RU2684838C1 - Crane car chassis - Google Patents

Abstract

FIELD: motor vehicle industry.SUBSTANCE: invention relates to the transport machine building. Automobile crane chassis contains a cab, a power plant, a transmission, a running gear, including attached to the frame front and rear external supports, and the crane unit rotary device. Chassis is made with the 4×4 wheel formula with a cabin located in front of the engine. Running gear frame is made welded, ladder type, consisting of two box shaped spars. Front and rear axles are made driving and controllable with possibility of the “duck walk” movement. Axles’ gearboxes are made split. Wheel gears are coaxial of the planetary type. Suspension is made independent hydro pneumatic with hydro accumulators and contains double-acting hydraulic cylinders with possibility of locking in the static state. Chassis contains the power steering system, consisting of the main and backup pumps. Tires are made wide-profile with the tire pressure adjustment system.EFFECT: enabling increase in the chassis stability and maneuverability.1 cl, 2 dwg

Description

The claimed invention relates to transport equipment, namely to the means of transportation and installation of crane equipment.

Known hydraulic crane, characterized in that it contains a car chassis, placed on it the lower frame and turntable, connected through a turntable, mounted in the middle of the lower frame, while in the front part of the frame mounted front swivel supports and a lifting table, retractable supports are located at the rear of the frame, with a crane working equipment, cargo winches, a crane rotating mechanism, a working gear departure mechanism, a cabin installed on the turntable; The main elements of the hydraulic and electrical systems, and the working equipment consists of five sections - the base, four telescoping sections and an extension arm jib, each section is made of two semi-boxes, with the upper semi-box having two bends made by the calculated radius, and the formation of the lower a semi-box is provided with a single radius, and when moving from section to section in directions from the base to the top section, the numerical value of the radius decreases (RU 93078 20.04.2010).

Also known chassis frame of a car with a crane installation designed for use in the chassis of the car for crane installation. The chassis frame of a car with a crane installation is made of ladder type from two channel section spars connected by crossbars of different profiles, and has a lower part located at the lower level, designed for cab installation (RU 141205 U1 05.27.2014).

The closest analogue is a self-propelled jib crane (RU 2567472 C1 10.11.2015), including a folding cabin, a power plant, including an engine and its systems, a transmission, including front and rear axles, axle gearboxes, wheel gearboxes, running gear, including, frame, suspension, wheels and tires, as well as front and rear outboard supports fixed on it, a crane installation swivel device

The main disadvantages of analogs, including the closest analogue, are that they do not provide stability and maneuverability during operation, as well as the inconvenient location of the engine under the cab makes access to it difficult, due to the necessity of tilting the cab and raising the crane boom.

DISCLOSURE OF INVENTION

The problem to which the claimed invention is directed is to provide for increasing the stability and maneuverability of the automobile chassis for installing crane equipment.

The technical result is to improve the performance properties, increase stability and maneuverability.

This technical result is achieved due to the fact that the automobile chassis for the installation of a crane installation, containing the cab, the power plant, including the engine and its systems, transmission, including front and rear axles, axle gearboxes, wheel gearboxes, running gear, including frame, suspension , wheels and tires, as well as front and rear outriggers fixed on it, a rotary device of the crane installation. At the same time, the chassis is made with a wheel formula 4 × 4 with a cabin located in front of the engine. The chassis frame is welded, of ladder type, consisting of two box-section side members, while the chassis frame is also the base frame of the crane installation, to which the rotating part of the crane installation is attached. The front extendable support is located between the cab and the first axle, the rear extendable support is located behind the second axle. The front and rear axles are made leading driven, with the possibility of movement "crab course". Gearbox bridges are split. The wheel gears are coaxial planetary type, the suspension is made independent of hydropneumatic with accumulators and contains double-acting hydraulic cylinders, with the ability to lock in a static state. It contains a power steering system consisting of a main and a backup pump, the tires are wide-profile with a tire pressure control system.

Positioning the cab in front of the engine reduces the height of the car in the cab, providing road dimensions with a mounted installation at a height of 4 m, as well as easier access to the engine without having to tilt the cab and lift the boom mounted on the chassis crane.

