CN216427996U - Balancing device of transport vehicle - Google Patents

Abstract

The embodiment of the application provides a balancing unit of transport vechicle, this balancing unit includes: the upper concave body is connected with the frame, the lower convex body is connected with the drag chain mechanism, and the lower convex body supports the upper concave body. Go up the concave part and have the recess, the convex part has down the convex part, and the convex part holds in the recess, and the surface of recess and the surface of convex part contact, and the surface of recess is concave sphere, and the surface of convex part is convex sphere, and the surface radian of concave sphere and the surface radian of convex sphere cooperate. Above-mentioned balancing unit can offset the influence of the frame deformation that the transport vechicle produced when the bearing is overweight or goes in the slope region to the tow chain mechanism, prevents that frame deformation from causing the damage of tow chain mechanism.

Description

Balancing device of transport vehicle

Technical Field

The embodiment of the application relates to the technical field of bridge transportation equipment, in particular to a balancing device of a transport vehicle.

Background

The existing bridge transportation equipment is generally small in size and low in height requirement, the driving mode is that a motor reducer drives a drag chain to drive, and the maximum bearing capacity can reach thousands of tons.

However, when the bridge transportation equipment is used, due to the structure of the bridge transportation equipment, the frame can deform a certain amount when the bridge transportation equipment is transported on a slope or bears excessive weight, and finally, the drag chain is extruded, so that the drag chain is damaged.

Therefore, it is the key to solve the above problems to offset the influence of the deformation of the frame on the drag chain.

SUMMERY OF THE UTILITY MODEL

In view of the above, embodiments of the present application provide a balancing device for a transportation vehicle, which overcomes or at least partially solves the above problems.

According to this application embodiment provides a balancing unit of transport vechicle, includes: an upper concave body and a lower convex body, wherein,

the upper concave body is connected with the frame, the lower convex body is connected with the drag chain mechanism, and the lower convex body supports the upper concave body;

the upper concave body is provided with a groove, the lower concave body is provided with a convex part, and the convex part is accommodated in the groove;

the surface of the groove is in contact with the surface of the convex part, the surface of the groove is a concave spherical surface, the surface of the convex part is a convex spherical surface, and the surface radian of the concave spherical surface is matched with that of the convex spherical surface.

In an alternative mode, the most convex part of the convex spherical surface is contacted with the most concave part of the concave spherical surface, and the contact point is a supporting point, when the acting force applied to the upper concave body is not uniformly distributed on two sides of the supporting point, the upper concave body and the lower concave body slide relatively.

In an optional manner, the balancing apparatus further comprises: a first through hole and a first notch;

the first through hole is positioned on the upper concave body, the first notch is positioned on the convex spherical surface, and the first through hole and the first notch are opposite in position;

the first bolt passes through the first through hole and the first notch to connect the upper concave body and the lower convex body.

In an alternative mode, the first through holes have the longest aperture in a direction parallel to the traveling direction of the transport vehicle, the longest aperture is a first pitch, the first through holes have the shortest aperture in a direction perpendicular to the traveling direction of the transport vehicle, and the shortest aperture is a second pitch.

In an alternative mode, the upper concave body and the lower convex body slide relatively in the first through hole along the direction of the longest hole diameter, and the maximum distance of relative sliding is the third distance.

In an alternative, the second distance is equal to or greater than the outer diameter of the first bolt.

In an alternative mode, the balancing device further comprises an oil groove, the oil groove is located on the concave spherical surface, and a notch of the oil groove faces the convex spherical surface.

In an optional mode, the balancing device further comprises a second through hole, the second through hole is located in the upper concave body, and the second through hole is communicated with the oil groove and used for providing oil bodies for the oil groove.

According to another aspect of the embodiments of the present application, there is provided a transportation vehicle including a balancing apparatus.

In an alternative form, the transporter includes a plurality of balancing devices evenly distributed on both sides of the transporter load bearing portion.

