Hybrid suspension traveling system for crane, hybrid suspension traveling control method, and crane

Abstract

Disclosed in the present application are a hybrid suspension traveling system for a crane, a hybrid suspension traveling control method, and a crane. The hybrid suspension traveling system comprises a first axle device and a second axle device; the first axle device uses a non-independent suspension, and the first axle device is arranged on a frame of the crane and is located on the front side and / or rear side of a slewing device of the crane; the second axle device uses an independent suspension, and the second axle device is arranged on the frame of the crane and is located on the lower side of the slewing device of the crane. That is, on a chassis of the crane, the axle device using the non-independent suspension and the axle device using the independent suspension are used in a mixed manner, which can satisfy the maximum 3 m vehicle width requirement of a whole vehicle as an on-road vehicle and the maximum reduction of the height and center of gravity of the whole vehicle during heavy-load driving, while also achieving system simplification, efficiency improvement, and cost optimization to the maximum extent.

Description

Hybrid suspension travel system for cranes, travel control method and crane

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202510124364.9, filed on January 26, 2025, entitled "Hybrid Suspension Travel System for Cranes, Travel Control Method and Crane", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application belongs to the field of crane technology, and in particular relates to a hybrid suspension travel system for cranes, a travel control method, and a crane. Background Technology

[0004] Ultra-large all-terrain cranes designed for wind turbines and special foundation construction are becoming increasingly larger, resulting in greater self-weight, higher center of gravity, and more complex relocation scenarios.

[0005] In existing technologies, crane chassis are generally only configured with non-independent suspension integral axles. Non-independent suspension integral axles require a high installation height, resulting in a high center of gravity for the entire vehicle. To ensure stable driving at a high center of gravity, the only solution is to increase the vehicle's external width. However, this makes it difficult to transport the vehicle over long distances. The chassis must be transported by disassembling components such as the turntable, boom, and outriggers, and then using a flatbed truck. This not only reduces work efficiency but also significantly increases the user's operating costs. Technical solutions

[0006] To address the aforementioned deficiencies or shortcomings, this application provides a hybrid suspension travel system, travel control method, and crane for cranes, aiming to solve the technical problem that cranes are difficult to transport over long distances due to the configuration of non-independent suspension integral axles.

[0007] To achieve the above objectives, the first aspect of this application provides a hybrid suspension travel system for a crane, wherein the hybrid suspension travel system for a crane includes a first axle assembly and a second axle assembly; the first axle assembly employs a non-independent suspension and is mounted on the crane's frame and located on the front and / or rear side of the crane's slewing device; the second axle assembly employs an independent suspension and is mounted on the crane's frame and located on the lower side of the crane's slewing device.

[0008] In one embodiment of this application, the second axle assembly includes a second suspension cylinder and a disconnectable axle. The upper and lower ends of the second suspension cylinder are respectively connected to the crane frame and the disconnectable axle. The second suspension cylinder is provided with a second detection device for detecting the second suspension cylinder. The hybrid suspension driving system also includes a control device that is communicatively connected to the second detection device. The control device is used to adjust the stroke of the second suspension cylinder according to the detection result of the second detection device, so that the second axle assembly moves in coordination with the first axle assembly.

[0009] In one embodiment of this application, the first axle assembly includes a first suspension cylinder and an integral axle. The upper and lower ends of the first suspension cylinder are respectively connected to the crane frame and the integral axle. The first suspension cylinder is equipped with a first detection device for detecting the first suspension cylinder. The control device is also communicatively connected to the first detection device and is further configured as follows:

[0010] Compare the detection results of the second detection device with the detection results of the first detection device;

[0011] Based on the comparison results, the stroke of the second suspension cylinder is adjusted to ensure that the movement of the second axle assembly is coordinated with that of the first axle assembly.

[0012] In one embodiment of this application, the method further includes, before comparing the detection result of the second detection device with the detection result of the first detection device:

[0013] The average value of the detection data from the first detection device located on the first axle device at both ends of the crane is calculated, and the result of the average value calculation is used as the detection result of the first detection device.

