and the left axle and the right axle are respectively connected to the slewing section of the frame through their respective suspension cylinders;

[0009] Wheel-side drive motors are installed in the left and right axles and are used to rotate and drive the wheels on both sides.

[0010] In some embodiments, the disconnectable axle assembly includes:

[0011] The left swing arm, the left end of which is hinged to the left axle;

[0012] The right side swing arm, the right end of which is hinged to the right side axle;

[0013] The frame slewing section is provided with a bottom support, and the right end of the left swing arm and the left end of the right swing arm are respectively hinged to both sides of the bottom support.

[0014] In some embodiments, both the left and right axles include wheel-side steering knuckles, the top of which is connected to the bottom of the suspension cylinder, and the bottom of which is hinged to the left or right control arm.

[0015] In some embodiments, the wheel-side drive motor is a hydraulic motor or an electric motor.

[0016] This application also provides an all-terrain crane, which includes the above-described disconnected axle assembly.

[0017] In some embodiments, the all-terrain crane includes:

[0018] The mechanical drive system includes multiple first integral axles driven by the chassis engine;

[0019] The whole axle hydraulic drive system includes multiple second integral axles driven by the undercarriage hydraulic system;

[0020] A wheel-side drive system, including the disconnected axle assembly driven by the wheel-side drive motor;

[0021] Among them, the plurality of first integral axles, the plurality of second integral axles and the disconnected axle assembly are all drive axles.

[0022] In some embodiments, the all-terrain crane includes a single chassis engine and an upper engine for driving the lower hydraulic system.

[0023] In some embodiments, the all-terrain crane includes a controller configured to:

[0024] Obtain the total target torque of the vehicle under the current driving conditions;

[0025] The total target torque of the vehicle is determined to be less than the mechanical drive torque that the mechanical drive system can provide.

[0026] Control the start of the mechanical drive system;

[0027] The total target torque of the vehicle is determined to be greater than the mechanical drive torque that the mechanical drive system can provide, and less than the sum of the mechanical drive torque and the hydraulic drive torque that the whole axle hydraulic drive system can provide;

[0028] Control the start-up of the mechanical drive system and the full-bridge hydraulic drive system;

[0029] The total target torque of the vehicle is determined to be greater than the sum of the mechanical drive torque and the hydraulic drive torque that the whole axle hydraulic drive system can provide;

[0030] Control the start-up of the mechanical drive system, the full-axle hydraulic drive system, and the wheel-side drive system.

[0031] In some embodiments, the wheel-side drive motor is a hydraulic motor, and the wheel-side drive system includes:

[0032] A transmission is located at the output end of the chassis engine and includes a transmission power take-off device;

[0033] A hydraulic pump is installed on the power take-off device of the transmission and connected to the wheel-side drive motor via hydraulic lines.

[0034] In some implementations, the controller is further configured to:

[0035] It is determined that the all-terrain crane is in a heavy-load driving condition, and the total weight G of the vehicle is greater than the preset vehicle weight value and the real-time vehicle speed v is less than the preset vehicle speed value;

[0036] Control the start-up of the entire axle hydraulic drive system and the wheel-side drive system.

[0037] In some embodiments, the hydraulic pump is a variable displacement pump, the wheel-side drive motor is a variable displacement motor, and the controller is further configured to:

[0038] It was determined that the first integral axle was slipping;

[0039] The displacement of the hydraulic pump is controlled and adjusted to increase the wheel-side drive torque T3 that the wheel-side drive system can provide;

[0040] It is determined that the wheel-side axle load distribution of the two axles of the disconnected axle assembly is different;

[0041] The displacement of the drive motors on both sides of the wheel is controlled and adjusted according to the ratio of the axle load on both sides.

[0042] In the disconnectable axle assembly of this application, a disconnectable axle serving as the drive axle is arranged below the slewing section of the frame, replacing the integral axle. This allows the arrangement of the vehicle's structural components to be unaffected by the axle's main reducer, axle housing, etc., and the height of the slewing section of the frame can be reduced according to the available space. In other words, the upper plane of the frame can be lowered as much as possible, thereby lowering the vehicle's center of gravity, improving roll resistance, and enhancing the overall structural performance of the vehicle. In the disconnectable axle assembly, the left and right wheel-side drive motors can independently drive the left and right wheels respectively, further improving driving dynamics and making it more adaptable to cornering, slippage, and other operating conditions.