The execution of the chassis frame, so that it is also the supporting frame of the crane installation allows to reduce the center of gravity, thereby increasing the stability of the chassis, as well as to reduce the total weight of the chassis, due to the lack of overhead supports of the crane installation.

The use of two controlled drive axles makes it possible to improve the controllability and maneuverability of the machine in small areas through the use of various control schemes: control only the front axle, control only the rear axle, control both bridges simultaneously, and “crab course”.

The use of split bridges reduces the weight of the chassis, as well as the use of an independent suspension.

The use of planetary-type wheel gearboxes allows to increase the maximum torque on the last drive element, as well as to use a smaller size of the propeller shaft and reduce the mass on the gearbox shafts.

The execution of the suspension with the ability to lock in a static state allows you to work with loads of small mass without the use of retractable supports.

Using an additional hydraulic pump allows you to control the chassis when towing.

The implementation of the invention

The invention is illustrated in the following figures:

FIG. 1 - automobile crane chassis when viewed from the side;

FIG. 2 - automobile crane chassis when viewed from above.

The automobile chassis for mounting the crane installation includes a cab 1, a power unit 2, a transmission, a running gear, front and rear outriggers 2, 7, a rotary device of the crane installation 5.

The power plant of the chassis includes an engine 2 with a gearbox and its servicing systems: lubricants, fuel supply, air supply and exhaust, cooling, preheating, which are mounted on frame 4 behind cab 1.

Engine 3 complete with gearbox is mounted on frame 4 and is mounted in 3 points. The front point through the rubber pad rests on the crossbeam. Side brackets lean through the cushions on the frame.

The lubrication system is designed to supply oil to the rubbing surfaces to reduce friction, to remove wear products and cool the rubbing parts. The lubrication system includes a water-oil heat exchanger, two-piece plate type, mounted on the engine.

The fuel supply system ensures that it is cleaned and evenly distributed throughout the cylinders of the engine in metered portions and consists of a fuel tank installed on the left side of the frame, a sump filter, a fuel booster pump and a preheater tank.

The drive for controlling the fuel supply consists of the pedal, the thrusters, the levers, the cable, the mechanism for the manual control of the fuel supply and other parts of the control of the fuel supply.

The drive to stop the engine consists of a handle, a drive cable and a return spring. Stop the engine running by pressing the knob away from you. The engine stop handle is installed to the right of the driver.

The engine air supply system and the exhaust system are designed to clean the air of dust and distribute it through the engine cylinders and exhaust gases using their energy to rotate the turbocharger. The air supply system of the engine includes an air filter, air ducts, a sensor that signals the clogging of air filters, a turbocharger, and an exhaust pipe with a silencer.

The air filter is designed to remove dust from the air and is installed to the right of the engine. The air filter is connected by air ducts to the inlet pipe of the turbocharger and is equipped with a dry two-stage filter element with an inertial grille, through which all the air entering the engine intake manifolds passes.

The filtering element of the air filter consists of a paper corrugated filter, internal and external protective covers, the top and bottom covers of the filter element.

The paper filter is made of special porous paper. Tightness in connections of parts of the air filter is provided by the installation of gaskets.

The sensor indicator is installed on the air duct, which is connected to the inlet pipe of the turbocharger.

Under the action of vacuum generated by the turbocharger, the air enters the air filter, passes through the filter element, where the air is cleaned.

The cooling system is designed to remove heat from engine parts and maintain the temperature of these parts within the limits for normal engine operation. The main elements of the cooling system are: a water pump, a fan, thermostats, a remote thermometer, a supply tank and a radiator unit mounted in the engine compartment in front of the engine.

The chassis is equipped with a liquid diesel starting heater (PZD) -12B, which is designed to heat the fluid in the cooling system and the oil in the engine crankcase before starting in the cold season.

The starting heater is installed on the right in front of the engine. The heater consists of the following main components and systems: a heater heater assembly with a burner, a pump unit with an electric motor, a fan, a water and fuel pump, a heater fuel tank, an electric spark ignition system with a spark plug and a transistor switch, a heater control system with a mode switch , motor contactor and fuel heater relay.

The heater control panel (timer-thermostat) is installed on the additional instrument panel. The heater is powered from a special tank mounted on the frame in front of the engine, behind the cab. The filling of the heater tank takes place automatically with the engine running.