[0014] In one embodiment of this application, comparing the detection result of the second detection device with the detection result of the first detection device includes:

[0015] The comparison interval is determined based on the detection results of the first detection device;

[0016] The detection results of the second detection device are compared with the comparison interval.

[0017] In one embodiment of this application, both the first detection device and the second detection device include a pressure sensor and a stroke sensor. The pressure sensor and the stroke sensor are used to detect the working oil pressure and working stroke of the corresponding suspension cylinder, respectively. Adjusting the stroke of the second suspension cylinder based on the comparison result includes:

[0018] If the pressure sensor in the second detection device does not fall within the pressure comparison range and / or the stroke sensor in the second detection device does not fall within the stroke comparison range, the second suspension cylinder is controlled to adjust its stroke. The pressure comparison range and the stroke comparison range are determined based on the detection results of the pressure sensor and the stroke sensor in the first detection device, respectively.

[0019] In one embodiment of this application, both the first suspension cylinder and the second suspension cylinder are configured with their piston rod ends facing upwards. When the detection result of the pressure sensor in the second detection device is not within the pressure comparison range and / or the detection result of the stroke sensor in the second detection device is not within the stroke comparison range, controlling the second suspension cylinder to adjust its stroke includes:

[0020] If the detection result of the pressure sensor in the second detection device is less than the minimum threshold of the pressure comparison range, and / or the detection result of the stroke sensor in the second detection device is greater than the maximum threshold of the stroke comparison range, the rod chamber of the second suspension cylinder is controlled to receive oil.

[0021] If the pressure sensor in the second detection device detects a value greater than the maximum threshold of the pressure comparison range, and / or the stroke sensor in the second detection device detects a value less than the minimum threshold of the stroke comparison range, the rodless chamber of the second suspension cylinder is controlled to receive oil.

[0022] In one embodiment of this application, the second axle device has two second suspension cylinders, which are respectively located on the left and right sides of the slewing bearing box frame that protrudes downward from the vehicle frame. The split axle includes a first swing arm, a second swing arm, and two wheel-side reducers. The lower ends of the two second suspension cylinders are respectively connected to the upper ends of the two wheel-side reducers. The ends of the first swing arm and the second swing arm that are relatively far apart from each other are respectively hinged to the lower ends of the two wheel-side reducers. The ends of the first swing arm and the second swing arm that are relatively close to each other are respectively hinged to the lower side of the slewing bearing box frame.

[0023] In one embodiment of this application, the second axle device further includes a mounting bracket disposed on the lower side of the slewing bearing box frame. The mounting bracket includes a connecting vertical plate and a mounting horizontal plate. The upper and lower ends of the connecting vertical plate are respectively connected to the lower side of the slewing bearing box frame and the mounting horizontal plate. The left and right ends of the mounting horizontal plate extend out of the mounting vertical plate, and mounting openings are provided on both the left and right ends of the mounting horizontal plate. The ends of the first swing arm and the second swing arm that are relatively close to each other are respectively placed in the mounting openings on the left and right ends of the mounting horizontal plate and are respectively hinged to the mounting horizontal plate.

[0024] To achieve the above objectives, a second aspect of this application provides a hybrid suspension travel control method, wherein the hybrid suspension travel control method is applied to the hybrid suspension travel system for cranes described above, and includes:

[0025] The operating parameters of the second suspension cylinder in the second axle assembly are compared with the operating parameters of the first suspension cylinder in the second axle assembly.

[0026] Based on the comparison results, determine whether the first axle assembly and the second axle assembly move in coordination;

[0027] If it is determined that the first axle assembly and the second axle assembly are not moving in coordination, the stroke of the second suspension cylinder is adjusted.