This application embodiment is through going up concave body and protruding body setting down between frame and tow chain mechanism, and goes up concave body and connected with the frame, and protruding body and tow chain mechanism are connected down, and at this moment, frame and tow chain mechanism are not direct contact. The concave body is gone up in the support of lower convex body, and the bellying of lower convex body holds in the recess of going up the concave body, goes up the concave body and is the sphere with the contact surface of lower convex body, like this, when the frame atress produced certain deformation, goes up concave body atress inhomogeneous, and the concave body can no longer the outrigger go up the concave body, and goes up the concave body and the contact surface of lower convex body is the sphere, consequently goes up concave body and lower convex body and can follow the contact surface and produce relative slip, can continue the stable support of concave body up until lower convex body, and the slip stops. Therefore, the influence that frame deformation volume produced can offset through the relative slip of last concave body and lower convex body completely, can not influence tow chain mechanism, and tow chain mechanism receives the pressure that comes from the top and follows the direction of gravity downwards all the time, so the balancing unit of transport vechicle that this application provided can prevent that tow chain mechanism from because of the damage that frame deformation extrusion caused.

The foregoing description is only an overview of the technical solutions of the embodiments of the present application, and the embodiments of the present application can be implemented according to the content of the description in order to make the technical means of the embodiments of the present application more clearly understood, and the detailed description of the present application is provided below in order to make the foregoing and other objects, features, and advantages of the embodiments of the present application more clearly understandable.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a balancing device of a transport vehicle according to an embodiment of the present application.

Fig. 2 is a schematic structural diagram of an upper concave body of a balancing device of a transport vehicle according to an embodiment of the present application.

Fig. 3 is a schematic structural diagram of a lower convex body of a balancing device of a transport vehicle according to an embodiment of the present application.

Fig. 4 is a schematic structural diagram of a transport vehicle with a balancing device of a transport vehicle installed thereon according to an embodiment of the present application.

Fig. 5 is a bottom view of the upper concave body of the balancing device provided in the embodiments of the present application.

Fig. 6 is a schematic structural diagram of a balancing device of a transport vehicle according to an embodiment of the present disclosure, in which the upper concave body and the lower convex body do not slide relative to each other.

Fig. 7 is a schematic structural diagram of a possible situation when the upper concave body and the lower concave body slide relatively in the balancing device of the transport vehicle provided by the embodiment of the application.

Fig. 8 is a schematic view of a possible structure of a transport vehicle including a plurality of balancing devices when the transport vehicle is used for transporting beams.

Fig. 9 is a schematic view of one possible situation when two girder carriers are simultaneously carrying girders.

Reference numerals: 01. an upper concave body; 02. a lower convex body; 03. a frame; 04. a drag chain mechanism; 05. a groove; 06. a boss portion; 07. a second bolt; 08. a first pin hole; 09. a third bolt; 10. a support point; 11. a first through hole; 12. a first bolt; 13. an oil sump; 14. a second through hole; 15. a first box girder; 16. a first balancing device; 17. a second balancing device; 18. a second box girder; 19. a first girder transporting vehicle; 20. a second girder transporting vehicle; A. a first pitch; B. a second pitch; C. and a third pitch.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

The terms "comprising" and "having," and any variations thereof, in the description and claims of this application and the description of the drawings are intended to cover, but not to exclude, other elements. The word "a" or "an" does not exclude a plurality.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase "an embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

The term "and/or" herein is merely an association describing an associated object, meaning that three relationships may exist, e.g., a and/or B, may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.

The following description will be given with the directional terms as they are shown in the drawings, and not intended to limit the specific structure of a balancing device of a vehicle according to the present application. For example, in the description of the present application, the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in an orientation or positional relationship indicated based on the orientation or positional relationship shown in the drawings for the convenience of description and simplicity of description only, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be considered as limiting the present application.

Further, expressions of directions of indication such as the X direction, the Y direction, and the Z direction for explaining the operation and configuration of each member of the balancing device of a transporting carriage of the present embodiment are not absolute but relative, and although these indications are appropriate when each member of the balancing device of a transporting carriage is in the position shown in the drawings, when the positions are changed, the directions should be interpreted differently to correspond to the change.

Furthermore, the terms "first," "second," and the like in the description and claims of the present application or in the above-described drawings are used for distinguishing between different objects and not necessarily for describing a particular sequential order, and may explicitly or implicitly include one or more of the features.

