EP2289834B1 - Crane - Google Patents

Description

The invention relates to a crane with a movable undercarriage, a rotatably mounted on this superstructure with arranged on this luffing boom and derrick, and a connectable via a coupling element with the superstructure ballast car.

Cranes of this type are usually designed as crawler cranes and known per se. The ballast wagon is used here to be able to move the crane with the derrick ballast when the crane is unloaded, or to be able to turn the crane at partial load. The derrick ballast hangs in each case on the head piece of the derrick boom.

So far, the ballast wagons in the so-called crawler cranes have been designed as a special component of the entire crane with a few large wheels. However, these ballast wagons have the disadvantage that they are only suitable for use on the crane and thereby substantially increase the investment for the entire crane.

The pamphlets JP 9 272 457 A and JP 9 240 504 A show a mobile crane with a ballast device in which a trailer is attached to the mobile crane, with ballast weights can be stored on the trailer.

The DE 44 18 785 A1 also discloses a mobile crane with attached ballast wagon, the ballast wagon has no Hydrualikdruckquelle and thus there is a ballast wagon without its own drive.

A simple omission of the ballast car is not possible in particular in designs of large cranes, as they are increasingly needed, for example, for the construction of nuclear power plants.

Object of the present invention is therefore to develop a generic crane such that it manages even when designed as a large crane as possible without additional adapted to the respective large crane and custom built ballast.

According to the invention this object is achieved by the combination of the features of claim 1. Accordingly, a crane is provided with a movable undercarriage, a rotatably mounted on this superstructure with arranged on this luffing jib and derrick and a connectable via a coupling element with the superstructure ballast wagon in which the ballast wagon is a standard heavy load transport device with its own drive and its own drive control, wherein this drive control is influenced as a result of the movement of the crane, and wherein the ballast can be placed on a pallet, which is placed on the heavy-load transport device and connectable to this.

According to the invention, therefore, a standard heavy duty transport vehicle is used, as it already in the users of the cranes in large numbers for moving heavy loads, such as bridge elements or parts of drilling rigs is used. Such heavy-duty transport vehicles have their own drive and their own drive control. Now that the driving forces of a heavy load transport device or a heavy load transport vehicle are relatively high, a high lateral force can be introduced to the crane when turning the crane. This high lateral force is transmitted to the derrick boom, at whose head the derrick ballast is suspended. However, as a derrick boom is basically a push rod, it is extremely sensitive to lateral forces. According to the present invention, therefore, the drive control of the heavy-duty transporting device is designed such that it can be influenced as a result of the movement of the crane.

In this way, according to the invention, a heavy-load transport device already present in the user can be used in a particularly simple manner as a ballast wagon. It only needs to be ensured that the corresponding pallet is connected to the heavy-duty trolley after appropriate placement.

Due to this influence, according to one embodiment, the drive control of the heavy-load transport device can be designed such that it automatically determines the corresponding steering center when turning the crane and automatically steers, accelerates or decelerates behind the crane during towing.

Even if in another embodiment, the drive control of the ballast wagon has not been upgraded so far that they can perform the aforementioned controls automatically, it is ensured due to the provided according to the present teaching influenceability of the drive control by the crane movement that the own drive the heavy load transport device for the case in that a steering error of the heavy-load transport device leads to an undesired introduction of force into the coupling element between the superstructure and ballast wagon, the entire system, that is, both the crane and the heavy-load transport device, are stopped so that, for example, by manual control of the ballast wagon by means of its own drive can be moved back to the desired position. Then the crane can be operated again.

Further preferred embodiments of the invention will become apparent from the subsequent claims to the main claim.

The coupling element between the superstructure and the ballast can be made variable in its length and have a length sensor. In this case, the coupling element can advantageously consist of two joint rods, which are coupled via a hydraulic cylinder acting as a length encoder. The length of the hydraulic cylinder is now monitored by a corresponding sensor. each Change in the stroke of the hydraulic cylinder is detected and converted into a drive signal, which can be used to correct the steering error or shutdown. During the towing drive behind the crane, the ballast truck can be accelerated, braked or stopped, depending on the deflection of the piston in the hydraulic cylinder.

According to a further preferred embodiment, a rigid guide frame between the superstructure and a pivot point on the ballast receiving and deductible on the ballast pallet is created as a coupling element, wherein the guide frame relative to the articulation point in the articulation is mounted so displaceable that a longitudinal relative movement with a deviation from a neutral position can be detected and can be converted into a drive signal for the drive control of the heavy-load transport device.

