CN210621461U - Pier crossing system of bridge detection vehicle frame - Google Patents
Pier crossing system of bridge detection vehicle frame Download PDFInfo
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- CN210621461U CN210621461U CN201920951069.0U CN201920951069U CN210621461U CN 210621461 U CN210621461 U CN 210621461U CN 201920951069 U CN201920951069 U CN 201920951069U CN 210621461 U CN210621461 U CN 210621461U
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- 238000001514 detection method Methods 0.000 title claims description 29
- 230000007246 mechanism Effects 0.000 claims abstract description 76
- 238000012546 transfer Methods 0.000 claims abstract description 20
- 238000007689 inspection Methods 0.000 claims description 11
- 238000006073 displacement reaction Methods 0.000 claims description 9
- 238000010276 construction Methods 0.000 abstract description 4
- 238000012423 maintenance Methods 0.000 abstract description 4
- 230000009286 beneficial effect Effects 0.000 description 8
- 238000000034 method Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
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- 229910000831 Steel Inorganic materials 0.000 description 1
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- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011897 real-time detection Methods 0.000 description 1
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Abstract
The utility model relates to a bridge detects frame and crosses mound system. The system comprises two parallel straight tracks arranged below a bridge floor, a transverse transfer track positioned between the two straight tracks, a fixed end movement mechanism and a movable end movement mechanism; the both ends of frame respectively with stiff end motion with the expansion end motion is connected, stiff end motion is used for driving the one end of frame moves in one the straight track, the expansion end motion is used for driving the other end of frame moves in another the straight track with transversely shift the track. The utility model provides a technical scheme can effectively reduce bridge engineering construction expense and daily plant maintenance work load.
Description
Technical Field
The utility model relates to a bridge check out test set technical field especially relates to a bridge detects frame and crosses mound system.
Background
At present, in some bridge engineering, due to the limitation of a bridge structure, most bridge inspection vehicles need to be arranged between a span interval, namely, two piers, so that a frame of each inspection vehicle only has the capability of moving back and forth between the span interval, and the bridge inspection operation cannot be carried out by transferring the bridge inspection vehicles to another span interval across the piers. In practical use, this greatly increases the engineering construction cost and the daily equipment maintenance workload.
SUMMERY OF THE UTILITY MODEL
Not enough to prior art, the utility model provides a bridge detects frame and crosses mound system.
The utility model provides a bridge detection vehicle frame pier crossing system, which comprises a first straight track and a second straight track which are arranged below a bridge floor and are parallel to each other, a transverse transfer track positioned between the first straight track and the second straight track, a fixed end motion mechanism and a movable end motion mechanism; the both ends of frame respectively with stiff end motion with the expansion end motion is connected, stiff end motion is used for driving the one end of frame moves in one the straight track, the expansion end motion is used for driving the other end of frame moves in another the straight track with transversely shift the track.
The utility model provides a bridge detects frame and crosses mound system's beneficial effect is, when the frame need carry out conventional detection operation in the bridge floor below, expansion end motion and stiff end motion drive respectively the frame carry out translational motion in two straight-going tracks. When the frame needs to be transferred to an adjacent interval for bridge detection operation, the fixed end movement mechanism drives one end of the frame to move in one straight track, and the movable end movement mechanism drives the other end of the frame to be transferred from the other straight track to one straight track through the transverse transfer track, so that the frame can pass through a gap part of the pier and enter the adjacent interval. The bridge engineering construction cost and the daily equipment maintenance workload can be effectively reduced.
On the basis of the technical scheme, the utility model discloses can also do following improvement.
Further, the movable end movement mechanism comprises a second driving device and a second portal frame, the second driving device is movably connected with the second portal frame, and the second portal frame is fixedly connected with the frame; the fixed end movement mechanism comprises a first driving device and a first portal frame, the first driving device is movably connected with the first portal frame, and the first portal frame is fixedly connected with the frame.
The beneficial effect of adopting above-mentioned further scheme is that, activity end motion and stiff end motion mutually support, for example provide different power by its drive arrangement respectively, can drive the frame through the portal frame and carry out translation or the motion of rotation form, make the motion of frame more nimble.