[0043] Other advantages of this application and the technical effects of preferred embodiments will be further described in the detailed embodiments below. Attached Figure Description

[0044] The accompanying drawings are provided to illustrate the present application and form part of the specification. They are used together with the following detailed description to explain the present application, but do not constitute a limitation thereof. In the drawings:

[0045] Figure 1 is a top view of the axle drive system of an existing ultra-large all-terrain crane;

[0046] Figure 2 is a front view of the axle drive system in Figure 1;

[0047] Figure 3 is a schematic diagram of the installation of the axle under the slewing section of the chassis of an existing ultra-large all-terrain crane;

[0048] Figure 4 is a structural schematic diagram of a disconnected axle assembly according to a specific embodiment of this application;

[0049] Figure 5 is a schematic diagram of the hydraulic drive principle of the wheel-side drive motor;

[0050] Figure 6 is a structural schematic diagram of the axle drive system of an all-terrain crane according to a specific embodiment of this application. Detailed Implementation

[0051] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustrative and explanatory purposes only and are not intended to limit the invention. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0052] The disconnectable axle assembly and all-terrain crane of this application will now be described in detail with reference to the accompanying drawings and embodiments.

[0053] As mentioned earlier, arranging an integral non-drive axle or drive axle under the slewing mechanism is limited by the height of the frame's slewing structure, resulting in a high center of gravity for the entire vehicle, poor roll resistance, and compromised driving safety.

[0054] In view of this, this application discloses a novel disconnectable axle assembly. Referring to Figure 4, the disconnectable axle assembly 100 is used for mounting to the frame slewing section 1 and includes:

[0055] The left axle 21 and the right axle 22 are located on both sides of the frame slewing section 1. The left axle 21 and the right axle 22 are respectively connected to the frame slewing section 1 through their respective suspension cylinders 6.

[0056] The wheel-side drive motor 3 is installed in the left axle 21 and the right axle 22 and is used to rotate and drive the wheels on both sides.

[0057] This application arranges a drive axle below the slewing section 1 of the chassis (i.e., the middle section of the chassis connected to the crane superstructure, where a slewing device is installed), and it is a split axle rather than a solid axle. This allows the arrangement of the vehicle's structural components to be unaffected by the axle's main reducer, axle housing, etc. At the same time, the height of the slewing section of the chassis can be reduced according to the arrangement space, that is, the upper plane of the chassis can be lowered as much as possible, thereby lowering the vehicle's center of gravity, improving anti-rolling performance, and enhancing the overall structural performance of the vehicle.

[0058] The independent suspension features a disconnectable axle positioned below the frame's slewing section 1. A disconnectable axle means that the left axle 21 and right axle 22 are not coaxially driven, operating independently without affecting each other. In this configuration, the left suspension mounted between the left axle 21 and the frame's slewing section 1, and the right suspension mounted between the right axle 22 and the frame's slewing section 1, are independent of each other and do not affect each other. As shown in Figure 4, the movement of the left suspension cylinder 6 will not affect the right suspension cylinder 6.

[0059] Meanwhile, this application changes the lower axle of the slewing section 1 of the frame from a non-drive axle to a wheel-side drive axle to further improve driving dynamics. The wheel-side drive motors 3 on the left and right sides can independently drive the left and right wheels, allowing the left and right wheels to independently adjust their wheel speeds to adapt to cornering conditions, etc.

[0060] In comparison, the existing axle below the slewing section of the frame shown in Figure 3 uses a non-drive axle. However, even so, in order to meet the suspension design requirements and avoid mechanical interference between the frame slewing section structural components and the integral axle, the height of the frame slewing bottom plane from the wheel center plane is usually designed to be relatively high, which degrades the overall vehicle structural performance.

[0061] Referring to Figure 4, the disconnectable axle assembly 100 also includes:

[0062] The left swing arm 41 is hinged to the left axle 21 at its left end.

[0063] The right side swing arm 42 is hinged to the right side axle 22 at its right end.

[0064] The frame slewing section 1 is provided with a bottom support 5, and the right end of the left swing arm 41 and the left end of the right swing arm 42 are respectively hinged to the two sides of the bottom support 5.