In the description of the present application, unless otherwise specified, "plurality" means two or more (including two), and similarly, "plural groups" means two or more (including two).

In the description of the present application, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., "connected" or "connected" of a mechanical structure may refer to a physical connection, e.g., a physical connection may be a fixed connection, e.g., a fixed connection by a fastener, such as a screw, bolt, or other fastener; the physical connection can also be a detachable connection, such as a mutual clamping or clamping connection; the physical connection may also be an integral connection, for example, a connection made by welding, gluing or integrally forming the connection. "connected" or "connected" of circuit structures may mean not only physically connected but also electrically connected or signal-connected, for example, directly connected, i.e., physically connected, or indirectly connected through at least one intervening component, as long as the circuits are in communication, or communication between the interiors of two components; signal connection in addition to signal connection through circuitry, may also refer to signal connection through a media medium, such as radio waves. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

The embodiment of the application provides a balancing device of a transport vehicle, and fig. 1 is a schematic structural diagram of the balancing device of the transport vehicle provided by the embodiment of the application. As shown in fig. 1, the balancing apparatus includes: an upper concave body 01 and a lower convex body 02. Fig. 2 is a schematic structural diagram of an upper concave body of a balancing device of a transport vehicle according to an embodiment of the present application. Fig. 3 is a schematic structural diagram of a lower convex body of a balancing device of a transport vehicle according to an embodiment of the present application. Fig. 4 is a schematic structural diagram of a balancing device of a transport vehicle, which is provided in an embodiment of the present application and is mounted on the transport vehicle.

As shown in fig. 1, 2, 3, and 4, the upper well 01 is connected to the vehicle frame 03, the lower well 02 is connected to the drag chain mechanism 04, and the lower well 02 supports the upper well 01. The upper concave body 01 has a groove 05, and the lower convex body 02 has a convex part 06, and the convex part 06 is accommodated in the groove 05. The surface of the groove 05 is in contact with the surface of the convex part 06, the surface of the groove 05 is a concave spherical surface, the surface of the convex part 06 is a convex spherical surface, and the surface radian of the concave spherical surface is matched with the surface radian of the convex spherical surface, for example, the surface radian of the concave spherical surface is consistent with the surface radian of the convex spherical surface.

The upper concave body 01 and the lower convex body 02 can be made of rigid materials, for example, the upper concave body 01 and the lower convex body 02 can be made of plastics, steel or wood.

In the embodiment of the present application, the upper concave body 01 and the frame 03 can be fixedly connected through the second bolt 07, and the upper concave body 01 and the frame 03 can also be fixedly connected through welding. The number of the second bolts 07 may be multiple, and fig. 5 is a bottom view of the upper concave body of the balancing device provided in the embodiment of the present application. For example, as shown in fig. 4 and 5, the number of the second bolts 07 may be 4. The upper concave body 01 is provided with four first pin holes 08, the frame 03 is provided with four second pin holes, each second bolt 07 penetrates through one first pin hole 08 and one second pin hole, and 4 second bolts 07 are uniformly distributed on the upper concave body 01. The plurality of second bolts 07 can reinforce the connection between the upper concave body 01 and the vehicle frame 03.

Similarly, the lower convex body 02 and the drag chain mechanism 04 can be fixedly connected through a third bolt 09, and the lower convex body 02 and the drag chain mechanism 04 can also be fixedly connected through welding. The third bolt 09 may be plural. The connection mode between the lower convex body 02 and the drag chain mechanism 04 can refer to the connection mode between the upper concave body 01 and the vehicle frame 03, and the description is omitted here.

