WO2021128168A1 - 轮胎式运梁车 - Google Patents

轮胎式运梁车 Download PDF

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Publication number
WO2021128168A1
WO2021128168A1 PCT/CN2019/128729 CN2019128729W WO2021128168A1 WO 2021128168 A1 WO2021128168 A1 WO 2021128168A1 CN 2019128729 W CN2019128729 W CN 2019128729W WO 2021128168 A1 WO2021128168 A1 WO 2021128168A1
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WO
WIPO (PCT)
Prior art keywords
sensor
wheel set
tire
vehicle body
beam transport
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PCT/CN2019/128729
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English (en)
French (fr)
Inventor
沈超
李珍西
胡旭东
孙凯
唐娅玲
马泰
张晓东
Original Assignee
中铁工程机械研究设计院有限公司
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Priority to PCT/CN2019/128729 priority Critical patent/WO2021128168A1/zh
Publication of WO2021128168A1 publication Critical patent/WO2021128168A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/40—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying long loads, e.g. with separate wheeled load supporting elements

Definitions

  • the invention relates to the technical field of railway construction machinery and equipment, in particular to a tire-type beam transport vehicle.
  • high-position beam transport vehicles usually use large-size tires to reduce the number of load-bearing axles while meeting the beam transport conditions, but the high beam transport height makes it difficult to transport box girder through the tunnel.
  • Low-position girder trucks usually use multi-axis twin tires juxtaposed with small tires.
  • the beam transport vehicle used in mountainous plateau areas requires the beam transport vehicle to have a lower operating height and shorter length to ensure passability.
  • the existing beam transport vehicle through the tunnel requires a shorter operating height and shorter length.
  • U-shaped structure limited by the installation space, the preferred installation position of the beam transport wheel set is the space on both sides of the U-shaped car body. There are a total of 31 axes, 62 walking wheel sets, and a total of 248 tires on the car body. The size is the same, resulting in a longer body of the existing beam transport vehicle.
  • the position under the car body is not fully utilized; however, the operating height of the beam transport vehicle designed in this way is still high, and it is still difficult to pass through tunnels with a small cross-sectional radius; secondly, the span of high-speed railway box girder increases, and the weight of the box girder increases.
  • the existing technology uses lengthening the beam transport vehicle to increase the number of wheel axis (implied meaning: the size of the wheel set suspension tires is the same), the beam transport vehicle lengthens, the weight is increased, the beam transport vehicle site requires a large turnaround site, and the beam transport vehicle is in place. Lines such as box girder and tunnel have poor running and passing performance.
  • the distance between the girder transport vehicle and the bridge erecting machine to feed the girder is increased, which affects the efficiency of the box girder erection facility.
  • the design of the hydraulic oil circuit and the reduction of power loss should be considered as much as possible.
  • Centrally arranging hydraulic oil pipes is mainly to centrally arrange the driving wheels and close to the power source.
  • the tires in all types of wheel sets have the same size, so the wheel set suspension cylinders are the same, but the load capacity of different wheel sets is different.
  • a motor reducer is installed in the driving wheel set, and the beam carrier is in severe conditions when the impact system is too large.
  • the reducer will leak oil. Once the reducer leaks in the driving wheel set, the whole wheel group will lose the carrying capacity and lose the transportation capacity. This will lead to the probability that the next driving wheel will lose the transportation capacity. If two or more active wheel sets lose their transportation capacity, considering the impact of the beam-carrying load on the surrounding wheel sets and car bodies, it is necessary to immediately stop heavy-load transportation and carry out maintenance operations, which affects construction efficiency.
  • the technical problem to be solved by the present invention is to provide a tire-type beam carrier that can shorten the length of the vehicle body and improve the passability of the vehicle body in view of the above-mentioned shortcomings of the prior art.
  • a tire-type beam transport vehicle including a vehicle body and a running wheel set
  • the running wheel set includes a driving wheel set, a brake wheel set, and a driven wheel set
  • the driving wheel The group and the brake wheel group are arranged on both sides of the lower part of the vehicle body
  • the driven wheel group is arranged in the middle position of the lower part of the vehicle body.