This provided as a coupling element guide frame has such a great stability that it initiates all the lateral forces acting on it from the driving and turning of the entire system of crane and heavy load transport device in the superstructure and there in particular in the revolving platform frame.

Advantageously, the slewing gear of the crane when driving or turning is switched to concentricity, to prevent overloading of the guide frame. The guide frame can also be dimensioned so that when the brake is closed, which is used to brake the rotational movement of the upper carriage to the undercarriage, the brakes slipping before the guide frame is overloaded overall.

According to an advantageous development of the previously described preferred embodiment, the longitudinal relative movement is realized by a longitudinal guide with a pivot such that both a longitudinal movement as well as a Rotary movement is permitted while in the transverse direction no movement is allowed. The restriction of movement in the transverse direction prevents unwanted side forces from being transmitted to the derrick boom.

According to a further development of this embodiment, it should be noted that the range hangs from rods pendulum, which are hinged at its upper end to the rigid guide frame and at its lower end to the pallet directly or indirectly via spherical bearings. In order to avoid excessive inclination of the heavy-load transport device and in particular of the ballast piled up thereon during a possible relative movement between the crane and the heavy-load transport device, the pendulum movement can be limited by correspondingly provided emergency stops.

Quite particularly advantageously, the oscillating movement can be detected via measuring devices, preferably angle encoders, in such a way that control signals for the drive control can be generated on the basis of the detected measured variables.

In the event that the crane must be moved over a further distance without load, the coupling element of the superstructure and / or ballast can be separable, so as to move crane and heavy load transport device independently.

Figur 1:

eine Detaildarstellung eines Krans mit Ballastwagen nach einer er- sten Ausführungsvariante der vorliegenden Erfindung,

Figur 2:

eine andere Detailansicht des Krans gemäß Figur 1,

Figur 3:

eine perspektivische Ansicht einer Schwerlasttransportvorrichtung, wie Sie gemäß der vorliegenden Erfindung einsetzbar ist,

Figur 4:

eine perspektivische Teilansicht eines zweiten Ausführungsbei- spiels des erfindungsgemäßen Krans,

Figur 5a, b:

eine schematische Seitenansicht und eine schematische Vorderan- sicht eines Details einer weiteren Ausführungsvariante des erfin- dungsgemäßen Krans,

Figur 6:

eine perspektivische Darstellung der in Figur 5 wiedergegebenen Ausführungsvariante,

Figur 7:

ein Detail der Ausführungsform gemäß Figur 6 ohne aufgeschichte- ten Ballast,

Figur 8:

eine der Figur 7 entsprechende Darstellung, in der mögliche Frei- heitsgrade eingezeichnet sind,

Figur 9:

eine Darstellung, die Teile des Krans in Verbindung mit dem Bal- lastwagen darstellt und

Figur 10:

eine schematische, perspektivische Darstellung einer weiteren Aus- führungsvariante der Erfindung.

Further features, details and advantages of the invention will be explained in more detail below with reference to exemplary embodiments illustrated in the drawing. Show it:

FIG. 1:

a detailed representation of a crane with ballast wagon according to a first embodiment variant of the present invention,

FIG. 2:

another detail view of the crane according to FIG. 1 .

FIG. 3:

a perspective view of a heavy-load transport device, as can be used according to the present invention,

FIG. 4:

2 a perspective partial view of a second embodiment of the crane according to the invention,

FIG. 5a, b:

1 a schematic side view and a schematic front view of a detail of a further embodiment variant of the crane according to the invention,

FIG. 6:

a perspective view of in FIG. 5 reproduced variant embodiment,

FIG. 7:

a detail of the embodiment according to FIG. 6 without any ballast,

FIG. 8:

one of the FIG. 7 Corresponding representation in which possible degrees of freedom are indicated

FIG. 9:

a representation that shows parts of the crane in connection with the lorry and

FIG. 10:

a schematic, perspective view of another embodiment variant of the invention.

In the FIG. 1 is a crane 10 with a movable by means of a crawler undercarriage 12 undercarriage 14 and a rotatably mounted on this superstructure 16 shown in the usual - not shown here - way a boom and a derrick, and one via a coupling element 18 to the superstructure has connectable ballast 20. Both on the superstructure 16 as well as on the ballast 20 ballast plates 22 are stored. This is in particular also from the perspective view of FIG. 2 refer to.

