VEHICLE CRANE HAVING A DETACHABLE ATTACHMENT SUPERSTRUCTURE AND METHOD FOR RIGGING THE SAME

Abstract

A vehicle crane having a superstructure that is rotatably mounted on a lower carriage and has a telescopic main jib, where the superstructure consists of a base superstructure and an attachment superstructure arranged in a detachable manner thereon, and the attachment superstructure receives at least one main counterweight. At least one auxiliary support is provided that acts as a hinged support and is fastened to the attachment superstructure, where the rear end of which auxiliary support is suspended via a guying member, and an auxiliary counterweight is suspended from the rear end of the at least one auxiliary support. The invention also relates to a method for rigging such a vehicle crane.

Claims

1. A vehicle crane comprising: a superstructure that is rotatably mounted on a lower carriage and has a telescopic main jib, wherein the superstructure consists of a base superstructure and an attachment superstructure arranged in a detachable manner thereon and the attachment superstructure receives at least one main counterweight; and wherein at least one auxiliary support configured as a hinged support is fastened to the attachment superstructure, wherein a rear end of the auxiliary support is suspended via a guying member, and an auxiliary counterweight is suspended from the rear end of the at least one auxiliary support.

2. The vehicle crane as claimed in claim 1, wherein the at least one auxiliary support is fastened in an articulated manner to the attachment superstructure.

3. The vehicle crane as claimed in claim 2, wherein the at least one auxiliary support can be pivoted by an angle of 40 degrees to 130 degrees.

4. The vehicle crane as claimed in claim 1, wherein the auxiliary support is fastened to the attachment superstructure such that the auxiliary support can be placed on the ground or the lower carriage.

5. The vehicle crane as claimed in claim 1, wherein the at least one auxiliary support is at least 3 m long.

6. The vehicle crane as claimed in claim 1, wherein the at least one auxiliary support comprises a first auxiliary support and a second auxiliary support that each have an auxiliary counterweight extending rearwards starting from the attachment superstructure.

7. The vehicle crane as claimed in claim 1, wherein the at least one auxiliary support is designed as a lateral superlift arm.

8. The vehicle crane as claimed in claim 1, wherein the at least one auxiliary support is divided into a start portion and an end portion that are connected to one another so as to be able to be folded in an articulated manner about a horizontal folding axis.

9. The vehicle crane as claimed in claim 1, wherein the attachment superstructure can be raised from a rigging position on the lower carriage to an attachment position next to the base superstructure and the attachment superstructure can be detachably coupled to the base superstructure in the attachment position.

10. The vehicle crane as claimed in claim 1, wherein at least one rigging cylinder is arranged on the attachment superstructure and the attachment superstructure can be raised from the rigging position to the attachment position via said rigging cylinder.

11. The vehicle crane as claimed in claim 1, wherein the at least one main counterweight is stationary relative to the base superstructure during operation of the vehicle crane.

12. The vehicle crane as claimed in claim 1, wherein a first and a second main counterweight are provided that are arranged opposite and spaced apart from one another in relation to a longitudinal direction of the attachment superstructure.

13. The vehicle crane as claimed in claim 1, wherein at least one lifting mechanism and/or winch mechanism are arranged on the attachment superstructure.

14. The vehicle crane as claimed in claim 13, wherein the at least one auxiliary support is placed in a rigging position on the lower carriage and can be coupled to the attachment superstructure.

15. The vehicle crane as claimed in claim 14, wherein a rest is arranged on the lower carriage, on which rest the at least one auxiliary support lies in the rigging position.

16. The vehicle crane as claimed in claim 1, wherein the base superstructure has no counterweight.

17. The vehicle crane as claimed in claim 1, wherein the lower carriage is provided with wheels for travel on roads.

18. The vehicle crane as claimed in claim 1, wherein the rear end of the at least one auxiliary support is suspended via the guying member on the main jib and/or on an auxiliary jib and/or on an adapter at a main jib head.