[0028] To achieve the above objectives, a third aspect of this application provides a crane, wherein the crane includes a hybrid suspension travel system for cranes as described above. Beneficial effects

[0029] When the crane uses the aforementioned hybrid suspension system, it includes a first axle assembly and a second axle assembly. The first axle assembly uses a non-independent suspension and is mounted on the crane's frame, located in front of and / or behind the crane's slewing mechanism. The second axle assembly uses an independent suspension and is mounted on the crane's frame, located below the crane's slewing mechanism. In other words, on the crane chassis, non-independent and independent axle assemblies are used interchangeably. Furthermore, since the lower part of the frame has the lowest mounting height at the slewing mechanism's mounting position, the second axle assembly uses an independent suspension, which has lower requirements for mounting height. The lowering of the vehicle's center of gravity by mounting it on the underside of the crane's slewing mechanism eliminates the need to increase the vehicle's width for stable operation. Furthermore, the larger mounting height of the frame on the lower front and rear sides of the slewing mechanism allows for the configuration of a non-independent suspension first axle. Non-independent suspension is not only simple in structure and low in manufacturing cost, but also exhibits excellent passability and load-bearing capacity, meeting the crane's requirements for complex terrain and heavy loads. This allows for a balance between the vehicle's maximum width requirement of 3 meters for road vehicles and the maximum reduction in overall height and center of gravity during heavy-load operation, while simultaneously achieving maximum system simplification, efficiency improvement, and cost optimization. Attached Figure Description

[0030] The accompanying drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the following detailed description to explain the embodiments of this application, but do not constitute a limitation on the embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without any inventive effort. In the drawings:

[0031] Figure 1 is a schematic diagram of the structure of the second axle device on the vehicle frame according to an embodiment of the present application;

[0032] Figure 2 is a structural schematic diagram of a disconnected axle according to an embodiment of the present application;

[0033] Figure 3 is a partial flowchart of a hybrid suspension driving control method according to an embodiment of this application;

[0034] Figure 4 is a detailed flowchart of a hybrid suspension driving control method according to an embodiment of this application.

[0035] Explanation of reference numerals in the attached drawings: 100, frame; 110, slewing bearing box frame; 120, mounting bracket; 121, connecting vertical plate; 122, mounting horizontal plate; 200, second axle assembly; 210, second suspension cylinder; 220, disconnectable axle; 221, first swing arm; 222, second swing arm; 223, wheel-side reducer. Detailed Implementation

[0036] The specific embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of this application.

[0037] The following description, with reference to the accompanying drawings, describes a hybrid suspension travel system, travel control method, and crane according to this application.

[0038] As shown in Figure 1, this application provides a hybrid suspension travel system for cranes, wherein the hybrid suspension travel system for cranes includes:

[0039] The first axle assembly adopts a non-independent suspension and is mounted on the frame 100 of the crane and located in front of and / or behind the slewing device of the crane.

[0040] The second axle assembly 200 adopts an independent suspension and is mounted on the crane frame 100 and located below the crane's slewing device.

[0041] When the crane uses the aforementioned hybrid suspension travel system, it includes a first axle assembly and a second axle assembly 200. The first axle assembly uses a non-independent suspension and is mounted on the crane's frame 100, located on the front and / or rear side of the crane's slewing device. Specifically, there may be first axle assemblies on both the front and rear sides. The second axle assembly 200 uses an independent suspension and is mounted on the crane's frame 100, located below the crane's slewing device. That is, on the crane chassis, non-independent suspension axle assemblies and independent suspension axle assemblies are used interchangeably. Furthermore, since the lower part of the frame 100 has the lowest mounting height at the slewing device mounting position, the second axle assembly 200 uses... By using an independent suspension with lower installation height requirements and placing it under the slewing device of the crane, the center of gravity of the entire vehicle can be lowered, thus eliminating the need to increase the vehicle's width to achieve stable driving. In addition, the frame 100 has a relatively large installation height on the lower part of the front and rear sides of the slewing device, which can meet the configuration of the first axle device using a non-independent suspension. The non-independent suspension is not only simple in structure and low in manufacturing cost, but also has excellent passability and load-bearing capacity, which can meet the crane's requirements for complex terrain and heavy loads. This allows the vehicle to meet the maximum width requirement of 3m for road vehicles and the maximum reduction in vehicle height and center of gravity during heavy-load driving, while achieving maximum system simplification, efficiency improvement and cost optimization.