In the embodiment of the present application, the surface curvature of the concave spherical surface matches (e.g., is identical to) the surface curvature of the convex spherical surface, so that the protrusion 06 can be completely accommodated in the groove 05, and when the vehicle frame 03 has no deformation, the lower convex body 02 can support the upper concave body 01 to maintain a stable state because the protrusion 06 can be completely accommodated in the groove 05. When the vehicle frame 03 generates deformation, the stress on the upper concave body 01 is not balanced any more, the upper concave body 01 starts to slide along the convex spherical surface under the combined action of the component force applied by the vehicle frame 03 in the direction parallel to the traveling direction of the transport vehicle and the self gravity, the thrust on the lower convex body 02 is generated, and finally the upper concave body 01 and the lower convex body 02 slide relatively until the lower convex body 02 can continue to stably support the upper concave body 01, and the sliding stops. Since the upper concave body 01 is connected with the vehicle frame 03 and the lower convex body 02 is connected with the drag chain mechanism 04, the vehicle frame 03 and the drag chain mechanism 04 do not directly contact with each other. The influence that frame 03 deformation volume produced can offset through the relative slip of last concave body 01 and lower convex body 02 completely, can not influence tow chain mechanism 04, and tow chain mechanism 04 receives the pressure that comes from the top and follows the direction of gravity downwards all the time, so the balancing unit of a transport vechicle that this application provided can prevent that tow chain mechanism 04 from because of the damage that frame 03 deformation extrusion caused.

It should be noted that, since the surface curvature of the concave spherical surface and the surface curvature of the convex spherical surface match (e.g., coincide), the upper concave body 01 and the lower convex body 02 can slide along the same curvature when sliding relative to each other, and therefore, even in the relative sliding process, the upper concave body 01 and the lower convex body 02 can always be closely attached to each other and are not easily separated from each other, and the lower concave body 01 can always be supported by the lower convex body 02. In addition, the situation of sliding clamping stagnation caused by the fact that the two parts cannot be tightly attached in the sliding process is avoided.

In the embodiment of the application, the most convex part of the convex spherical surface is contacted with the most concave part of the concave spherical surface, and the contact point is the supporting point 10, when the acting force applied to the upper concave body 01 is unevenly distributed on two sides of the supporting point 10, the upper concave body 01 and the lower concave body 02 slide relatively.

Fig. 6 is a schematic structural diagram of a balancing device of a transport vehicle according to an embodiment of the present disclosure, in which the upper concave body and the lower convex body do not slide relative to each other. Fig. 7 is a schematic structural diagram of a possible situation when the upper concave body and the lower concave body slide relatively in the balancing device of the transport vehicle provided by the embodiment of the application.

Note that, as shown in fig. 6, the support point 10 is the contact point that is the highest in the gravity direction when the upper concave body 01 and the lower convex body 02 are held in a stable state. When the acting force applied to the upper concave body 01 is not uniformly distributed on the two sides of the supporting point 10, the force applied to the upper concave body 01 is not balanced any more, and the lower concave body 02 cannot continue to stably support the upper concave body 01, as shown in fig. 7, the upper concave body 01 and the lower concave body 02 slide relatively.

It should be noted that, the number of the supporting points 10 is plural, the plural supporting points 10 are on the same supporting line, and when the upper concave body 01 receives the force from the vehicle frame 03 and is distributed on the supporting line or is uniformly distributed on both sides of the supporting point 10, the upper concave body 01 does not receive the component force from the vehicle frame 03 in the direction parallel to the traveling direction of the transportation vehicle, the lower convex body 02 can continue to stably support the upper concave body 01, and the upper concave body 01 and the lower convex body 02 do not slide relative to each other.

In some embodiments of the present application, as shown in fig. 5, a balancing apparatus of a transporter further includes: a first through hole 11 and a first notch. The first through hole 11 is positioned on the upper concave body 01, the first notch is positioned on the convex spherical surface, and the first through hole 11 is opposite to the first notch. The first bolt 12 passes through the first through hole 11 and the first notch to connect the upper concave body 01 and the lower convex body 02.

It should be noted that the first bolt 12 can fix the upper concave body 01 and the lower convex body 02, and prevent the upper concave body 01 and the lower convex body 02 from being separated from the lower convex body 02 and the drag chain mechanism 04 in the gravity direction due to relative sliding or being separated from the lower convex body 02 and the drag chain mechanism 04 in the direction parallel to the traveling direction of the transporter during sliding.

The first bolt 12, the first through hole 11, and the first notch may be plural, and one first bolt 12 passes through one first through hole 11 and one first notch. When the first bolt 12, the first through hole 11, and the first notch are plural, the coupling function between the upper concave body 01 and the lower concave body 02 can be enhanced.