19. A method for rigging a vehicle crane, wherein the vehicle crane comprises a superstructure that is rotatably mounted on a lower carriage and has a telescopic main jib, wherein the superstructure consists of a base superstructure and an attachment superstructure arranged in a detachable manner thereon and the attachment superstructure receives at least one main counterweight, said method comprising: placing at least one auxiliary support in a rigging position on the lower carriage; fastening the at least one auxiliary support to the attachment superstructure; guying a rear end of the at least one auxiliary support via a guying member on a main jib head and/or on an adjoining adapter or an auxiliary jib; and suspending the auxiliary counterweight from the rear end of the at least one auxiliary support; wherein the at least one auxiliary support is configured as a hinged support with the rear end of the at least one auxiliary support being suspended via the guying member.

20. The method as claimed in claim 19, wherein, before placing the at least one auxiliary support, the attachment superstructure is placed in a rigging position on the lower carriage, the attachment superstructure is raised with at least one rigging cylinder from its rigging position to an attachment position next to the base superstructure and the attachment superstructure is fastened to the base superstructure.

21. The method as claimed in claim 19, wherein the at least one auxiliary support is fastened to the attachment superstructure in its rigging position or in an attachment position of the at least one auxiliary support.

22. The method as claimed in claim 19, wherein the attachment superstructure and/or the main counterweight and/or the auxiliary support are placed for the rigging procedure onto the lower carriage of the vehicle crane by the vehicle crane itself.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0028] FIG. 1 shows a schematic perspective view of a vehicle crane in accordance with the present invention in a first type of rigging having two main counterweights and two auxiliary counterweights;

[0029] FIG. 2 shows a side view of FIG. 1 from the region of the superstructure and lower carriage in a first rigging state;

[0030] FIG. 3 shows a side view of FIG. 2 in a second rigging state;

[0031] FIG. 4 shows a side view of FIG. 2 in a third rigging state; and

[0032] FIG. 5 shows a side view corresponding to FIG. 4 with auxiliary jibs in an alternative design.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0033] FIG. 1 shows a schematic perspective view of a vehicle crane 1 in accordance with the invention which comprises a lower carriage 2 having a cabin 7 for the driver and a superstructure 3 having a main jib 4 which can be erected and telescoped by means of a hydraulic luffing cylinder 12. The superstructure 3 is mounted on the lower carriage 2 so as to be able to pivot via a rotational connection 5 (see FIG. 2) about a vertical axis of rotation 3z (see FIG. 2). The vertical axis of rotation 3z is oriented in the z-direction of an imaginary Cartesian coordinate system.

[0034] Moreover, the superstructure 3 is divided into a base superstructure 6 at the front in relation to the axis of rotation 3z and into a rear attachment superstructure 8. The base superstructure 6 is supported on the lower carriage 2 via the rotational connection 5, supports the main jib 4 via a horizontal luffing axis 4y and the attachment superstructure 8 which can be detachably connected to the base superstructure 6. The horizontal luffing axis 4y is oriented in the y-direction of an imaginary Cartesian coordinate system. The base superstructure 6 is characterized substantially by the fact that it does not include either a counterweight or a lifting mechanism or a luffing mechanism, i.e. it is has no counterweight, lifting mechanism or luffing mechanism. These components are each part of the attachment superstructure 8. Since the attachment superstructure 8 is detachably connected to the base superstructure 6, it can be transported separately from the vehicle crane 1 between the respective places of usage of the vehicle crane 1. This ensures that the vehicle crane 1 may travel on public roads between the places of usage in a road driving state relieved of components, such as e.g. the attachment superstructure 8, in compliance with associated regulations, such as e.g. maximum axle load and permissible total weight.

[0035] In FIG. 1, the vehicle crane 1 is equipped in a first type of rigging with a telescopic main jib 4, two main counterweights 9a, 9b, two auxiliary counterweights 10a, 10b and a luffable auxiliary jib 11. It is also feasible to use a type of rigging having only one main counterweight 9a, 9b and one or two auxiliary counterweights 10a, 10b. The telescopic main jib 4 consists in a conventional manner of a basic box 4a and one or more inner boxes 4b which are mounted coaxially one inside the other and can telescope in and out. The basic box 4a is mounted so as to be luffable about the luffing axis 4y with respect to the superstructure 3 or the base superstructure 6 with the aid of the hydraulic luffing cylinder 12.