[0065] As can be seen, the left and right axles are connected by hinged control arms, eliminating any connection between the wheels on both sides or between the suspensions on both sides. The right end of the left control arm 41 and the left end of the right control arm 42 are hinged to both sides of the bottom support 5, which is welded to the bottom of the frame slewing section 1, providing support for the axle to the bottom support 5, i.e., supporting the frame slewing section 1. Furthermore, the split axle does not interfere with the bottom support 5. Of course, this is just an example; the left and right axles of the split axle, as well as the axle and the frame slewing section 1, can also be connected by other structural components.

[0066] Specifically, both the left axle 21 and the right axle 22 may include a wheel-side steering knuckle 7. The top end of the wheel-side steering knuckle 7 is connected to the bottom end of the suspension cylinder 6, and the bottom end of the wheel-side steering knuckle 7 is hinged to the left control arm 41 or the right control arm 42. In this way, the force of the independent suspension is transmitted to the axle through the wheel-side steering knuckle 7. In addition, the wheel-side drive motor 3 may be mounted on the wheel-side reducer (not shown), located between the top and bottom ends of the wheel-side steering knuckle 7, and drive the wheel through the wheel-side steering knuckle 7.

[0067] It should be noted that the wheel-side drive motor 3 mentioned above can be a hydraulic motor or an electric motor. Hydraulic motors have a large driving force and are suitable for heavy-duty driving, while electric motors have a fast response and high speed and are suitable for flexible control under light loads.

[0068] This application also discloses an all-terrain crane that includes the aforementioned disconnectable axle assembly 100. By adopting the disconnectable axle assembly 100, the vehicle's center of gravity is lowered, roll resistance is improved, and overall vehicle structural performance is enhanced. Furthermore, the wheel-side drive further improves driving dynamics.

[0069] Referring to Figure 6, the all-terrain crane of this embodiment may include:

[0070] The mechanical drive system includes multiple first integral axles 200 driven by the chassis engine 8;

[0071] The whole axle hydraulic drive system includes multiple second integral axles 300 driven by the undercarriage hydraulic system;

[0072] The wheel-side drive system includes a disconnectable axle assembly 100 driven by a wheel-side drive motor 3;

[0073] Among them, multiple first integral axles 200, multiple second integral axles 300 and disconnected axle assemblies 100 are all drive axles.

[0074] Comparatively, as shown in Figure 1, ultra-large all-terrain cranes with nine or more axles generally employ a combination of six mechanical drives and two hydraulic drives, totaling eight axles. The other axle is an integral, non-drive axle (400). It is evident that existing ultra-large all-terrain cranes only possess a mechanical drive system and an integral hydraulic drive system, and not all axles are drive axles.

[0075] The ultra-large all-terrain crane shown in Figure 6 also features a 9-axle structure, employing a combination of 6 mechanical drives and 2 hydraulic drives. Furthermore, an additional split-type axle assembly 100 replaces the integral non-drive axle 400 in Figure 1. Thus, all axles are drive axles, further improving driving dynamics, maneuverability, and versatility. Different combinations of drive systems can be selected for different working conditions.

[0076] In this embodiment, the power source for the multiple first integral axles 200 in the mechanical drive system comes from the chassis engine 8. The power source for the multiple second integral axles 300 in the hydraulic drive system generally comes from the upper engine (not shown), i.e., the upper engine drives the upper hydraulic pump, and the hydraulic lines pass through the slewing device to the lower hydraulic system, thereby driving the multiple second integral axles 300. The power source for the disconnectable axle assembly 100 can be sourced locally, as shown in Figure 5, from the chassis engine 8, increasing the overall vehicle power performance without relying on the upper engine or an additional power source. Therefore, the all-terrain crane of this embodiment can include a single chassis engine 8 and an upper engine for driving the lower hydraulic system. In other words, wheel-side hydraulic drive is suitable for crane products with only one engine in the entire vehicle, thus increasing the overall vehicle power performance without relying on the upper engine or an additional power source.

[0077] In the ultra-large all-terrain crane shown in Figure 6, the vehicle's axle drive system has three drive methods: mechanical drive, whole-axle hydraulic drive, and wheel-side drive, and all axles are drive axles. In addition, the all-terrain crane may include a controller for controlling each drive, which can be configured as follows:

[0078] Obtain the total target torque T of the vehicle under the current driving conditions;

[0079] The total target torque T of the vehicle is determined to be less than the mechanical drive torque T1 that the mechanical drive system can provide.