  • the tire outer diameter of the driving wheel set and the brake wheel set is larger than the tire outer diameter of the driven wheel set.
  • the brake wheel sets and the driving wheel sets located on both sides of the vehicle body are alternately arranged from front to back.
  • the running wheel group of the beam transport vehicle is divided into three groups, the running wheel group located in the rear part of the car body is set as the first group of running wheel group, and the running wheel group located in the right symmetrical part of the front of the car body is set as the first group
  • Two sets of running wheels the running wheel set located in the symmetrical part of the front left of the car body is set as the third running wheel set
  • the equalizing cylinders of each set of running wheels are connected in parallel
  • the running wheel set on the same axis on the car body The equalizing cylinders are connected in parallel.
  • the traveling wheel set includes a steering arm, a bending arm connected to the steering arm through a first rotating shaft, a swing arm connected to the bending arm through a second rotating shaft, and a balancing oil cylinder.
  • One end of the balancing oil cylinder is connected to The first rotating shaft is connected with the swing arm at the other end.
  • Tires are symmetrically arranged on both sides of the swing arm.
  • the cylinder diameter of the balance cylinder of the driving wheel set is smaller than the cylinder diameter of the balance cylinder of the brake wheel set.
  • a sensor device is also provided on the vehicle body, and the sensor device is installed at the second rotating shaft for detecting the height of the vehicle body relative to the ground.
  • the angle sensor device includes a sensor turret, a sensor coupling plate, a sensor fork, and an angle sensor.
  • a cavity is provided at the end of the second rotating shaft, and an angle sensor is provided in the cavity.
  • the angle sensor is fixed on the second rotating shaft through the sensor connecting plate, the end of the angle sensor shaft is connected with a sensor turret, and the other end of the sensor turret is connected with the sensor fork installed on the swing arm.
  • the sensor turret is provided with a through hole matching the angle sensor shaft, and a notch is provided at one end of the sensor turret, and the notch extends from the end of the sensor turret to the wear
  • the outside of the notch is radially fastened by fasteners; an anti-rotation plane is provided on the angle sensor shaft, and a radial limiter is provided on the sensor turret to abut the anti-rotation plane ,
  • the other end of the sensor turret is set as a U-shaped plate with an opening.
  • the vehicle body includes an outer support beam, at least one inner longitudinal beam and a plurality of transverse beams, the inner longitudinal beam is located between the lower ends of the two outer support beams, the outer support beam and the inner longitudinal beam A plurality of cross beams are connected at the upper interval, a U-shaped structure for placing box beams is formed between the two outer support beams, and the brake wheel group and the driving wheel group are arranged under the two outer support beams, which are located in the middle part of the car body. Driven wheel sets are provided on both sides of the inner longitudinal beam.
  • the rear end of the car body is also provided with a support device for supporting the arm of the bridge girder.
  • the support device includes a support cylinder arranged on the car body, a column symmetrically arranged on the car body, and a support
  • the oil cylinders are connected and pass through a support frame that can slide up and down relative to the upright column, and a limit device is provided on the upright column to realize the fixing of the support frame relative to the upright column.
  • the present invention makes full use of the space on both sides and below the car body through the arrangement of the walking wheel sets, improves the space utilization rate, shortens the length of the car body, has a more compact structure, and improves the passing of the beam carrier;
  • the beam transport vehicle body is a U-shaped structure composed of three longitudinal beams and several cross beams, which reduces the overall height of the vehicle body and achieves the purpose of safely and quickly passing through the tunnel; at the same time, the longitudinal beams of the vehicle body are more than the existing beam transport vehicles One, the rigidity of the car body is strengthened;
  • the three-point support method is adopted to divide the traveling wheels into three groups, and the equalizing oil cylinders of each group of traveling wheel groups are connected in parallel to ensure that the oil pressure in each cylinder is the same, and the box girder is not damaged by twisting;
  • the suspension of the driving wheel group adopts a small-bore cylinder, and the suspension of the brake wheel group adopts a large-bore cylinder, so that the smoothness of the beam transport vehicle is guaranteed, the service life of the reducer of the driving wheel group is prolonged, and the failure rate is reduced;
  • the wheel set also has a load-bearing capacity, which can realize the continuous work of the beam transport vehicle, which further improves the reliability of the beam transport vehicle;
  • the specific design of the sensor turret structure not only facilitates installation, but also ensures the close connection between the angle sensor, the sensor turret and the sensor fork, with compact structure and high reliability, which further improves the measurement accuracy;
  • the support device By setting the support device, it is used to support the arm of the bridge erecting machine as the main support of the bridge frame beam, which can adjust the height of the tail of the bridge erection machine, adapt to the ramp beam erection, and simplify the beam erecting process and corresponding
  • the support structure design of the bridge erecting machine also reduces the problem of large slope beam erection caused by excessive disturbance of the rear suspension feed beam of the bridge erecting machine.