[0036] A luffable auxiliary jib 11 is connected to a main jib head 4c of the main jib 4 via an adapter 17. The auxiliary jib 11 is designed in a conventional manner with a lattice mast construction. The auxiliary jib 11 can also be designed as a box girder having a hollow box. The auxiliary jib 11 is produced in a conventional manner from steel. A fibre composite construction is also feasible. It is also feasible to have an auxiliary jib 11 constructed from jib portions of a different design, such as lattice mast, box, each consisting of steel or fibre composite. Luffing of the auxiliary jib 11 is effected in a conventional manner via one or, in this case, two luffing supports 11a in the region of the main jib head 4c or the adapter 17, via which a luffing cable 11b is run from a tip of the auxiliary jib 11 or a front region of the auxiliary jib 11 to a luffing mechanism 13 (see FIG. 2) on the attachment superstructure 8. The luffing mechanism 13 is designed in a conventional manner as a hydraulically driven cable drum.

[0037] In addition, the main jib 4 is guyed by means of the two first and second auxiliary counterweights 10a, 10b and associated first and second guying means 14a, 14b, in particular cables, rods or combinations thereof comprising guying members or systems. In the present embodiment, the first and second guying means 14a, 14b are fastened in the region of the main jib head 4c of the main jib 4 and the adapter 17 respectively and are run from this location to a respective first rear end 15ah of a first auxiliary support 15a and a second rear end 15bh of a second auxiliary support 15b. The first and second auxiliary supports 15a, 15b are each fastened, in turn, at their opposite first and second front ends 15av, 15bv to the superstructure 3 and the attachment superstructure 8 via a joint. The first and second auxiliary supports 15a, 15b are thus so-called hinged supports which introduce only compressive forces and no bending forces into the attachment superstructure 8. The first and second auxiliary counterweights 10a, 10b are suspended from the first rear end 15ah of the first auxiliary support 15a and from the second rear end 15bh of the second auxiliary support 15b respectively via a respective first and second suspension means or members 16a, 16b. By means of the first and second auxiliary supports 15a, 15b, the two auxiliary counterweights 10a, 10b are spaced apart to the rear in each case from the superstructure 3 and the attachment superstructure 8, thereby increasing an effective counterweight radius corresponding to a spaced interval between the centers of gravity of each of the two auxiliary counterweights 10a, 10b and the vertical axis of rotation 3z of the superstructure 3. The first and second guying means 14a, 14b and also the first and second suspension means 16a, 16b are designed as cables, chains, rods or combinations thereof. In this case, the first and second auxiliary supports 15a, 15b are each fastened to a rear end 8h (see FIG. 2) of the attachment superstructure 8 so as to be detachable and articulated in a horizontal and vertical direction. As seen from above, the first and second auxiliary supports 15a, 15b extend starting from the attachment superstructure 8 away from one another in a v-shape and substantially symmetrically to a longitudinal axis of the superstructure 3. Since the first and second auxiliary supports 15a, 15b are fastened in an articulated manner to the attachment superstructure 8, the effective counterweight moment of the two auxiliary counterweights 10a, 10b can be changed, increased, decreased or adapted to the possible requirements of the use of the vehicle crane 1 by means of horizontal and/or vertical pivoting of the auxiliary supports 15a, 15b. Each of the auxiliary supports 15a, 15b is pivotable about an angle a of theoretically 0 degrees to 180 degrees, preferably of 40 degrees to 130 degrees. This angle range is measured between a vertical (illustrated as a dashed line in FIG. 2), extending through the joint with a horizontal pivot axis, and a longitudinal axis (illustrated as a dashed line in FIG. 2) of the at least one auxiliary support 15a, 15b. The angle values increase by pivoting the at least one auxiliary support 15a, 15b down towards the ground. An auxiliary support 15a, 15b erected in parallel with the vertical has an angle a of 0 degrees; an auxiliary support 15a, 15b extending in parallel with the horizontal has an angle a of 90 degrees. In FIG. 2, the angle a is about 80 degrees. The pivoting is effected via hydraulic cylinders, not illustrated, between the rear end 8h of the attachment superstructure 8 and the front ends 15av, 15bv of the two auxiliary supports 15a, 15b. In addition, provision can be made that the auxiliary supports 15a, 15b can be changed in length by means of additional components or are designed to be telescopic. The two auxiliary counterweights 10a, 10b are each constructed in a conventional manner as a stack with a base support 10c and individual counterweight plates 10d stacked thereon (see FIG. 2). So-called lateral superlift arms can be used as auxiliary supports 15a, 15b, which in other types of rigging of the vehicle crane 1 are typically used in the region of guying of the main jib 4 and are then articulated in the region of a head of the base box 4a.