The ballast truck 20 consists of a known per se from the prior art and available to the users of the cranes heavy load transport device 24, such as in FIG. 3 is shown. In contrast to the previously known ballast wagons, which were specially designed for large cranes and delivered together with these, the heavy-load transport devices have a large number of small wheels 26. These are, as is clear from the FIGS. 1 and 3 results, arranged quite evenly below the heavy load transport device. Such heavy load handling devices can accommodate large loads and are used by crane users, for example, to move bridge elements or parts of rigs or other solid parts. According to the present invention, the uppercarriage 16 of the crane 10 is now connected to the heavy-duty transport vehicle 20 with a stable guide consisting of the coupling element 18. This consisting of the coupling element 18 guide must be strongly dimensioned that all occurring lateral forces can be absorbed by this guide.

This is necessary because the ballast hangs in the manner not shown in the drawings at the top of the derrick jib and can absorb any lateral forces. The articulation points for the suspension on the derrick boom are in the FIGS. 1 and 2 denoted by 28. Since now the derrick boom of the crane, at the head of the ballast wagon, can absorb any lateral forces, all forces, for example, from steering errors or from different drives of the slewing 30 between crane undercarriage 14 and crane superstructure 16 on the one hand and the heavy load transport device 24 on the other hand, by this guide will be included.

The slewing drive 30 of the crane 10 is advantageously designed so that wet-running brakes are present, so that when a congestion, which can follow, for example, in consequence to high driving forces of the heavy load transport vehicle, the slewing gear brakes can slip.

The heavy load transport device 24 has its own drive and its own drive control. This drive control can be influenced as a result of the movement of the crane. In the in the FIGS. 1 and 2 illustrated embodiment, the control coupling is dependent on the movement of the crane as shown below. The basic movements of the crane consist on the one hand in the turning of the superstructure and on the other hand in the towing, that is to say the journey in which the ballast wagon follows the crane.

When the crane is rotated, the fixed distance between the center of rotation of the crane 10 and the center of the derrick ballast pallet 32 placed on the heavy-load transport device 24 is input to the drive controller.

The radius can be changed in fixed steps. According to a variant, the radius can also be designed variable by the installation of an additional hydraulic cylinder in the coupling element 18.

The coupling element 18 consists essentially of two joint rods 34 and 36 which are mutually pivotable about a pivot point 38. The hinge rods 34 and 36, which in the embodiment according to the FIGS. 1 and 2 are not realized as rods themselves, but as structurally designed components are connected to each other via a hydraulic cylinder 40.

The hydraulic cylinder 40 is switched to run-flat during operation. That is, there is a hydraulic balance between the annular surface and the piston surface (not shown here).

The length of the hydraulic cylinder itself is monitored by a sensor that can absorb changes in length (not shown here). The kink of the two hinge rods 34 and 36, that is, their mutual pivoting about the pivot point 38 is carried out so that the hydraulic cylinder is approximately at 50% of its maximum stroke, if the Derrickpalette 32 is on the adjusted radius.

Now, when turning the crane superstructure 16 and subsequently the heavy load transport device 24 due to steering errors of the heavy load transport device 24, the distance between the center of rotation of the crane and the center of the mounted on the heavy load transport Derrickpalette 32 can be changed, is monitored by the length sensor on the hydraulic cylinder 40, whether these steering errors and the associated deviation from the turning radius are still tolerable. If a certain limit is exceeded, an alert is given. If a further limit value is exceeded, a shutdown of the entire system is initiated. With a reduction in the radius due to a steering error, the stroke of the hydraulic cylinder 40 decreases, which is detected by the length sensor. If the steering radius now leads to an increase in the radius of rotation, then the stroke of the hydraulic cylinder is correspondingly increased, which is also detected by the length sensor and further processed as a drive control signal.

For example, in one embodiment, at a radius of 20 m, the stroke of the hydraulic cylinder may be 50%. If the radius is now exceeded by 0.8 m, an advance warning is issued in the crane cab. A shutdown of the slewing takes place when the radius has increased by, for example, 1 m.

In the towing of the heavy duty driven transport device 24, the steering center is continuously calculated in accordance with the angle between the line of symmetry of the crawler chassis 12 of the crane and the line of symmetry of the line of rotation or the guide of the heavy load transport device. At this time, the coordinates of the steering center with respect to the center of the heavy-duty transporting device 24 are calculated. During towing, the speed of the heavy load transport device is automatically controlled via the stroke of the cylinder 40 on the coupling element as follows. When the crawler undercarriage begins to travel forward while the heavy load transport device is initially stationary, the hydraulic cylinder is pulled out and results in a greater lift of approximately 60%. Starting from 60% stroke, the heavy goods vehicle is accelerated forward with increasing speed, of course, the stroke of the cylinder is reduced again. As a result, the speed of the heavy-load transport device can be reduced again.