[0042] It should be noted that, in order to bear the load, the crane frame 100 is generally provided with a support box frame that protrudes downwards. This is especially true at the location where the slewing device is installed. Since the slewing device and boom need to be supported, the slewing support box frame provided at this location of the frame 100 will be larger and taller, meaning that the distance from the ground will be smaller. This results in the minimum installation height at this location.

[0043] In one embodiment of this application, the second axle assembly 200 includes a second suspension cylinder 210 and a disconnectable axle 220. The upper and lower ends of the second suspension cylinder 210 are respectively connected to the crane frame 100 and the disconnectable axle 220. The second suspension cylinder 210 is equipped with a second detection device for detecting the second suspension cylinder 210. The hybrid suspension driving system also includes a control device communicatively connected to the second detection device. The control device is used to adjust the stroke of the second suspension cylinder 210 according to the detection results of the second detection device, so that the second axle assembly 200 moves in coordination with the first axle assembly. Therefore, by adjusting the second suspension cylinder 210, the overall vehicle's motion coordination can be achieved. Specifically, the second detection device may include at least one of a pressure sensor and a stroke sensor, that is, the detection result of the second detection device may include at least one of the detection data of the pressure sensor and the detection data of the stroke sensor, and the control device may pre-store the ideal data of the pressure sensor and / or stroke sensor in the second detection device. The ideal data is defined as being able to support the second axle device 200 to achieve motion coordination with the first axle device under the current driving conditions.

[0044] In one embodiment of this application, the first axle assembly includes a first suspension cylinder and an integral axle. The upper and lower ends of the first suspension cylinder are respectively connected to the crane frame 100 and the integral axle. The first suspension cylinder is equipped with a first detection device for detecting the first suspension cylinder. The control device is also communicatively connected to the first detection device and is further configured as follows:

[0045] Compare the detection results of the second detection device with the detection results of the first detection device;

[0046] Based on the comparison results, the stroke of the second suspension cylinder 210 is adjusted so that the movement of the second axle assembly 200 is coordinated with that of the first axle assembly.

[0047] Understandably, by adding a first detection device to the first suspension cylinder, comparing the real-time detection results of the first and second detection devices, and adjusting the stroke of the second suspension cylinder 210 based on the comparison results, the adjustment can be made closer to the actual driving conditions, thereby further improving the overall vehicle's motion coordination.

[0048] In one embodiment of this application, the method further includes, before comparing the detection result of the second detection device with the detection result of the first detection device:

[0049] The average value of the detection data from the first detection device located on the first axle device at both ends of the crane is calculated, and the result of the average value calculation is used as the detection result of the first detection device.

[0050] Specifically, the crane can have multiple first axle assemblies, with a second axle assembly 200 located between two adjacent first axle assemblies. On the crane chassis, one first axle assembly is located at the very front of the crane, and another at the very rear. The first detection device can be installed only on the first suspension cylinders of the first axle assemblies at the very front and rear ends to reduce production costs. Since there are four first suspension cylinders in total for the first axle assemblies at the very front and rear ends, the average detection data from these four cylinders can be used as the detection result of the first detection device, making the determined detection result more accurate and effective. However, this application is not limited to this; the first detection device can also be installed on only one of the first suspension cylinders of the first axle assembly, or on all the first suspension cylinders of the first axle assemblies.

[0051] In one embodiment of this application, comparing the detection result of the second detection device with the detection result of the first detection device includes:

[0052] The comparison interval is determined based on the detection results of the first detection device;

[0053] The detection results of the second detection device are compared with the comparison interval.

[0054] Specifically, by setting the comparison interval, when the detection result of the second detection device falls within the comparison interval, there is no need to adjust the stroke of the second suspension cylinder 210, thus avoiding frequent adjustments due to small differences. More specifically, the maximum threshold of the comparison interval is equal to the detection result of the first detection device plus the first adjustment value, and the minimum threshold of the comparison interval is equal to the detection result of the first detection device minus the second adjustment value. The first adjustment value and the second adjustment value can be set to be equal or unequal.