[0038] Furthermore, it is apparent from FIG. 1 that a first and a second tensioning mechanism 19a, 19b are arranged approximately centrally on the respective auxiliary supports 15a, 15b in order to be able to tension the first and second guying means 14a, 14b. The first and second tensioning mechanisms 19a, 19b are typically designed as cable winches. For this purpose, deflection rollers, not illustrated, are arranged at the rear ends 15ah, 15bh, via which the first and second guying means 14a, 14b are run to the associated tensioning mechanisms 19a, 19b. The tensioning mechanisms 19a, 19b are typically designed as hydraulically driven cable drums and can also work together with pulley block-type reeving arrangements in the guying means 14a, 14b. It is also feasible to arrange the two tensioning mechanisms 19a, 19b not on the auxiliary supports 15a, 15b but instead on the superstructure 3, in particular the attachment superstructure 8.

[0039] In the first type of rigging described above, the main counterweight which is stacked on the attachment superstructure 8 is divided into a first main counterweight 9a and a second main counterweight 9b. In this case, the first and the second main counterweight 9a, 9b are arranged laterally offset, opposite and spaced apart from one another in relation to a longitudinal direction of the superstructure 3 and the attachment superstructure 8. In the operating position of the first and second main counterweights 9a, 9b illustrated in FIG. 1, the first and second main counterweights 9a, 9b are arranged in a stationary manner on the attachment superstructure 8. Typically, the first and second main counterweights 9a, 9b are arranged on an opposite and rear end of the superstructure 3, in particular rear end 8h of the attachment superstructure 6, in relation to the axis of rotation 3z of the superstructure 3 and the main jib 4. The first and second main counterweights 9a, 9b typically consist in each case of a stack of counterweight plates 9d stacked on a base support 9c (see FIG. 2). The base supports 9c are each fastened laterally to the attachment superstructure 8 or are part of the attachment superstructure 8.

[0040] In addition, the vehicle crane 1 typically has four lateral support beams 20, each with a vertically extendible hydraulic strut 20a, with which the vehicle crane 1 can be supported on a ground surface 22 (see FIG. 2) during operation. The lower carriage 2 is provided with pneumatic and/or rubber-tired wheels 21, enabling the vehicle crane 1 to travel on public roads.

[0041] FIG. 2 shows a side view of FIG. 1 from the region of the superstructure 3 and the lower carriage 2 in a first rigging state. The rigging of the vehicle crane 1 in accordance with the invention having the attachment superstructure 8, the two main counterweights 9a, 9b, the two auxiliary supports 15a, 15b and the two auxiliary counterweights 10a, 10b is explained in greater detail hereinafter with reference to FIGS. 2 to 4.