In a reverse drive of the crawler chassis 12 z. B. accelerated at a stroke of 40%, the heavy-load transport device 24 to the rear, until the position of the hydraulic cylinder has been adjusted again in the center position. This control achieves automatic follow-up of the heavy-duty transport vehicle. If now the stroke of the piston in the hydraulic cylinder 40 come close to the end position, so by additional limit switch a warning or a short time later triggered an emergency stop.

Particularly advantageous in this embodiment, the normal Derrickballastpalette, which is commonly used in suspended ballast operation, simply mounted on the heavy load transport device 20 and mechanically connected to this.

A further embodiment of the invention results from the FIGS. 5 to 9 , Here, a sturdy guide frame 50 is provided to avoid lateral forces on the derrick boom, not shown here, as a coupling element, which, as shown in FIG FIG. 6 apparently consists of a lattice structure. For smaller ballast distances, this guide frame can span as a coupling element a distance of about 20 m. In large cranes but also coupling elements and thus corresponding guide frame 50 can be used in a length of 50 and more meters. In this case, these guide frame 50 can be made modular from multiple grid elements, so that different lengths arise. Additionally or alternatively, however, partial areas or complete areas can be bridged by Ausschubzylinder as a stable guide element. With a corresponding Ausschiebemechanik would thus a continuous length adjustment of the distance between the superstructure 16 of the crane 10 and the heavy load transport device 24 is possible.

The guide frame 50 then directs the entire lateral forces resulting from driving or turning in the superstructure 16 a.

The slewing gear of the crane 10 is switched to run while driving or turning. Alternatively, the guide frame can also be dimensioned here so that even with the brake (for braking the rotational movement of the upper carriage and the undercarriage), the brakes slippage before the guide frame is overloaded.

At the end of the guide frame 50, which serves for coupling the heavy load transport device 24, there is a coupling element or plate 52 (FIG. FIG. 7 ), in which a longitudinal guide 54 is provided. This longitudinal guide runs on a pivot pin 56, on which a sliding block 58 is seated. As a result, both a rotational movement as well as a longitudinal movement within the longitudinal guide 54 through the sliding block 58 is possible. In the transverse direction, however, the sliding block 58 abuts against the longitudinal guide 54, so that the system is rigid in the transverse direction. The sliding block itself is connected to a fixed frame 60 fixedly connected to the ballast pallet 32.

From the end of the guide frame go to the top of the derrick boom not shown here, two guy rods 62 ( FIG. 6 ). On the in FIG. 6 illustrated mean ballast stack 64 is against shear forces with corresponding lashing 66 (see. FIG. 5b ) diagonally lashed a frame 60, which is thus firmly connected to the ballast pallet 32. For this purpose, corresponding connection tabs are provided.

Since the drive of the heavy-load transport device 24 is now used to rotate the superstructure 16, the power is transmitted through the heavy-load transport device 24, which on this mechanically attached ballast pallet 32, the Verzurrmittel 66, the frame 60, the pivot 56 and the sliding block 58, the this comprehensive plate 52, the plate 52 connecting the guide frame 50 pivot bearing 51 and the superstructure sixteenth

So that the heavy-load transport device 24 can travel under the ballast pallet 32, a plurality of consoles 70 (cf. FIG. 6 ), which can rest on height-adjustable supports 72. To support the supports 72 on the ground are usually additionally load distribution mattresses 74, as in FIG. 6 are shown necessary.

The ballast pallet 32 depends according to the embodiment according to FIG. 5 on two pendulums 80, which consist of simple rods 82 (cf. FIG. 5 ) or triangular rod assemblies 82 '(cf. FIG. 6 ) consist. These pendulums 80 are at the top and bottom of a joint bearing or universal joint 84, 86 (see. FIG. 5a ) On the one hand with the ballast pallet 32 and on the other hand connected to the guide frame 50, so that they are movable in all transverse directions.

In ballast mode, the obliquely projecting rods 87 or the otherwise inclined rods 82 'of the triangular construction according to serve FIG. 6 as an emergency stop 88. The two pendulums 80 can rotate freely around the point 84. If the heavy-load transport device 32, that is the ballast car lift at high overload of the crane, it is ensured by the emergency stops that the ballast plate can tilt through the high center of gravity only a limited angle forward and backward. This in turn ensures that the ballast plates 20 can not fall from the ballast pallet 32, as this would of course immediately lead to failure of the entire crane.