In some embodiments, as shown in fig. 4 and 5, the frame 03 is provided with a third through hole, and the first bolt 12 passes through the third through hole, the first through hole 11 and the first notch to connect the upper concave body 01 and the lower convex body 02, so that the separation of the upper concave body 01 and the lower convex body 02 during the relative sliding process can be avoided.

In the embodiment of the present application, the first through holes 11 have the longest aperture in the direction parallel to the traveling direction of the transportation vehicle, the longest aperture is the first distance a, the first through holes 11 have the shortest aperture in the direction perpendicular to the traveling direction of the transportation vehicle, and the shortest aperture is the second distance B.

The upper concave body 01 and the lower convex body 02 relatively slide in the direction of the longest aperture in the first through hole 11, and the maximum distance of the relative sliding is the third distance C.

As shown in fig. 5, when the first through hole 11 is plural, the plural first through holes 11 are arranged in parallel, and the hole axis of each first through hole 11 is perpendicular to the support line. Therefore, the first distance a and the third distance C are both evenly divided into two sections by the support line in the direction parallel to the traveling direction of the transport vehicle, and further, the maximum distance that the upper concave body 01 can slide left and right relative to the lower convex body 02 is the same, so that the upper concave body 01 and the lower convex body 02 are more easily kept stable and do not incline after sliding relatively. Meanwhile, the balancing device provided by the embodiment of the application can counteract the situation that the left side of the supporting point 10 is stressed more or the right side of the supporting point 10 is stressed more due to the maximum deformation of the frame 03 to the same extent. In addition, in the elastic deformation range of the frame 03, when the load of the transport vehicle is reduced or the transport vehicle enters a flat ground again, the upper concave body 01 and the lower concave body 02 can slide relatively again more conveniently, and automatically return to the state before relative sliding is generated. The device is prepared for offsetting the relative sliding of the upper concave body 01 and the lower concave body 02 caused by the deformation of the frame 03 due to the overweight load bearing or the overlarge gradient at the next time.

Note that the third pitch C is smaller than the first pitch a. Since the first bolt 12 has a certain radius, the maximum distance at which the upper and lower concave bodies 01 and 02 relatively slide is the third distance C instead of the first distance a.

In the embodiment of the present application, the second distance B is equal to or greater than the outer diameter of the first bolt 12.

It should be noted that, if the second distance B is smaller than the outer diameter of the first bolt 12, the first bolt 12 cannot pass through the first through hole 11, and the upper concave body 01 and the lower convex body 02 cannot be fixed. Since the upper concave body 01 and the lower convex body 02 relatively slide in the direction of the longest aperture in the first through hole 11, the second distance B should be slightly larger than the outer diameter of the first bolt 12 to prevent the upper concave body 01 and the lower convex body 02 from being stuck when relatively sliding because the second distance B is too small. Meanwhile, the second distance B is also prevented from being too large, and the upper concave body 01 and the lower convex body 02 can rock along the direction of the shortest aperture when sliding relatively along the direction of the longest aperture in the first through hole 11, so that the sliding can deviate from the direction of the longest aperture, resulting in poor stability of the whole balancing device.

In some embodiments, as shown in fig. 5, the present application provides a balancing device for a transportation vehicle, further comprising an oil groove 13, wherein the oil groove 13 is located on the concave spherical surface, and the notch of the oil groove 13 faces the convex spherical surface.

It should be noted that the oil groove 13 includes a plurality of horizontal grooves and a plurality of vertical grooves which are communicated with each other. The oil sump 13 is used to store oil bodies, such as hydraulic oil, gear oil, multipurpose industrial lubricating oil, turbine oil, and compressor oil. Before the carrier vehicle bears the load, the oil body is pre-added in advance, so that the upper concave body 01 and the lower concave body 02 can be ensured to slide stably and smoothly relatively.

In the embodiment of the present application, the balancing apparatus further includes a second through hole 14, the second through hole 14 is located in the upper concave body 01, and the second through hole 14 is communicated with the oil groove 13, and is used for providing oil body to the oil groove 13.

Before the carrier vehicle bears the load, the oil body is poured into the second through hole 14 from the surface, close to the frame 03, of the upper concave body 01, the oil body flows through the second through hole 14 to reach the oil groove 13, and the transverse grooves and the vertical grooves are fully covered with the oil body.