Further, the first driving device of the fixed end movement mechanism is hinged to the first portal frame.
The portal frame is hinged below the driving device at the fixed end moving mechanism, so that the frame has certain degree of freedom in the moving process, and the structural deformation caused by torsion is prevented.
Further, the second driving device of the movable end movement mechanism is connected with the second portal frame in a sliding mode.
Furthermore, a pulley block is arranged at the lower end of the second driving device of the movable end movement mechanism and arranged in a sliding groove in the upper end of the second portal frame.
The beneficial effect of adopting above-mentioned further scheme is that, because the relative position of sliding connection's drive arrangement and portal frame can change, the in-process that shifts at the frame can effectively avoid the deformation that leads to because of the orbit at frame both ends and the difference of velocity of motion.
Further, the movable end movement mechanism further comprises displacement detection devices respectively arranged at two ends of the sliding groove.
The beneficial effect who adopts above-mentioned further scheme is that, through the displacement detection device's at spout both ends detection data, can carry out more accurate adjustment to the velocity of motion at frame both ends to protect the frame, avoid the emergence of deformation.
Furthermore, the movable end movement mechanism further comprises limiting devices respectively arranged at two ends of the sliding groove.
The beneficial effect who adopts above-mentioned further scheme is that, through the stop device at spout both ends, can avoid the drive arrangement at frame both ends and portal frame to bump to the protection frame avoids dangerous the emergence.
Further, the first driving device and the second driving device both comprise motors and rollers in driving connection with the motors.
Adopt above-mentioned further scheme's beneficial effect be, motor drive gyro wheel moves in the track, can make drive arrangement drive portal frame and frame even running in the bridge floor below.
Further, the system also comprises an angle detection device arranged on the frame.
The beneficial effect of adopting above-mentioned further scheme is that, can accurate definite frame central line and the horizontal transfer between the track contained angle through angle detection device to for the control to frame speed provides accurate basis.
Furthermore, the system also comprises a control device which is respectively and electrically connected with the fixed end movement mechanism, the movable end movement mechanism and the angle detection device.
The beneficial effect who adopts above-mentioned further scheme is that, combines real-time detection's angle value, and controlling means can carry out more accurate control to the speed at frame both ends, guarantees the steady, the safe operation of frame.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive labor.
Fig. 1 is a schematic diagram of a pier passing system of a bridge detection vehicle frame according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a bridge detection frame pier passing system according to an embodiment of the present invention;
fig. 3 is a schematic structural view of a moving end movement mechanism according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a fixed end movement mechanism according to an embodiment of the present invention.
Detailed Description
The principles and features of the present invention are described below in conjunction with the following drawings, the examples given are only intended to illustrate the present invention and are not intended to limit the scope of the present invention.
As shown in fig. 1 and fig. 2, the bridge detection vehicle frame pier passing system provided by the embodiment of the present invention includes two parallel first straight rails 21 and second straight rails 22 installed below a bridge floor 10, a transverse transfer rail 30 located between the first straight rails 21 and the second straight rails 22, a fixed end moving mechanism 42 and a movable end moving mechanism 41; the two ends of the frame 50 are respectively connected to the fixed end moving mechanism 42 and the movable end moving mechanism 41, the fixed end moving mechanism 42 is used for driving one end of the frame 50 to move on one straight rail 22, and the movable end moving mechanism 41 is used for driving the other end of the frame 50 to move on the other straight rail 21 and the transverse transfer rail 30.
Specifically, the deck 10 of the bridge is supported by a plurality of piers 1, and it should be noted that the two-part piers 1 in fig. 1 are a section of a junction of a lower end of a pylon such as an a-type or an H-type and an upper end of the pier, and thus are shown as two parts which in fact collectively indicate one pier, and the deck 10 is erected on the piers 1. At present, only two parallel straight rails 21 and 22 are usually arranged below the bridge deck 10, and since the length of the carriage 50 for bridge detection is usually larger than the gap between two bridge piers 1, at least one carriage is basically arranged between every two bridge piers at present.