When the engine is not running, the tank can be filled with a manual fuel priming pump installed on the high-pressure fuel pump, having previously pumped the fuel system with a fuel-pumping electric pump.

Fuel consumption is regulated by a pressure reducing valve installed on the fuel pump.

The engine has an engine emergency stop mechanism. It is a separate unit and is installed in the air supply path from the air filter to the turbocharger. The mechanism consists of a housing with a flap, a flap drive and an electromagnet. With the engine running, the damper is in a position that does not create resistance to the air flow moving from the air filters to the turbocharger. In emergency situations that require a quick engine stop, the driver by pressing a button on the main instrument panel supplies voltage to the electromagnet, which releases the trigger mechanism, the flap closes the air duct and the engine stops. If the engine was operating at full load in a mode close to nominal, then the time from pressing a button to a full stop of the engine is about 4 s. If the engine was running at maximum speed without load, the engine stop time is about 8 s.

The two-axle chassis transmission consists of a clutch, gearbox, transfer case, two axle gearboxes, four wheel gearboxes and a cardan drive.

Torque from the engine through the clutch, gearbox, drive shaft, transfer case is transmitted through the drive shafts to the axle gearboxes. From the axle gearboxes to the wheelboxes torque is transmitted through the axle shafts. Torque from the wheel gearbox is transmitted directly to the wheels with an increase in the gear ratio of the power transmission. Bridge reducers are made split, wheel reducers are made of a planetary type.

The clutch is designed to transmit torque from the engine crankshaft to the primary shaft of the gearbox and to disconnect the gearbox from the engine when shifting gears. The engine is mounted on the bottom of a disc clutch with a diaphragm spring.

The clutch control drive consists of a master cylinder, a pedal with a clutch bracket, a tracking mechanism, a pneumatic booster, pipelines and hoses for supplying working fluid from the main cylinder and supplying compressed air from the vehicle's pneumatic system. The master cylinder is designed to transfer power from the driver’s leg through the fluid to the tracking mechanism and the clutch actuator. The master cylinder is mounted on the clutch pedal bracket and consists of a crankcase, a pusher, a piston, a spring, and a cuff, valve, cover, with a gasket, a cork with a gasket, and a feed tank with a net. The body of the feed tank is attached to the cap with the help of a fitting and is closed with a lid with a gasket.

The drive control gearbox consists of a drive control shift and control of the range.

The gearshift control drive is remote, mechanical, designed for gear shifting. It consists of a gearshift mechanism, connected by transmitting elements, and a control valve of the multiplier. When the driver acts on the gearshift lever in the transverse (relative to the car) direction, the gears are elected, and when the lever moves longitudinally, the gear is switched on or off.

The control valve of the range multiplier is mounted on a bracket welded to the left outer side of the cab floor, and is connected with a cable with a range-range switch. The control of the switching mechanism of the range of the amplifier is made by the pneumomechanical system. The gearshift is mounted on the top cover of the gearbox and is bolted to it.

The transfer box serves to transfer torque from the gearbox to the axle gearboxes. The transfer box is installed in the middle of the frame. It is attached using brackets through the cushions to the chassis frame. The transfer box is a two-stage three-shaft gearbox with permanent helical helical gears and has a differential that provides a differential link between the front and rear axles. All transfer box shafts are mounted in a cast-iron crankcase with a cover and mounted on bearings.

The drive shaft gear is mounted on bearings and is in constant engagement with the driven shaft gear. At one end of the pinion shaft in the splines there is a flange to which the flange of the propeller shaft is attached from the gearbox to the transfer case. In the gear shaft, in the splines, there is a drive shaft for the backup steering booster system. At one end of the shaft, a backup power steering pump is flanged; at the other end, the drive gear of the speedometer 13 is engaged, which is engaged with the driven gear of the speedometer drive. Shaft gear is in constant engagement with the differential. The differential is mounted on two bearings and consists of a split housing, a cross, four satellites and two half-axle gears. The front differential shaft and rear shaft 9 splines are connected to the semi-axial gears. The differential housing is bolted to the crankcase of the transfer case (RC). The locking mechanism consists of a splined hub mounted on the shaft, a lock-up clutch, a lock-on fork, and a pneumatic lock-up clutch switch. The clutch, moving along the sleeve splines, rigidly blocks the front and rear shafts with the differential case. The internal cavity of the crankcase RK communicates with the atmosphere through the breather. The oil in the crankcase is poured and drained through the control-fill and drain holes, closed with traffic jams.