For example, as shown in fig. 5, the oil groove 13 includes two horizontal grooves and one vertical groove, the second through hole 14 divides the vertical groove into two sections, and the two horizontal grooves are distributed on two sides of the second through hole 14, so that the oil body can be coated on the concave spherical surface after flowing out from the second through hole 14, and the relative sliding effect of the upper concave body 01 and the lower concave body 02 is better.

In some embodiments, the oil groove 13 may also be disposed on the convex spherical surface of the lower convex body 02, and includes a plurality of communicating transverse grooves and vertical grooves. The second through hole 14 is opposite to the vertical groove of the oil groove 13, the oil body flows through the second through hole 14 and flows to the vertical groove of the oil groove 13, and the oil body can be uniformly coated on the surface of the convex spherical surface due to the fact that the vertical groove is communicated with the horizontal groove, and the upper concave body 01 and the lower concave body 02 can slide relatively more smoothly.

The embodiment of the application also provides a transport vehicle which comprises the balancing device. For example, the transport vehicle is a girder transport vehicle.

In some embodiments, the transporter includes a plurality of balancing devices evenly distributed on both sides of a load-bearing portion of the transporter.

Fig. 8 is a schematic view of a possible structure of a transport vehicle including a plurality of balancing devices when the transport vehicle is used for transporting beams. As shown in fig. 8, the first box girder 15 is placed in the middle of the transporter, which includes a first balancing means 16, a second balancing means 17, a third balancing means and a fourth balancing means. Four balancing units evenly distributed at the two ends of the transport vehicle have the same structure.

First case roof beam 15 makes frame 03 produce deformation, and the right side atress that first box roof beam 15's gravity leads to the strong point 10 of first balancing unit 16 is bigger, and concave body 01 on the lower convex body 02 no longer can the stable support, consequently, goes up concave body 01 and slides right for concave body 02 down to this offsets the influence that frame 03 produced deformation, guarantees that tow chain mechanism 04 does not receive the damage. Similarly, the frame 03 is deformed by the first box girder 15, the left side of the supporting point 10 of the second balancing device 17 is more stressed by the gravity of the first box girder 15, and the lower convex body 02 can no longer stably support the upper concave body 01, so that the upper concave body 01 slides leftwards relative to the lower convex body 02, thereby offsetting the influence of the deformation of the frame 03 and ensuring that the drag chain mechanism 04 is not damaged. The third balancing means is opposite to the first balancing means 16, and the operating state of the third balancing means can be referred to the first balancing means 16. The fourth balancing means is opposite to the second balancing means 17, and the operating state of the fourth balancing means can refer to the second balancing means 17. And will not be described in detail herein.

In some embodiments, when two girder transporting vehicles transport the girder at the same time, the balance device provided by the present application may also play a role in offsetting the influence of deformation generated by the frame 03, and the following describes the working state of the balance device when two girder transporting vehicles transport the girder at the same time.

Fig. 9 is a schematic view of one possible situation when two girder carriers are simultaneously carrying girders. As shown in fig. 9, two ends of the second box girder 18 are respectively placed in the middle of the first girder transporting vehicle 19 and the second girder transporting vehicle 20, each girder transporting vehicle comprises four balancing devices, and the two girder transporting vehicles are in an uphill state.

At this time, the second box girder 18 may be similar to the first box girder 15, the four balance devices of the second girder carriage 20 may be similar to the second balance device 17 and the fourth balance device, and the four balance devices of the first girder carriage 19 may be similar to the first balance device 16 and the third balance device. Eight balancing devices of the first beam transporting vehicle 19 and the second beam transporting vehicle 20 are uniformly distributed at two ends of the second box girder 18.