The transverse transfer rail 30 is provided between the two straight rails 21, 22, and the three form an H-shaped structure. When detecting the bridge in the conventional interval, the two ends of the frame 50 respectively perform translational motion along the two straight rails 21 and 22, when the frame 50 needs to be transferred to the adjacent interval, at a suitable position, the fixed end motion mechanism 42 can drive one end of the frame 50 to continuously move on the straight rail 22, and the movable end motion mechanism 41 can drive the other end of the frame 50 to be transferred from the straight rail 21 to the transverse transfer rail 30 and move to the straight rail 22 along the transverse transfer rail 30. In the process, the running state of the frame 50 is changed from S1 to S2, S3, S4 and S5 in sequence, so that the running state can pass through the gap between the two parts of piers 1, enter the adjacent section and be restored to the normal working state in a similar manner, and the detection of the bridge part of the adjacent section is completed.
It should be noted that the junction of the rectilinear rails 21, 22 and the transverse transfer rail 30 may be configured as an arcuate rail with a curvature, or the drive rollers of the carriage 50 may be turned from one rail to the other in a manner similar to a railroad track change.
In this embodiment, when the vehicle frame 50 needs to perform a normal detection operation under the bridge deck 10, the movable end moving mechanism 41 and the fixed end moving mechanism 42 respectively drive the vehicle frame 50 to perform a translational motion in the two straight rails 21 and 22. When the frame 50 needs to be transferred to an adjacent area for bridge detection, the fixed end moving mechanism 42 drives one end of the frame 50 to move in one straight rail 22, and the movable end moving mechanism 41 drives the other end of the frame 50 to transfer from the other straight rail 21 to one straight rail 22 through the transverse transfer rail 30, so that the frame 50 can pass through the gap part of the pier 1 and enter the adjacent area. The bridge engineering construction cost and the daily equipment maintenance workload can be effectively reduced.
Preferably, as shown in fig. 3 and 4, each of the movable end moving mechanism 41 and the fixed end moving mechanism 42 includes a driving device 411, 421 and a portal frame 412, 422, the driving device 411, 421 is movably connected with the portal frame 412, 422, and the portal frame 412, 422 is fixedly connected with the frame 50.
Specifically, the movable end moving mechanism 41 and the fixed end moving mechanism 42 can both drive the frame 50 to move, and the driving devices 411 and 421 are used for providing power to drive the lower portal frames 412 and 422, so as to drive the frame 50 fixed on the portal frames 412 and 422 to move relative to the track.
In the preferred embodiment, the movable end moving mechanism 41 and the fixed end moving mechanism 42 are mutually matched, for example, different driving forces are respectively provided by the driving devices, and the gantry can drive the carriage 50 to move in a translational or rotational manner, so that the movement of the carriage 50 is more flexible.
Preferably, the driving device 421 of the fixed end moving mechanism 42 is hinged with the gantry 422.
In the preferred embodiment, as shown in fig. 4, at the fixed end moving mechanism 42, the gantry 422 is hinged below the driving device 421, so that the frame 50 has a certain degree of freedom in the moving process, and the structural deformation caused by torsion is prevented.
Preferably, the driving device 411 of the moving-end moving mechanism 41 is slidably connected with the gantry 412.
Preferably, the lower end of the driving device 411 of the moving end moving mechanism 41 is provided with a pulley block 413, and the pulley block 413 is arranged in a chute at the upper end of the portal frame 412.
Specifically, as shown in fig. 3, at the free end movement mechanism 42, a pulley block 413 is hinged below the driving device 411, and the pulley block 413 can transversely run in a chute at the upper end of the gantry 412. Since one end of the carriage 50 moves along the rectilinear rail 22 and the other end moves along the transverse transfer rail 30 during the transfer of the carriage, in order to keep the operation stable, the operation speeds of the two ends are slightly different, and if the movable end moves too slowly with respect to the fixed end, the movable end may move to the left excessively, and if the movable end moves too fast with respect to the fixed end, the movable end may move to the right excessively, which may cause the carriage 50 to be deformed. Therefore, the relative position of the driving device 411 and the portal frame 412 can be changed by adopting a sliding connection mode, so that the deformation of the frame 50 is reduced.