When turning the crane 10 about the turning center, for example, by the lateral deflection of the guide frame 50, the steering angle of the wheels 26 of the heavy load transport device 24 does not coincide with the theoretical steering angle, causing the steering center moves from the center of the crane 10.

This has the consequence that the heavy load transport vehicle deviates further and further from its theoretical orbit and consequently moves the center of the heavy load transport vehicle from the circular path of the derrick head piece. It should be recalled here that lateral forces are to be avoided in principle, since they can not be absorbed by the derrick boom.

By means of the above-described special suspension of the pendulum 80, the heavy-load transport device can now deviate from its theoretical path, for example +/- 500 mm, without significant additional forces being produced on the derrick boom (not shown in detail here) or the crane 10.

If the heavy-load transport device 24 now differs more than the previously specified permissible extent from the theoretical path, a shut-off of the rotary motion is effected by corresponding control signals, for example via an angle transmitter (not shown in detail here) arranged on the pendulums 80.

Another possibility is to use the respective deviations of the pendulums from the vertical to make corrections to the steering of the heavy-load transport device 24, thereby achieving a return to the theoretical track.

If, due to a steering error of the heavy-load transport device 24, the symmetry axis of the heavy-load transport device no longer be aligned at right angles to the symmetry axis of the guide frame 50, this would lead to different positions of the two pendulums 80. By comparing these two angles, both a length correction and an end stop can be provided if the deviation is too great.

• Zunächst beginnt das Raupenfahrwerk 12 (Figur 9) nach vorne zu verfahren, wobei sich die Pendel 80 nach vorne neigen und proportional zu ihrer Auslenkung die Fahrwerksantriebe der Schwerlasttransportvorrichtung ansteuern.

When driving straight ahead, the crane 10 is moved together with the heavy-load transport device 24, wherein here also on the inclination of the pendulum 80, a speed control of the heavy-duty transport vehicle can be done as follows:

• First, the crawler undercarriage 12 ( FIG. 9 ) to move forward, with the pendulum 80 tilt forward and proportional to their deflection control the chassis drives the heavy load transport device.

If the heavy load transport device is too fast, the pendulum 80 is deflected backwards, which reduces the travel speed.

In towing mode, the crane 10 is now moved accordingly with the heavy-load transport device 24. Here can be done via the inclination of the pendulum 80 is a speed control of the heavy load transport device 24.

First, the crawler undercarriage 12 begins to move forward, with the pendulums 80 tilting forward and driving the chassis drives of the heavy load transporting device in proportion to their deflection. If the heavy-load transport device is too fast, the pendulum will be deflected backwards, reducing the driving speed. It should be noted that both the crawler track 12 and the wheels 26 are driven. When driving straight ahead, the heavy load transport device may follow the crane in the manner previously described. When turning the undercarriage 14 in place the uppercarriage 16 remains largely unmoved, the undercarriage is moved about the axis of rotation of the upper carriage. If the new direction of travel is achieved by the undercarriage due to the differential speeds of the crawler tracks, the heavy load transport device 24 is aligned together with the guide frame and the superstructure about the axis of rotation in the new direction of travel. The individual wheelsets on the heavy load transport device are converted by the rotational movement in the direction of straight ahead.

According to the example in the FIG. 9 The construction shown ensures that the weight of the guide frame 50 and the plate 52 does not hang on the derrick boom even when the crane is unloaded. The force is from the ballast 20, that is the heavy load transport device 24 to record. For this Either the plate 52 can be mounted vertically variable in a slot or the pendulum 80 are sufficiently strong and safe executed against buckling. Should now be aligned by a steering error of the heavy-load transport device 24, the axis of symmetry of the heavy-load transport device 24 is no longer perpendicular to the axis of symmetry of the guide frame 50, this will lead to different angular positions of both pendulum 80. By comparing these angles, both a steering correction and an end stop can occur if there are too large deviations.

In principle, the ballast pallet 32 can also be operated without heavy-load transport device 24. In this case wedges 90 (cf. FIG. 5a ) on both sides right and left. The function of these wedges can theoretically be taken over in another embodiment not shown here in detail via bolt connections or the like.