  • Fig. 1 is a front view of a beam transport vehicle provided by an embodiment of the present invention.
  • Figure 2 is a top view of a beam transport vehicle provided by an embodiment of the present invention.
  • Fig. 3 is a cross-sectional view taken along the line A-A in Fig. 2.
  • Fig. 4 is a schematic diagram of grouping beam-transporting wheel sets provided by an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of the hydraulic oil circuit connection of the wheel set after the beam wheel set is assembled according to the embodiment of the present invention.
  • Fig. 6 is a schematic structural diagram of a driving wheel set provided by an embodiment of the present invention.
  • Fig. 7 is a cross-sectional view taken along the line C-C in Fig. 6.
  • Fig. 8 is an exploded schematic diagram of the installation of the angle sensor device in the present invention.
  • Fig. 9 is a schematic structural diagram of an angle sensor revolving frame provided in an embodiment of the present invention.
  • FIG. 10 is a schematic diagram of the installation state of the angle sensor turret provided in the embodiment of the present invention.
  • 11 and 12 are schematic diagrams of calculating the height of the vehicle body through the angle sensor device in the present invention.
  • Fig. 13 is a cross-sectional view taken along the line B-B in Fig. 2.
  • FIG. 14 is a schematic diagram of the state when the supporting device provided by the embodiment of the present invention is extended for supporting work.
  • this embodiment provides a tire-type beam transport vehicle, including a car body 1, and a plurality of running wheel sets are arranged at intervals from front to back under the car body 1, wherein the running wheel sets include The big tire running wheel set and the small tire running wheel set, the big tire running wheel set is installed on both sides of the car body, the small tire running wheel set is arranged in the middle position of the car body, the big tire running wheel set and the small tire running wheel set in the same lateral direction are arranged in the middle of the car body.
  • the axles of the tire running wheels are the same, a total of 20 axes, 20 large tire running wheels are arranged on both sides of the car body, a total of 40 big tire running wheels (that is, the two sides of the car body are arranged separately), 160 Big tires.
  • On both sides of the middle longitudinal beam of the car body are symmetrically arranged 20 small tire running wheel sets, a total of 40 small tire running wheel sets and 80 small tires.
  • the beam transport vehicle of the present invention has a shorter body length, a more compact structure and better passability.
  • the main difference between the large tire running wheel set and the small tire running wheel set lies in the different sizes and numbers of tires.
  • the tire outer diameter of the former is greater than the outer diameter of the latter.
  • the large tire running wheel group is the driving wheel group 5, the brake wheel group 3, the small tire running wheel group is the driven wheel group 2, and the driving wheel group 5 and the brake wheel group 3 are installed under the car body.
  • the driven wheel sets 2 are installed on both sides of the middle position under the vehicle body.
  • the vehicle body may be a flatbed vehicle type or a vehicle body of other structural shapes.
  • the cross section of the vehicle body is a U-shaped vehicle body as an example for description.
  • the vehicle body includes two outer support beams (101, 103), an inner longitudinal beam 102, and a plurality of cross beams 104.
  • the inner longitudinal beam 102 is located between the two outer support beams (101, 103).
  • the outer support beams (101, 103) and the inner longitudinal beam 102 are connected with a plurality of transverse beams 104 at intervals.
  • a U-shaped structure for placing box beams is formed between the two outer support beams (101, 103).