In the preferred embodiment, since the relative position between the driving device 411 and the gantry 412 can be changed, the deformation caused by the difference between the moving tracks and the moving speeds of the two ends of the frame 50 can be effectively avoided during the transferring process of the frame 50.
Preferably, the movable end moving mechanism 41 further includes displacement detecting devices 414 respectively disposed at two ends of the sliding chute.
Specifically, as shown in fig. 1, during the transfer of the carriage 50, the included angle θ between the centerline and the transverse transfer rail 30 changes. When theta is larger than 0 degree and smaller than 45 degrees, the walking distance of the movable end movement mechanism 41 is larger than that of the fixed end movement mechanism 42, and when theta is larger than 45 degrees and smaller than 90 degrees, the walking distance of the movable end movement mechanism 41 is smaller than that of the fixed end movement mechanism 42. Therefore, in the process, as shown in fig. 3, the driving device 411 may gradually slide to the left relative to the gantry 412, and if the displacement detecting device 414 at the left side of the chute detects that the pulley block 413 slides to the position, the operating speed of the movable end moving mechanism 41 may be slightly increased or the operating speed of the fixed end moving mechanism 42 may be slightly decreased until the equilibrium state of the movable end moving mechanism 41 and the fixed end moving mechanism 42 is restored. Similarly, if the displacement detecting device 414 on the right side of the chute detects that the pulley block 413 slides to this point, the operating speed of the movable-end moving mechanism 41 can be slightly reduced or the operating speed of the fixed-end moving mechanism 42 can be increased.
In the preferred embodiment, the moving speed of the two ends of the frame 50 can be more accurately adjusted by the detection data of the displacement detecting devices 414 at the two ends of the sliding chute, so as to protect the frame 50 and avoid the occurrence of deformation.
Preferably, the movable end moving mechanism 41 further includes a limiting device 415 respectively disposed at two ends of the sliding groove.
Specifically, since the length of the chute of the gantry 412 is limited, in order to avoid the collision between the driving device 411 and the gantry 412, the limiting devices 415 are respectively disposed at two ends of the chute, wherein the limiting devices 415 can be located outside the displacement detecting device 414. When the left-side limiting device 415 detects that the pulley block 413 at the lower end of the driving device 411 slides to the position, the fixed end moving mechanism 42 can be stopped, and the movable end moving mechanism 41 continues to move until the balance state of the movable end moving mechanism 41 and the fixed end moving mechanism 42 is restored. Similarly, when the right-side limiting device 415 detects that the pulley block 413 at the lower end of the driving device 411 slides to the position, the movable end moving mechanism 41 can be stopped, and the fixed end moving mechanism 42 continues to move.
In the preferred embodiment, the driving devices at the two ends of the frame 50 can be prevented from colliding with the portal frame by the limiting devices 415 at the two ends of the sliding chute, so as to protect the frame 50 and avoid danger.
Preferably, the driving means 411, 421 comprise a motor and a roller in driving connection with said motor.
Specifically, as shown in fig. 3 and 4, the driving devices 411 and 421 each include a motor and a roller, and the roller is disposed in a track of an i-shaped steel structure. In the conventional bridge inspection work, the roller of the movable end moving mechanism 41 runs on the rectilinear rail 21, and the roller of the fixed end moving mechanism 42 runs on the rectilinear rail 22.
In the preferred embodiment, the motor drives the roller to run in the track, so that the driving device drives the portal frame and the frame to stably run below the bridge floor.
Preferably, the system further comprises an angle detection device provided on the frame 50.
Specifically, as shown in fig. 1, during the transfer of the carriage 50, the angle θ between the centerline and the lateral transfer rail 30 changes, and the proper speed at the ends of the carriage 30 is related to this angle.
In the preferred embodiment, the angle between the centerline of the carriage 50 and the transverse transfer rail 30 can be accurately determined by the angle detection device, so as to provide an accurate basis for controlling the speed of the carriage 50.
Preferably, the system further comprises a control device electrically connected to the fixed end moving mechanism 42, the movable end moving mechanism 41 and the angle detecting device, respectively.