[0042] In FIG. 2, with the aid of an auxiliary crane, not illustrated, or with the vehicle crane 1 and its main jib 4 itself the attachment superstructure 8 and the two main counterweights 9a, 9b have already been picked up together or individually one after the other from a trailer for transport to the place of usage, and have been placed in a rigging position on a central portion of the lower carriage 2 between the base superstructure 6 and the cabin 7 on the lower carriage 2. In this case, the attachment superstructure 8 has been placed on the lower carriage 2 at a preselected rigging location, so that after the base superstructure 6 has been pivoted with its rear end 6h facing forwards in the direction of the cabin 7, the rear end 6h of the base superstructure 6 is opposite a front end 8v of the attachment superstructure 8 at a small spaced interval. The attachment superstructure 8 is oriented with its central longitudinal axis symmetrically to a central longitudinal axis of the lower carriage 2, as seen from above at its rigging location. An upper first connecting point 6a and a lower second connecting point 6b are provided at the rear end 6h of the base superstructure 6 in order to detachably fasten the attachment superstructure 8 thereto. Respective corresponding upper third connecting points 8a and lower fourth connecting points 8b are located opposite one another at the front end 8v of the attachment superstructure 8. The first to fourth connecting points 6a, 6b, 8a and 8b are each designed as conventional single or multi-cut bolt connections. Such bolt connections typically consist of lugs with holes or fork heads with a plurality of lugs and associated bolts, via which the lugs can be detachably connected to one another. In the present case, the first and third connecting points 6a and 8a are each formed as lugs with a bore, and the second connecting point 6b is formed as a hook open at the bottom for receiving a bolt which is fixedly arranged in the fourth connecting point 8b on a lug. When the attachment superstructure 8 is oriented at its rigging location on the lower carriage 2, the centre points of the bores for receiving the bolts of the first to fourth connecting points 6a, 6b, 8a and 8b are oriented in a vertical direction one behind the other and spaced apart from one another. Furthermore, it is apparent from FIG. 2 that the lugs or hooks of the first to fourth connecting points 6a, 6b, 8a and 8b, as seen from the side on the lower carriage 2, each protrude from the rear end 6h of the base superstructure 6 and the front end 8v of the attachment superstructure 8 and mesh together in the manner of a contact-free toothing arrangement.

[0043] After the attachment superstructure 8 having the main counterweights 9a, 9b has been placed at its rigging location on the lower carriage 2, with the aid of the auxiliary crane, not shown, or with the vehicle crane 1 and its main jib 4 itself the attachment superstructure 8 and the first and second auxiliary support 15a, 15b are picked up together or individually one after the other from a trailer for transport to the place of usage, and are placed at their rigging locations on the lower carriage 2 and a support plate 23 which is typically used for supporting the main jib 4. In their rigging locations, the two auxiliary supports 15a, 15b are each oriented with their longitudinal axes in parallel with and laterally spaced apart from a central longitudinal direction of the lower carriage 2, as seen from above. Moreover, the two auxiliary supports 15a, 15b adjoin the rear end 8h of the attachment superstructure 8 with their respective front ends 15av, 15bv.

[0044] In a next rigging step, the two auxiliary supports 15a, 15b are coupled to the rear end 8h of the attachment superstructure 8 with their respective front ends 15av, 15bv. Alternatively, it is feasible for this coupling to take place also at a later point in time.

[0045] Also, in a further rigging step, with the aid of the auxiliary crane, not illustrated, or with the vehicle crane 1 and its main jib 4 itself the first and second auxiliary counterweights 10a, 10b are picked up from a trailer for transport to the place of usage, and are placed on the ground 22 at their rigging locations in front of the cabin 7 of the vehicle crane 1 and below the rear ends 15ah, 15bh of the first and second auxiliary supports 15a, 15b.

[0046] Furthermore, it can be seen in FIG. 2 that the attachment superstructure 8 has at least one hydraulic rigging cylinder 24 which is arranged centrally in the centre of gravity of the attachment superstructure 8 and is supported on the lower carriage 2. The working direction of the rigging cylinder 24 is vertical and therefore by means of the rigging cylinder 24 the attachment superstructure 8 together with the main counterweights 9a, 9b can be raised from the lower carriage 2 from a rigging position to an attachment position. It is also feasible to provide more than one rigging cylinder 24 arranged symmetrically with respect to the centre of gravity of the attachment superstructure 8.

[0047] Contrary to the description of FIG. 1, in FIG. 2 a further lifting mechanism 18a is additionally arranged on the base superstructure 4. Also, the further lifting mechanism 18a is typically designed as a hydraulically driven cable drum.

[0048] FIG. 3 shows a side view of FIG. 2, in which the attachment superstructure 8, the two main counterweights 9a, 9b, the two auxiliary supports 15a, 15b and the two auxiliary counterweights 10a, 10b are in a second rigging state. In order to achieve this second rigging state, the attachment superstructure 8 with the two main counterweights 9a, 9b has been raised by means of the at least one rigging cylinder 24 from its inoperative position to its attachment position. Solely by means of the vertical movement, the attachment superstructure 8 and the base superstructure 6 have already been automatically coupled in the region of their lower second connecting point 6b and fourth connecting point 8b by virtue of the bolt being driven in the hook which is open at the bottom. In the region of the upper first connecting point 6a and the upper third connecting point 8a, the bolts are inserted manually or automatically into the corresponding, now mutually aligned bores of the lugs in order to complete the coupling procedure.