[0080] Control the start of the mechanical drive system;

[0081] The total target torque T of the vehicle is determined to be greater than the mechanical drive torque T1 that the mechanical drive system can provide, and less than the sum of the mechanical drive torque T1 and the hydraulic drive torque T2 that the whole axle hydraulic drive system can provide.

[0082] Control and start the mechanical drive system and the entire bridge hydraulic drive system;

[0083] The total target torque T of the vehicle is determined to be greater than the sum of the mechanical drive torque T1 and the hydraulic drive torque T2 that the whole axle hydraulic drive system can provide;

[0084] Controls and starts the mechanical drive system, the whole axle hydraulic drive system, and the wheel-side drive system.

[0085] As can be seen, the controller can match a suitable drive system and its combination according to the required total target torque T of the vehicle, so as to avoid energy waste caused by insufficient or excessive driving force. For example, specifically, the total target torque of the vehicle T = f(G, α), where G is the vehicle weight and α is the road gradient. The actual output torque of the vehicle is T' = T1 + T2 + T3, where T1 is the mechanical driving torque provided by the chassis engine 8 through the transmission 9 and transfer case (not shown) driving the mechanical drive axle (i.e., the first integral axle 200), T1 = T tq i g i d i a1 η1. T2 is the hydraulic drive torque provided by the engine-driven hydraulic drive axle (i.e., the second integral axle 300). T3 is the wheel-side hydraulic drive torque provided by the two wheel-side drive motors 3 of the chassis engine 8, which drive the disconnectable axle assembly 100 through the transmission power take-off device.

[0086] In the various torque formulas, T tq It is the engine's real-time torque, i g i d i a1 These represent the transmission ratio, transfer case ratio, and mechanical drive axle ratio, respectively. η1 is the mechanical efficiency of the transmission system. V g1 Where ΔP1 is the hydraulic motor displacement, i is the hydraulic motor pressure differential, and i is the hydraulic motor displacement. r i a2 These represent the speed ratio of the reducer and the speed ratio of the hydraulic drive axle, respectively, and η2 is the mechanical efficiency of the entire axle hydraulic drive system. g2 Where ΔP2 is the displacement of the wheel-side drive motor 3, and i is the pressure difference of the wheel-side hydraulic motor. a3 η3 represents the speed ratio of the left and right wheel-side reducers of the independent suspension split axle, and η3 represents the mechanical efficiency of the wheel-side drive system.

[0087] In this embodiment, the wheel-side drive motor 3 is a hydraulic motor, and its power is taken from the chassis engine 8. Referring to Figure 5, the wheel-side drive system may include:

[0088] The transmission 9 is located at the output end of the chassis engine 8 and includes a transmission power take-off device;

[0089] The hydraulic pump 10 is installed on the power take-off device of the transmission and connected to the wheel-side drive motor 3 via hydraulic lines.

[0090] In Figure 5, when the split axle assembly 100 uses a hydraulic motor with a larger torque to drive both wheels, the power source for the wheel-side drive system is the chassis engine 8. The chassis engine 8 is connected to the transmission 9, and the hydraulic pump 10 is installed on the transmission's power take-off device. It is then connected to the wheel-side drive motor 3 via hydraulic lines. The wheel-side drive motor 3 is installed on the left and right wheel-side reducers of the split axle. The hydraulic system directly drives the wheel-side reducers, which can be equipped with engagement and disengagement mechanisms. In this way, the chassis engine 8 drives the hydraulic pump 10, which in turn pumps pressurized oil to the hydraulic motor, completing the hydraulic drive of the wheel-side drive system.

[0091] It should be noted that the principles and structures of the aforementioned transmission power take-off device, wheel-side reducer, and other components are well known to those skilled in the art and are not key components of this application, therefore they will not be elaborated upon here.

[0092] Specifically, the hydraulic pump 10 can be a variable displacement pump, and the wheel-side drive motor 3 can also be a variable displacement motor, thereby adjusting the magnitude of the wheel-side driving force by adjusting the motor displacement. Therefore, the controller can also be configured as follows:

[0093] It is determined that the all-terrain crane is in a heavy-load driving condition, and the total weight of the vehicle G is greater than the preset vehicle weight value and the real-time vehicle speed v is less than the preset vehicle speed value;

[0094] Control the start-up of the entire axle hydraulic drive system and the wheel-side drive system.