[0055] In one embodiment of this application, both the first detection device and the second detection device include a pressure sensor and a stroke sensor. The pressure sensor and the stroke sensor are used to detect the working oil pressure and working stroke of the corresponding suspension cylinder, respectively. Adjusting the stroke of the second suspension cylinder 210 based on the comparison results includes:

[0056] If the detection result of the pressure sensor in the second detection device is not within the pressure comparison range and / or the detection result of the stroke sensor in the second detection device is not within the stroke comparison range, the second suspension cylinder 210 is controlled to adjust the stroke. The pressure comparison range and the stroke comparison range are determined based on the detection results of the pressure sensor and the stroke sensor in the first detection device, respectively.

[0057] Understandably, by configuring both the first and second detection devices to include a pressure sensor and a stroke sensor, and implementing stroke adjustment of the second suspension cylinder 210 when at least one of the detection results in the second detection device is not within the corresponding comparison range, the other device can still adjust and control the second suspension cylinder 210 even if one of them fails, thereby improving the reliability of the overall vehicle motion coordination.

[0058] Furthermore, the maximum threshold of the pressure comparison range is equal to the detection result of the pressure sensor in the first detection device plus the first pressure adjustment value, and the minimum threshold of the pressure comparison range is equal to the detection result of the pressure sensor in the first detection device minus the second pressure adjustment value. The first pressure adjustment value and the second pressure adjustment value can be set to be equal or unequal. Similarly, the maximum threshold of the stroke comparison range is equal to the detection result of the stroke sensor in the first detection device plus the first stroke adjustment value, and the minimum threshold of the stroke comparison range is equal to the detection result of the stroke sensor in the first detection device minus the second stroke adjustment value. The first stroke adjustment value and the second stroke adjustment value can be set to be equal or unequal.

[0059] In one embodiment of this application, both the first suspension cylinder and the second suspension cylinder 210 are configured with the piston rod end facing upwards, i.e., the rodless chamber is configured downwards. The effective working area of ​​the rodless chamber is larger than that of the rod chamber, which can enhance the support effect of the suspension cylinder on the vehicle frame 100. When the detection result of the pressure sensor in the second detection device is not within the pressure comparison range and / or the detection result of the stroke sensor in the second detection device is not within the stroke comparison range, controlling the second suspension cylinder 210 to adjust its stroke includes:

[0060] If the detection result of the pressure sensor in the second detection device is less than the minimum threshold of the pressure comparison range, and / or the detection result of the stroke sensor in the second detection device is greater than the maximum threshold of the stroke comparison range, the rod chamber of the second suspension cylinder 210 is controlled to receive oil.

[0061] If the pressure sensor in the second detection device detects a value greater than the maximum threshold of the pressure comparison range, and / or the stroke sensor in the second detection device detects a value less than the minimum threshold of the stroke comparison range, the rodless chamber of the second suspension cylinder 210 is controlled to receive oil.

[0062] Understandably, if the detection result of the pressure sensor in the second detection device is less than the minimum threshold of the pressure comparison range, and / or the detection result of the stroke sensor in the second detection device is greater than the maximum threshold of the stroke comparison range, it can be said that the piston rod end of the second suspension cylinder 210 extends more than the piston rod end of the first suspension cylinder, that is, the second suspension cylinder 210 is in an uncoordinated extension state. This can be achieved by controlling the oil intake of the rod chamber of the second suspension cylinder 210 to drive the piston rod end of the second suspension cylinder 210 to move in the retracting direction, thereby ensuring the coordinated movement of the first axle device and the second axle device 200. Furthermore, if the detection result of the pressure sensor in the second detection device is greater than the maximum threshold of the pressure comparison range, and / or the detection result of the stroke sensor in the second detection device is less than the minimum threshold of the stroke comparison range, it can be indicated that the piston rod end of the second suspension cylinder 210 is retracted more than the piston rod end of the first suspension cylinder. In other words, the second suspension cylinder 210 is in a state of uncoordinated retraction. This can be addressed by controlling the oil intake of the rodless chamber of the second suspension cylinder 210 to drive the piston rod end of the second suspension cylinder 210 to move in the extending direction, thereby ensuring coordinated movement between the first axle assembly and the second axle assembly 200. Of course, this application is not limited to this; both the first suspension cylinder and the second suspension cylinder 210 can also have their piston rod ends facing downwards.