[0049] Should the coupling of the two auxiliary supports 15a, 15b with their respective front ends 15av, 15bv to the rear end 8h of the attachment superstructure 8 not yet have been effected, it can take place now. Alternatively, it is feasible that this coupling is also effected automatically via the lifting movement of the attachment superstructure 8 with the two main counterweights 9a, 9b or by means of a corresponding design according to the first to fourth connecting points 6a, 6b, 8a and 8b.

[0050] Moreover, in a further rigging step the two auxiliary counterweights 10a, 10b are suspended from the respective front ends 15av, 15bv of the two auxiliary supports 15a, 15b via the first suspension means 16a and the second suspension means 16b. At this point in time, the two auxiliary counterweights 10a, 10b are still standing on the ground 22.

[0051] FIG. 4 shows a side view of FIG. 2, in which the attachment superstructure 8, the two main counterweights 9a, 9b, the two auxiliary supports 15a, 15b and the two auxiliary counterweights 10a, 10b are in a third rigging state. In order to achieve this third rigging state, in a first rigging step after coupling the attachment superstructure 8 to the base superstructure 6, the at least one rigging cylinder 24 has been retracted and therefore is no longer supported on the surface of the lower carriage 2. Subsequently, in a further rigging step, the first guying means 14a and the second guying means 14b are run from the two tensioning mechanisms 19a, 19b via the respective rear end 15ah, 15bh of the first or second auxiliary supports 15a, 15b to the main jib head 4c or the adjoining adapter 17 and are fastened at this location. Then, by tensioning the two guying means 14a, 14b via the two tensioning mechanisms 19a, 19b or by luffing the main jib 4, the two auxiliary supports 15a, 15b are inclined upwards at a desired angle from their substantially horizontal guying position to a working position. As a result, the two auxiliary counterweights 10a, 10b are then also raised simultaneously from the ground 22 and generate the desired counterweight moment for the operation of the vehicle crane 1.

[0052] FIG. 5 is a further side view which corresponds substantially to FIG. 4 and shows a comparable rigging state. Therefore, reference is made to the previous description relating to FIGS. 1 to 4 and only features deviating therefrom will be described hereinafter. In this case, the auxiliary supports 15a, 15b have an alternative design. The previously described auxiliary supports 15a, 15b are rigid, formed in one piece, have a predetermined length and are formed as hollow profiles. In contrast, the auxiliary supports 15a, 15b according to FIG. 5 are configured so as to be able to be folded centrally about a horizontal folding axis 15y. In a corresponding manner, the auxiliary supports 15a, 15b are divided into a front start portion 15c and a rear end portion 15d which are connected to one another so as to be able to pivot via a substantially horizontal axis. A hydraulic folding cylinder 15e is provided for the pivot movement and is supported accordingly on the one hand on the start portion 15c and on the other hand on the end portion 15d. The foldable auxiliary supports 15a, 15b render it possible to vary the desired counterweight radius to a greater extent.

[0053] In this case, each of the auxiliary supports 15a, 15b is also pivotable about an angle a of theoretically 0 degrees to 180 degrees, preferably of 40 degrees to 130 degrees. This angle range is measured between a vertical (illustrated as a dashed line in FIG. 2), extending through the joint with a horizontal pivot axis and a longitudinal axis (illustrated as a dashed line in FIG. 2) of the linearly extended and unfolded auxiliary support 15a, 15b.

[0054] Changes and modifications in the specifically described embodiments can be carried out without departing from the principles of the present invention which is intended to be limited only by the scope of the appended claims, as interpreted according to the principles of patent law including the doctrine of equivalents. The priority German application no. DE 10 2022 122 282.9, filed on Sep. 2, 2022, is hereby incorporated by reference, in particular for support with regard to the translation for the present disclosure.