[0095] In other words, the mechanical drive system is activated first when driving under heavy load. When the total target torque of the vehicle, T = f(G, α), is detected to be greater than the mechanical drive torque, T1, the hydraulic drive, especially the wheel-side drive, can be activated as a supplement. For example, if the vehicle is too heavy and the speed is too low, it is determined that the mechanical drive force is insufficient, and the hydraulic drive can be activated at this time. The preset vehicle weight value and preset vehicle speed value can be set according to the actual situation.

[0096] When the hydraulic pump 10 is a variable displacement pump and the wheel-side drive motor 3 is a variable displacement motor, the controller can also be configured as follows:

[0097] The first integral axle 200 was found to be slipping.

[0098] Control the displacement of the hydraulic pump 10 to increase the wheel-side drive torque T3 that the wheel-side drive system can provide;

[0099] The wheel-side axle load distribution of the two axles of the split axle assembly 100 is different;

[0100] Based on the ratio of the wheel axle loads on both sides, the motor displacement of the wheel drive motors 3 on both sides is controlled and adjusted.

[0101] In other words, when skidding or turning occurs, by taking advantage of the feature that the wheel hub motors 3 on both sides of the disconnected axle assembly 100 are independently driven, different driving forces can be applied to the two sides of the vehicle to adapt to the driving conditions.

[0102] In summary, for ultra-large all terrain cranes with nine or more axles, the vehicle drive control can include:

[0103] ① When it is detected that the vehicle is in a heavy-load driving state, the total vehicle weight G is greater than the set value and the vehicle speed v is less than the set value, it is determined that the driving force of the mechanical drive system is insufficient. The 2-axle integral hydraulic drive system and the 1-axle wheel hub drive system in Fig. 6 can be selected to be used as power supplements to jointly drive the vehicle.

[0104] It can be seen that when the vehicle is driving with a heavy load, the weight is greater than the preset value, and the vehicle speed is less than the preset value, hydraulic drive is selected; when driving with a heavy load, the mechanical drive system is preferentially started. When it is detected that the total vehicle target torque T=f(G,α) is greater than the mechanical drive torque T1, hydraulic drive, especially wheel hub drive, can be started as a supplement.

[0105] ② According to different heavy-load driving conditions of the vehicle, that is, according to the total vehicle weight and the road surface gradient, different hydraulic drives are selected. Specifically, when it is detected that T<T1, the integral hydraulic drive of the axle is not required to be put into operation; when it is detected that T>T1 and T<T1+T2, it is preferred to select to put into operation the 8-axle mechanical drive and the ˌ2-axle hydraulic drive; when it is detected that T>T1+T2, the 1-axle wheel hub hydraulic drive is synchronously put into operation.

[0106] ③ When it is detected that some mechanical drive axles are skidding (which can be confirmed by comparing the slip ratio of each axle with the set value), by adjusting the displacement V of the wheel hub motor 3 g2 , the wheel hub drive torque is increased.

[0107] When it is detected that the left and right wheel hub axle loads of the disconnected axle assembly 100 with an independent suspension are different, for example, when the vehicle is turning, the displacements of the left and right hydraulic motors can be adjusted according to the ratio of the left and right wheel hub axle loads, so as to make the best use of the ground adhesion to provide the wheel hub hydraulic drive torque.

[0108] In short, the present application provides a disconnected axle assembly with an independent suspension and its wheel hub hydraulic auxiliary drive system, which can use a single engine to drive the mechanical drive axle and the wheel hub hydraulic drive axle at the same time. According to the newly designed disconnected axle assembly and its application in the axle drive system of an all terrain crane, as well as the corresponding control strategy, compared with the prior art, the present application can reduce the overall vehicle height, reduce the center of gravity height, improve the anti-rollover ability during driving, make driving safer, increase the wheel hub hydraulic drive force, and improve the overall vehicle power performance. Moreover, the wheel hub hydraulic drive force can be selected to be put into operation according to the vehicle driving conditions.