The control of the differential lock in the transfer box is electropneumatic from the driver’s seat with the button; the air from the electric pneumatic valve goes to the pneumatic switch, which activates the differential lock. Differential lock is recommended to enable to overcome difficult-to-pass road sections.

Cardan transmission is designed to transfer torque from the gearbox to the wheel gearboxes. The chassis driveline consists of the drive shaft from the gearbox to the transfer case, the drive shaft from the transfer case to the front axle gearbox and to the rear axle gearbox and half-axle drive shafts from the axle gearboxes to the wheel gearboxes. All drive shafts, with the exception of semi-axle, are dynamically balanced during manufacture. The position of the sliding fork relative to the welded cardan shaft, at which the shaft was balanced, is indicated by arrows. When assembling the driveshaft, the arrows on the sliding fork and the welded driveshaft must be combined.

When assembling the semi-axle cardan shafts along the splines, it is necessary that the axes of the holes for the bearings in the forks of the semi-axle cardan shaft are in the same plane. The flanges of the drive shafts have end splines.

Bridge reducers are installed between the frame side members and are attached to the frame at three support points. The front axle reducer consists of a cast-iron crankcase in which two bevel gears of the main gear with a helical tooth are installed. Leading gear installed in a glass bearing. To adjust the preload of tapered bearings installed shims.

The cross-axle differential symmetrical conic mounted on two tapered roller bearings and consists of driven gear, two cups, crosses with four satellites and two semi-axial gears. Driven gears and cups are bolted together and form a split differential housing. The differential bearing preload is adjusted by adjusting the gaskets, and the side clearance of the bevel gears of the main gear is adjusted by adjusting the set of shims.

Semi-axle gears are installed on the axles and through the splined connections transmit torque along axes. Axle drive shafts are flanged to flanges of semi-axles. A flange is mounted on the shank of the drive bevel gear, to which the flange of the propeller shaft is attached to the transfer case.

On the rear axle there is a blocking mechanism for the cross-axle differential, which consists of a switch housing, a gear coupling, a rod-piston and a return spring. When air enters, the stock and fork moving into engages the clutch with the differential case. Electric differential lock control from the driver's seat. When the differential lock on the instrument panel is turned on, air from the electropneumatic valve enters the pneumatic switch, which turns on the differential lock. Differential lock is recommended to enable to overcome the difficult part of the path.

The oil in the crankcase is poured and drained through the control-fill and drain holes, closed with traffic jams.

The wheel gearbox receives torque from the axle gearbox through a semi-axle driveshaft to a fork mounted on the splines of the gear shaft. Four satellites are mounted on axles on needle bearings and run in on the toothed rim of the driven gear. The inner carrier with a ring gear drives the outer carrier, which, as a whole, is connected to the wheel hub and the brake drum. The wheel is bolted onto the brake drum and secured with nuts. Wheel hub on tapered bearings rotates on the axle. The internal cavity of a wheel reducer is sealed with cuffs, rubber or felt rings.

The chassis frame 4 is welded, of a ladder type, consists of two box-section side members, interconnected by welded crossbars and kerchiefs. Cross bars welded. The front cross member also serves as a bumper. The spars of the box-section frame are equipped with built-in front 2 and rear 7 boxes for sliding crane supports. The front support is turning. The frame at the front and rear is equipped with two towing brackets for towing. Mooring brackets are provided for fastening the chassis during transportation. In this case, the chassis frame 4 is also the support frame of the crown installation, to which the rotary part 5 of the crane installation is attached.

The front retractable pivot bearing 2 is located between the cab and the first axle, the rear retractable support is located behind the second axle 7.

Wheeled gears, perceiving all road irregularities in the form of vertical oscillations, are attached to the frame with the help of lower arms and cylinders of hydropneumatic suspension.