[0063] More specifically, the second suspension cylinder 210 has an electro-hydraulic valve, which can control the oil inlet and outlet direction of the second suspension cylinder 210.

[0064] Referring to Figures 1 and 2, in one embodiment of this application, the second axle assembly 200 includes two second suspension cylinders 210. These two cylinders are respectively located on the left and right sides of the slewing bearing housing 110, which protrudes downwards from the frame 100. The split axle 220 includes a first swing arm 221, a second swing arm 222, and two wheel-side reducers 223. The lower ends of the two second suspension cylinders 210 are respectively connected to the upper ends of the two wheel-side reducers 223. The ends of the first swing arm 221 and the second swing arm 222 that are relatively far apart are respectively hinged to the lower ends of the two wheel-side reducers 223, while the ends of the first swing arm 221 and the second swing arm 222 that are relatively close to each other are respectively hinged to the lower side of the slewing bearing housing 110. With this configuration, the second axle assembly 200 can be reliably mounted on the frame 100 without any gaps.

[0065] In one embodiment of this application, the second axle device 200 further includes a mounting bracket 120 disposed on the lower side of the slewing bearing housing frame 110. The mounting bracket 120 includes a connecting vertical plate 121 and a mounting horizontal plate 122. The upper and lower ends of the connecting vertical plate 121 are respectively connected to the lower side of the slewing bearing housing frame 110 and the mounting horizontal plate 122. The left and right ends of the mounting horizontal plate 122 extend out of the mounting vertical plate, and mounting openings are provided on both the left and right ends of the mounting horizontal plate 122. The relatively close ends of the first swing arm 221 and the second swing arm 222 are respectively placed in the mounting openings on the left and right ends of the mounting horizontal plate 122 and are respectively hinged to the mounting horizontal plate 122. Thus, by adding the mounting bracket 120, it is convenient to assemble and disassemble the first swing arm 221 and the second swing arm 222 on the slewing bearing housing frame 110. Specifically, there can be two first swing arms 221 and two second swing arms 222. The two first swing arms 221 are located on the left side of the mounting plate 122 and are inclined away from each other from left to right. The two second swing arms 222 are located on the right side of the mounting plate 122 and are inclined away from each other from right to left. Right mounting openings are provided at the four corners of the mounting plate 122 so that the two first swing arms 221 and the two second swing arms 222 are arranged in a one-to-one correspondence.

[0066] In one embodiment of this application, a steering device may be provided on the first axle assembly and / or the second axle assembly 200.

[0067] Compared with the prior art, the hybrid suspension travel system for cranes provided in this application has the following advantages:

[0068] 1. Based on the overall vehicle configuration requirements and the characteristics of the main structural components such as the chassis, a hybrid system of non-independent suspension integral axles and independent suspension disconnect axles is configured at different axle positions. This system takes into account the vehicle's maximum width requirement of 3m as a road vehicle and the maximum reduction in vehicle height and center of gravity during heavy-load driving, while achieving maximum system simplification, efficiency improvement and cost optimization.

[0069] 2. Using the non-independent suspension integral axle of the vehicle as the standard axle, pressure sensors and / or stroke sensors are installed in the suspension cylinders connected to the standard axle. Similarly, pressure sensors and / or stroke sensors are also installed in the suspension cylinders connected to the independent suspension disconnect axle. During vehicle operation, the readings of the pressure sensors and / or stroke sensors in the standard axle suspension cylinders are used as a benchmark. By comparing the readings of the pressure sensors and / or stroke sensors in the independent suspension cylinders, the state of the independent suspension disconnect axle and its motion coordination with the non-independent integral axle are determined. The stroke of the independent suspension cylinders is adjusted by controlling them to ultimately achieve the motion coordination of the entire vehicle.