[0109] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0110] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0111] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0112] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A disconnectable axle assembly, characterized in that, The disconnectable axle assembly (100) is used for mounting to the frame slewing section (1) and includes: The left axle (21) and the right axle (22) are distributed on both sides of the frame slewing section (1). The left axle (21) and the right axle (22) are respectively connected to the frame slewing section (1) through their respective suspension cylinders (6). Wheel-side drive motors (3) are installed in the left axle (21) and right axle (22) and are used to rotate and drive the wheels on both sides.

2. The disconnectable axle assembly according to claim 1, characterized in that, The disconnectable axle assembly (100) includes: Left swing arm (41), the left end of which is hinged to the left axle (21); Right side swing arm (42), the right end of which is hinged to the right side axle (22); The frame slewing section (1) is provided with a bottom support (5), and the right end of the left swing arm (41) and the left end of the right swing arm (42) are respectively hinged to the two sides of the bottom support (5).

3. The disconnectable axle assembly according to claim 2, characterized in that, Both the left axle (21) and the right axle (22) include a wheel-side steering knuckle (7), the top of which is connected to the bottom of the suspension cylinder (6), and the bottom of which is hinged to the left swing arm (41) or the right swing arm (42).

4. The disconnectable axle assembly according to any one of claims 1 to 3, characterized in that, The wheel-side drive motor (3) is a hydraulic motor or an electric motor.

5. An all-terrain crane, characterized in that, The all-terrain crane includes a disconnectable axle assembly (100) according to any one of claims 1 to 3.

6. The all-terrain crane according to claim 5, characterized in that, The all-terrain crane includes: The mechanical drive system includes multiple first integral axles (200) driven by the chassis engine (8); The whole axle hydraulic drive system includes multiple second integral axles (300) driven by the undercarriage hydraulic system; The wheel-side drive system includes the disconnected axle assembly (100) driven by the wheel-side drive motor (3); Among them, the plurality of first integral axles (200), the plurality of second integral axles (300) and the disconnected axle assembly (100) are all drive axles.

7. The all-terrain crane according to claim 6, characterized in that, The all-terrain crane includes a single chassis engine (8) and an upper engine for driving the lower hydraulic system.

8. The all-terrain crane according to claim 6, characterized in that, The all-terrain crane includes a controller, which is configured to: Obtain the total target torque (T) of the vehicle under the current driving conditions; The total target torque (T) of the vehicle is determined to be less than the mechanical drive torque (T1) that the mechanical drive system can provide; Control the start of the mechanical drive system; The total target torque T of the vehicle is determined to be greater than the mechanical drive torque (T1) that the mechanical drive system can provide, and less than the sum of the mechanical drive torque (T1) and the hydraulic drive torque (T2) that the whole axle hydraulic drive system can provide; Control the start-up of the mechanical drive system and the full-bridge hydraulic drive system; The total target torque T of the vehicle is determined to be greater than the sum of the mechanical drive torque (T1) and the hydraulic drive torque (T2) that the whole axle hydraulic drive system can provide; Control the start-up of the mechanical drive system, the full-axle hydraulic drive system, and the wheel-side drive system.

9. The all-terrain crane according to claim 8, characterized in that, The wheel-side drive motor (3) is a hydraulic motor, and the wheel-side drive system includes: A transmission (9) is disposed at the output end of the chassis engine (8) and includes a transmission power take-off device; A hydraulic pump (10) is installed on the power take-off device of the transmission and connected to the wheel-side drive motor (3) via hydraulic lines.

10. The all-terrain crane according to claim 9, characterized in that, The controller is also configured to: It is determined that the all-terrain crane is in a heavy-load driving condition, and the total weight G of the vehicle is greater than the preset vehicle weight value and the real-time vehicle speed v is less than the preset vehicle speed value; Control the start-up of the entire axle hydraulic drive system and the wheel-side drive system.

11. The all-terrain crane according to claim 9, characterized in that, The hydraulic pump (10) is a variable displacement pump, the wheel-side drive motor (3) is a variable displacement motor, and the controller is further configured to: It was determined that the first integral axle (200) was slipping; Control and adjust the displacement of the hydraulic pump (10) to increase the wheel-side drive torque T3 that the wheel-side drive system can provide; It is determined that the wheel-side axle load distribution of the two axles of the disconnected axle assembly (100) is different; Based on the ratio of the wheel-side axle loads on both sides, the motor displacement of the wheel-side drive motors (3) on both sides is controlled and adjusted.

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