Suspension 6 is made of independent hydropneumatic with accumulators and contains hydraulic cylinders double-acting. The suspension is also designed to lock in a static position.

Suspension cylinders provide vertical movement of the wheel gear up and down 90 mm. The cylinder of the suspension is hydraulic, two-sided action, with the supply of working fluid into both cavities through the rod. There are 4 cylinders in total. For each cylinder of a hydropneumatic suspension (GSP), a hydropneumatic accumulator with a volume of 2 liters is installed on the frame. The charging pressure of the working gas of a hydro-pneumatic accumulator is 3.5 MPa (28 kg / cm2).

The opening pressure of the safety valve of the hydro-pneumatic accumulator is 33 MPa (325 kg / cm2).

Wide chassis wheels, folding. The wheel consists of the base of the rim with a disc welded to it, a lock ring, two side rings. For a tight fit on the rim of the tire and the possibility of dismantling the locking ring split. Air into the tire chamber of the wheel is supplied through a fitting through the channels to the tire inflation unit and then through the channels to the outlet fitting to which the hose for air supply to the wheel chamber is attached.

Steering is used to hold the steering wheels in position. Driven wheels are the first axle. The chassis contains a power steering system consisting of a primary and a backup pump. Steering gear is a system of levers and consists of an angular gearbox, propeller shaft, steering gear, a bipod, thrust with a control valve, hydraulic boosters, a bracket with a pendulum lever, wheel braces and wheel levers. The rotation of the steering wheel through the driveline and the angle gear is transmitted to the input shaft of the steering gear. A worm is mounted on the steering shaft, which is engaged with a three-ridge roller installed in the steering shaft bipod fork. Thus, when the steering wheel rotates, the steering shaft and the lower arm will move at a certain angle. Steering wheel through ball pin is connected to the control valve, which is mounted in the steering rod. The control valve serves to direct the flow of oil entering the respective cavities of the hydraulic boosters of the booster mechanisms, depending on the direction of rotation. Two power boosters provide rotation of the pendulum lever in one direction or another. Turns of the pendulum lever using wheel barrels and wheel arms are transmitted to the wheels. Power boosters provide for turning the wheels with a significant reduction in driver effort on the steering wheel.

The chassis control system is made with the possibility of "crab course". The “crab course” is a sideways movement of the loader, for the implementation of which it is necessary to turn both pairs of wheels in one direction.

The braking system is used to stop the chassis and reduce the speed of movement when approaching an obstacle, on slopes, etc. The brake system consists of wheel brakes installed on all wheels, pneumatic-hydraulic drive of wheel brakes and parking brake with pneumatic control drive.

Open wheel brakes are mounted on wheel gearboxes. The caliper is equipped with a wheel brake cylinder. Brake drum is processed together with the hub. Wheel brakes are covered by a shield. Through the holes in the shield are pipes for supplying brake fluid to the wheel cylinder. The gap between the pad and the brake drum is adjusted by rotating the adjusting nuts. Wheel brake cylinder double acting, attached to the caliper with two bolts. The main brake cylinder (GTZ) of the piston type is a pneumohydraulic amplifier, which due to the difference in the diameters of the pistons in the air and hydraulic cavities creates in the wheel cylinders a high brake fluid pressure, which provides the necessary expanding force on the wheel brake pads. The GTZ consists of a pneumatic cylinder in which the pneumatic piston moves. Pneumatic piston is closely related to the hydraulic piston. The hydraulic piston moves to the left and presses the exhaust valve, and the pressurized fluid flows through the pipelines to the wheel brake cylinders. The pneumatichydraulic drive of wheel brakes is designed to actuate wheel brakes by creating the necessary fluid pressure in the wheel brake cylinders.

The source of compressed air in the brake drive is a compressor. Compressor (KM), pressure regulator with adsorber, anti-freezing condensate fuse (WFD), double safety valve (CPD) make up the supply part of the drive, from which dry compressed air under a given pressure is supplied in the required quantity to the rest of the pneumatic system.

Pneumohydraulic brake actuator is divided into two independent circuits. Each circuit operates independently of the other circuits, including when faults occur.

The first circuit of the wheel brake drive acts on the front right and rear left wheels. At the same time the drive on each of the specified wheels is individual. The first circuit feeds the air tank (BV1).