[0070] Furthermore, as shown in Figure 3, this application also provides a hybrid suspension travel control method, wherein the hybrid suspension travel control method is applied to the hybrid suspension travel system for cranes described above, and includes:

[0071] Step S100: Compare the operating parameters of the second suspension cylinder 210 in the second axle assembly 200 with the operating parameters of the first suspension cylinder in the second axle assembly 200.

[0072] Specifically, the operating parameters of the first suspension cylinder and the second suspension cylinder 210 include at least one of the operating oil pressure and the operating stroke. The operating oil pressure can be detected by setting a pressure sensor on the corresponding suspension cylinder, and the operating stroke can be detected by setting a stroke sensor on the corresponding suspension cylinder.

[0073] More specifically, the comparison range can be determined first based on the working parameters of the first suspension cylinder, and then the working parameters of the second suspension cylinder 210 can be compared with the comparison range.

[0074] Step S200: Determine whether the first axle assembly and the second axle assembly 200 move in coordination based on the comparison results.

[0075] Understandably, if the operating parameters of the second suspension cylinder 210 are not significantly different from those of the first suspension cylinder in the second axle assembly 200, it can be determined that the first and second axle assemblies 200 move in coordination. If the operating parameters of the second suspension cylinder 210 differ significantly from those of the first suspension cylinder in the second axle assembly 200, it can be determined that the first and second axle assemblies 200 move in coordination. Specifically, if the operating parameters of the second suspension cylinder 210 are within a comparative range, it can be determined that the first and second axle assemblies 200 move in coordination. If the operating parameters of the second suspension cylinder 210 are not within a comparative range, it can be determined that the first and second axle assemblies 200 move in coordination.

[0076] In step S300, when it is determined that the first axle assembly and the second axle assembly 200 are in a state of motion incoordination, the stroke of the second suspension cylinder 210 is adjusted.

[0077] When the crane uses the aforementioned hybrid suspension travel control method, since both non-independent and independent suspension axle devices are used on the crane chassis, and since the lower part of the frame 100 has the lowest installation height at the slewing device mounting position, the second axle device 200 adopts an independent suspension with lower installation height requirements and is positioned on the lower side of the crane's slewing device. This lowers the overall center of gravity of the vehicle, eliminating the need to increase the vehicle's outer width to achieve stable travel. Furthermore, the first axle device can be used as a standard axle, and by comparing the working parameters of the suspension cylinders of the second axle device 200, the state of the second axle device 200 with independent suspension and the motion coordination between the second axle device 200 and the first axle device with non-independent suspension can be determined. By adjusting the working stroke of the second suspension cylinder 210 of the second axle device 200, the overall motion coordination of the vehicle can be achieved.

[0078] Specifically, referring to Figure 4, the detailed steps of the hybrid suspension driving control method provided in this application can be as follows:

[0079] (1) Control the vehicle to start;

[0080] (2) Inspect the suspension status of all first axle and second axle assemblies;

[0081] (3) Determine whether the suspension is in the initial setting state based on the test results of the suspension state. The initial setting state can be that the piston rod end of the suspension cylinder is extended in the middle position.

[0082] (4) If the suspension is not fully in the initial setting state, the display screen will prompt you to adjust the suspension to the initial setting state;

[0083] (5) After all the suspensions are in the initial setting state and the vehicle speed is not zero, the detection results of the first detection device on the first suspension cylinder and the second detection device on the second suspension cylinder are obtained respectively.

[0084] (6) Determine the comparison interval based on the detection results of the first detection device;

[0085] (7) Compare the detection results of the second detection device with the comparison interval;

[0086] (8) Adjust the stroke of the second suspension cylinder according to the comparison results so that the second axle assembly moves in coordination with the first axle assembly.

[0087] Furthermore, this application provides a crane, wherein the crane includes the hybrid suspension travel system for cranes described above. Since the crane employs all the technical solutions of the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here.

[0088] 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.

[0089] 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.

[0090] 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.

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