Specifically, the θ value can be accurately obtained by the angle detection device, as shown in fig. 1, the real-time speed of the movable end moving mechanism 41 is v2, the real-time speed of the fixed end moving mechanism 42 is v1, and the control device can control the rotating speeds of the two motors according to the θ value, so as to ensure that the displacements of the two motors in the same time satisfy the following relation:
in the preferred embodiment, the control device can control the speeds of the two ends of the frame 50 more precisely by combining the angle θ value detected in real time, so as to ensure the stable and safe operation of the frame 50.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the present invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included within the protection scope of the present invention.
Claims (10)
1. A bridge detection vehicle frame pier passing system is characterized by comprising a first straight track (21) and a second straight track (22) which are arranged below a bridge floor (10) and parallel to each other, a transverse transfer track (30) positioned between the first straight track (21) and the second straight track (22), a fixed end movement mechanism (42) and a movable end movement mechanism (41); the both ends of frame (50) respectively with stiff end motion (42) with expansion end motion (41) are connected, stiff end motion (42) are used for driving the one end of frame (50) is operated in one go straight track (22), expansion end motion (41) are used for driving the other end of frame (50) is operated in another go straight track (21) with transversely shift track (30).
2. The bridge detection frame pier passing system according to claim 1, wherein the movable end movement mechanism (41) comprises a second driving device (411) and a second portal frame (412), the second driving device (411) is movably connected with the second portal frame (412), and the second portal frame (412) is fixedly connected with the frame (50); the fixed end movement mechanism (42) comprises a first driving device (421) and a first portal frame (422), the first driving device (421) is movably connected with the first portal frame (422), and the first portal frame (422) is fixedly connected with the frame (50).
3. The bridge inspection vehicle frame pier passing system of claim 2, wherein the first driving device (421) of the fixed end moving mechanism (42) is hinged with the first portal frame (422).
4. The bridge inspection vehicle frame pier passing system of claim 2, wherein the second driving device (411) of the movable end movement mechanism (41) is slidably connected with the second portal frame (412).
5. The bridge inspection vehicle frame pier passing system according to claim 4, wherein a pulley block (413) is arranged at the lower end of the second driving device (411) of the movable end movement mechanism (41), and the pulley block (413) is arranged in a sliding groove at the upper end of the second portal frame (412).
6. The bridge inspection vehicle frame pier passing system of claim 5, wherein the movable end movement mechanism (41) further comprises displacement detection devices (414) respectively arranged at two ends of the sliding chute.
7. The bridge detection frame pier passing system according to claim 5, wherein the movable end movement mechanism (41) further comprises limiting devices (415) respectively arranged at two ends of the sliding chute.
8. The bridge inspection vehicle frame pier passing system of claim 2, wherein the first driving device (421) and the second driving device (411) each comprise a motor and a roller in driving connection with the motor.
9. The bridge inspection vehicle frame pier passing system of claim 8, further comprising an angle detection device disposed on the vehicle frame (50).
10. The bridge detection vehicle frame pier passing system according to claim 9, further comprising a control device electrically connected to the fixed end movement mechanism (42), the movable end movement mechanism (41) and the angle detection device, respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920951069.0U CN210621461U (en) | 2019-06-21 | 2019-06-21 | Pier crossing system of bridge detection vehicle frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920951069.0U CN210621461U (en) | 2019-06-21 | 2019-06-21 | Pier crossing system of bridge detection vehicle frame |
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| Publication Number | Publication Date |
|---|---|
| CN210621461U true CN210621461U (en) | 2020-05-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920951069.0U Expired - Fee Related CN210621461U (en) | 2019-06-21 | 2019-06-21 | Pier crossing system of bridge detection vehicle frame |
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| CN (1) | CN210621461U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113125093A (en) * | 2021-03-15 | 2021-07-16 | 山西省交通建设工程质量检测中心（有限公司） | Road and bridge detection device |
-
2019
- 2019-06-21 CN CN201920951069.0U patent/CN210621461U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113125093A (en) * | 2021-03-15 | 2021-07-16 | 山西省交通建设工程质量检测中心（有限公司） | Road and bridge detection device |
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Granted publication date: 20200526 |