In the illustrated state, the first girder transporting vehicle 19 and the second girder transporting vehicle 20 are divided into an upper concave body 01 and an upper convex body 02 and a lower convex body 02. The lower convex body 02 and the following parts are subjected to a vertically downward gravitational force and thus have a component to the left parallel to the direction of the gradient. The concave-upper body 01 and the parts above can be kept almost stably because the second box girder 18 can reach several hundred tons or even thousands tons, so that the convex-lower body 02 and the parts below slide leftward with respect to the concave-upper body 01 and the parts above as shown in fig. 9. After the lower convex body 02 slides leftwards relative to the upper concave body 01, the second box girder 18 and the upper concave body 01 and the parts above slide rightwards relative to the lower convex body 02 and the parts below, and the second box girder 18 inclines to one side of an upslope, so that the influence of the gradient on the transport vehicle is counteracted, the transport vehicle can be guaranteed to stably and safely carry the second box girder 18 on the gradient, and the influence of the deformation of the vehicle frame 03 on the drag chain mechanism 04 is finally counteracted. Because the deformation amount generated by the frame 03 is within the deflection range, when the transport vehicle leaves the slope region, the upper concave body 01 and the lower convex body 02 in the balancing device automatically slide relative to each other again and return to the state before entering the slope region. When the second box girder 18 is removed from the flat area, the upper concave body 01 and the lower convex body 02 automatically slide relative to each other, and a stable equilibrium state is achieved.

In summary, when the box girder is pressed at the center of the frame of the transporter or the on-board girder of the transporter is located in the gradient area, the frame will generate a certain deformation amount, at this time, the upper concave body 01 and the lower convex body 02 of the above-described balancing device of the transporter will slide relatively, what is actually displaced is the upper concave body 01 and the lower convex body 02, and the whole body does not tilt. The stress is always vertical to the surface of the drag chain mechanism, and the influence of the frame deformation on the drag chain mechanism is counteracted. And the balancing unit self-adaptation ability of this application provides is strong, no longer needs manual control and regulation in the course of the work, goes up concave body 01 and the smooth and easy relative slip of convex body 02 down.

Those of skill in the art will understand that while some embodiments herein include certain features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the application and form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.

The above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims (10)

1. A balancing device for a transport vehicle, characterized in that it comprises: an upper concave body and a lower convex body, wherein,

the upper concave body is connected with the frame, the lower convex body is connected with the drag chain mechanism, and the lower convex body supports the upper concave body;

the upper concave body is provided with a groove, the lower convex body is provided with a convex part, and the convex part is accommodated in the groove;

the surface of the groove is in contact with the surface of the protruding portion, the surface of the groove is a concave spherical surface, the surface of the protruding portion is a convex spherical surface, and the surface radian of the concave spherical surface is matched with that of the convex spherical surface.

2. The balance device of claim 1, wherein the convex spherical surface is at its convex most part in contact with the concave spherical surface at its concave most part, and the contact point is a support point, and when the force applied to the upper concave body is unevenly distributed on both sides of the support point, the upper concave body and the lower concave body slide relatively.

3. The balancing apparatus of claim 2, further comprising: a first through hole and a first notch;

the first through hole is positioned on the upper concave body, the first notch is positioned on the convex spherical surface, and the first through hole and the first notch are opposite in position;

the first bolt passes through the first through hole and the first notch to connect the upper concave body and the lower concave body.

4. The balancing apparatus according to claim 3, wherein the first through holes have a longest aperture diameter in a direction parallel to a traveling direction of the carrier vehicle, the longest aperture diameter being a first pitch, and the first through holes have a shortest aperture diameter in a direction perpendicular to the traveling direction of the carrier vehicle, the shortest aperture diameter being a second pitch.

5. The balance device of claim 4, wherein the upper concave body and the lower convex body slide relative to each other in the direction of the longest aperture within the first through hole, and the maximum distance of relative sliding is a third distance.

6. The balance device of claim 4, wherein the second spacing is equal to or greater than an outer diameter of the first bolt.

7. The balance device of claim 1, further comprising an oil groove located on the concave spherical surface, the oil groove having a notch facing the convex spherical surface.

8. The balance device of claim 7, further comprising a second through hole located in the upper concave body, the second through hole communicating with the oil sump for providing an oil body to the oil sump.

9. Transport carriage, characterized in that it comprises a balancing device according to any one of claims 1-8.

10. The transporter according to claim 9, comprising a plurality of the balancing devices evenly distributed on both sides of a load bearing portion of the transporter.

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