As a result, the pendulum 80 are fixed on both sides in its vertical position, which ensures that the attachment point 84 of the guide is located above the pivot point of the entire ballast and thus tilting of the ballast is excluded.

For unloaded cranes on difficult route that requires a variety of steering movements, the ballast 20, that is, the heavy load transport device 24 can be moved separately to the other crane 10 together with the ballast pallet. For this purpose, the guide frame 50 is disassembled and the guy rods 62 to the derrick boom not shown here are solved. The loosening and separate transporting of the guide frame 50 is necessary, otherwise the very heavy guide frame would have to be additionally held by the derrick boom. The derrick itself, however, is supported only by the rear locking on the superstructure. Thus, not only would a very large force on the derrick boom, but it would also act extremely unfavorable lifting conditions. Moreover, with the guide frame 50 assembled, the process would require a large amount of space in a variety of job sites not available. After reaching the place of use of the ballast wagon is connected to the crane again, so that it is ready for further use.

In the FIG. 4 is essentially the same construction as in the previously discussed FIGS. 5 to 9 shown. Here, only the coupling point between the guide frame 50 and the frame 60 is executed in another way. At the location of the slot with guide rods here guide rods are provided on the frame 60, which are enclosed by means of a coupling member.

Finally, in the FIG. 10 the ballast carriage shown in two positions, wherein the ballast carriage 20, 20 'in each case via a shorter support frame 50 and a longer support frame 50' to the superstructure 14 of the crane 10 is connected.

Claims (13)

1. A crane (10) with a travelling undercarriage (14), an uppercarriage (16) rotatably mounted on the same with a luffing boom and derrick boom arranged on the same, and a ballast carriage (20) connectable with the uppercarriage (16) via a coupling element (18), wherein the ballast carriage (20) is a standard heavy-duty transport device (24) with separate drive and separate drive controller, wherein this drive controller can be influenced as a result of the movement of the crane (10), characterized in that the ballast can be placed on a pallet which can be mounted on the heavy-duty transport device (24) and can be connected with the same.
2. The crane (10) according to claim 1, characterized in that the heavy-duty transport device (24) includes an additional controller which on slewing of the crane (10) automatically determines the corresponding steering center and in towing operation behind the crane (10) automatically generates steering, acceleration and/or deceleration commands.
3. The crane (10) according to claim 1 or 2, characterized in that the coupling element (18) is designed to be variable in its length and includes a length sensor.
4. The crane (10) according to claim 3, characterized in that the coupling element (18) consists of two articulated rods (34, 36) which are coupled via a hydraulic cylinder (40) acting as length sensor.
5. The crane (10) according to any of the preceding claims, characterized in that a rigid guide frame (50) serves as coupling element (18) between the uppercarriage (16) and an articulation point on the pallet picking up the ballast and putting the same down on the ballast carriage (20), wherein the guide frame (50) is movably mounted with respect to the articulation point in the articulation region such that a relative longitudinal movement with a deviation from a neutral position can be detected and can be converted into an actuation signal for the drive controller of the heavy-duty transport device (24).
6. The crane (10) according to claim 5, characterized in that the relative longitudinal movement is realized by a longitudinal guide with a pivot pin (56) such that both a longitudinal movement and a rotary movement is permitted, whereas no movement is permitted in transverse direction.
7. The crane (10) according to claim 5 or 6, characterized in that the pallet hangs on pendulums (80) consisting of rods, which at their upper end are articulated to the rigid guide frame (50) and at their lower end to the pallet directly or indirectly via spherical plain bearings.
8. The crane (10) according to claim 7, characterized in that the pendular movement is limited by emergency stops.
9. The crane (10) according to claim 7 or 8, characterized in that the pendular movement can be detected via measuring means, preferably angle sensors, such that due to the measured variables detected actuation signals can be generated for the drive controller.
10. The crane (10) according to any of the preceding claims, characterized in that the coupling element (18) can be separated from the uppercarriage (16) and/or ballast carriage (20).
11. The crane (10) according to any of the preceding claims, characterized in that both the crane (10) and the ballast carriage (20) are movable separate from each other.
12. The crane (10) according to any of the preceding claims, characterized in that possibly after inserting wedges and/or bolts to prevent a pendular movement the ballast carriage (20) rigid as such preferably can be used as suspended ballast after being separated from the travelling gear.
13. The crane (10) according to any of the preceding claims, characterized in that the supporting frames (50) connecting the ballast carriage (20) with the uppercarriage (16) of the crane (10) preferably can be extended by incorporating further lattice pieces.

Images