When braking the front right wheel, the following units are involved: an accelerator valve (CU1), a proportional valve (PC1), a regulator of braking forces (RTS2), a wheel modulator (MK1), a main brake cylinder (PG1) and a cylinder of wheel brake (Ts1).

When braking the rear left wheel, the following units are involved: an accelerator valve (KU4), a brake force regulator (РТС2), a wheel modulator (MK4), a master brake cylinder (ПГ4) and a wheel brake cylinder (Ц2).

The second circuit of the wheel brake drive acts on the front left and rear right wheels. The second circuit feeds the air tank (BV2).

When braking the front left wheel, the following units are involved: an accelerator valve (KU2), a wheel modulator (MK2), a master brake cylinder (PG4) and a cylinder of wheel brake (Ц2). When braking the rear right wheel, the following units are involved: an accelerator valve (QUS), a brake force regulator (RTS1), a wheel modulator (MK3), a master brake cylinder (PGZ) and a wheel brake cylinder (Ts3).

The parking brake operates on a chain, starting from a water-oil separator (WFD), then the parking brake actuator includes a condensate freezing fuse (PP), a triple protective valve (KZT), a parking brake receiver (middle part BVZ), an accelerating valve (КУ5), a parking brake brakes (КТР) and brake chambers (КТ1 and КТ2). From the triple protective valve there are taps to the pneumatic valve (KP), to the engine brake and the pneumatic cylinder (CPU) of the engine stop.

The parking brake is designed for braking a stationary chassis. The shoe brake is mounted on the transfer case of the chassis from the rear axle. When braking, the pads are compressed, covering the brake disc under the action of the energy accumulator. The brake disc is mounted on the rear shaft of the transfer case differential.

The expanding mechanism with an automatic regulator consists of a body, a wedge with a roller, supporting pushers and guide bolts and mudguards.

The chassis is equipped with anti-lock brakes (ABS). It serves to prevent the wheels from locking when braking mainly on roads with a sliding surface.

The use of ABS allows you to achieve optimal tire grip and optimum chassis deceleration and minimum stopping distance. Each wheel gearbox has a wheel speed sensor (DC), which gives a signal to the electronic control unit (ECU). The computer is installed behind the cab on the left arm of the frame.

The computer processes the signals received from each frequency sensor and generates a control signal to the wheel modulator (MK), which is a device that regulates the air pressure in the pneumatic part of the main brake cylinder (GTZ). The modulators of the front wheels are placed on the same bracket with the ECU. The rear wheel modulators are mounted on brackets on the frame behind the rear axle.

At the same time, the air pressure is adjusted by the brake force regulators (RTS) depending on the actual axle load of the chassis. RTS take into account the load on the wheels of the rear axle.

As a result of the operation of the ABS systems, we get a certain pressure of the fluid going to the wheel hydraulic cylinders for each wheel, depending on the working conditions, preventing its blocking.

Electrical system single-wire. The negative leads of all consumers and current sources are constantly connected to the chassis. Exception ¹ is only for batteries, the negative terminal of which is connected to the housing through a switch (contactor), as well as sockets on the left and right dashboard mounting racks.

Claims (1)

Automobile crane chassis containing cab, power plant, including the engine and its systems, transmission, including front and rear axles, axle gearboxes, wheel gearboxes, chassis, including frame, suspension, wheels and tires, as well as front mounted on the chassis frame and rear outriggers, turning device crane installation, characterized in that the chassis is made with a wheel formula 4 × 4 with a cabin located in front of the engine; the frame of the running gear is welded, of ladder type, consisting of two box-section side members, while the frame of the running gear is also the supporting frame of the crane installation, to which the turning part of the crane installation is attached; the front retractable support is located between the cab and the first axle, the rear retractable support is located behind the second axle; the front and rear axles are driven by the leading ones with the possibility of movement “crab course”, the axle gearboxes are made split; planetary gear axle gears; the suspension is made independently hydropneumatic with accumulators and contains double-acting hydraulic cylinders with the ability to lock in a static state; the chassis also contains a power steering system consisting of a primary and a backup pump; The tires are wide-profile with a tire pressure regulation system.

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