  • a brake wheel set 3 and a driving wheel set 5 are arranged below the support beam, and a driven wheel set 2 is symmetrically arranged on both sides below the inner side longitudinal beam.
  • the beam transport vehicle body is a U-shaped structure composed of three longitudinal beams and several cross beams, which reduces the overall height of the vehicle body and achieves the purpose of safely and quickly passing through the tunnel; at the same time, the longitudinal beam of the vehicle body is one more than the existing beam transport vehicle , The rigidity of the car body has been strengthened.
  • the large and small tire wheel sets make full use of the space on both sides and below the U-shaped car body, improve space utilization, shorten the length of the car body, and improve the passing of the beam carrier.
  • the beam transport vehicle adopts three-point support.
  • the principle of three-point support is that three points determine a plane, that is, the walking wheel group is divided into 3 groups, and each group forms one.
  • the force supporting point can prevent deformation and damage due to the excessive length of the box girder and torsion during transportation.
  • the layout of the traveling wheel set is shown in Fig. 4, that is, the beam-carrying wheel set is grouped into 3 groups.
  • the running wheel set under the car body into three areas, namely the rear part of the car body G, the front left symmetrical part E and the front right symmetrical part F of the car body, the front left symmetrical part E and the car body
  • the front right symmetrical part F is symmetrically arranged with respect to the center line of the vehicle body.
  • the running wheel group located in the rear part of the car body G is set as the first group of running wheels
  • the running wheel group located in the front right symmetrical part F of the car body is set as the second group of running wheels, which is located in the left symmetrical part E of the front of the car body.
  • the running wheel set is set as the third running wheel set.
  • the total oil circuit of the three running wheel sets is shown in Figure 5, and they are all arranged in parallel.
  • the equalizing oil cylinders of each running wheel set are connected in parallel and placed on the car body.
  • the equalizing cylinders of the traveling wheel set on the same axis are connected in parallel, the rodless cavity oil paths of all cylinders are connected, and the rod cavity oil paths of all cylinders are connected to ensure that the oil pressure in each cylinder is the same, which can ensure the carriage of the car body
  • the stable performance ensures that the box girder is not damaged by torsion.
  • the longitudinal centerline of the vehicle body can be used as the interface.
  • the front 12 rows of wheels on the right are a set of walking wheels, and the front 12 rows of wheels on the left
  • the group is a group of walking wheels, and the last 8 rows are divided into a group of walking wheels as an example for illustration. Specifically, as shown in FIG.
  • the brake equalization cylinder 1501 and the driven equalization cylinder 1502 located in the E area on the first axis 1401 of the front end of the vehicle body, and the active equalizer located in the E area on the second axis 1402
  • the cylinder 1505 and the driven balancing cylinder 1506 are connected in parallel, and are also connected with the brake balancing cylinder 1503 and the driven balancing cylinder 1504 located in the F zone on the first axis 1401, and the active equalization located in the F zone on the second axis 1402
  • the oil cylinder 1507 and the driven equalizing oil cylinder 1508 are connected in parallel to ensure that the oil pressure in each equalizing oil cylinder is the same.
  • FIG. 5 is only a schematic diagram of the oil circuit connection state of each equalization cylinder on the partial axis of the three regions as an example, and is not a schematic diagram of the oil circuit connection of all the traveling wheel sets on the vehicle body. According to the embodiment of FIG. 5, those of ordinary skill in the art can know that the equalizing cylinders of each traveling wheel set are connected in parallel, and the equalizing cylinders of the traveling wheel sets on the same axis on the vehicle body are connected in parallel.
  • each traveling wheel set is similar, including a steering arm 6, a bending arm 8 connected to the steering arm 6 through a first rotating shaft 7, and a swing arm 12 connected to the bending arm 8 through a second rotating shaft 10. And a balance cylinder 9, one end of the balance cylinder 9 is connected to the first rotating shaft 7, and the other end is connected to the swing arm 12, and tires 13 are symmetrically provided on both sides of the swing arm 12.
  • the driving wheel set and the brake wheel The tire outer diameter of the group is greater than the tire outer diameter of the driven wheel group. Because the load capacity of the driving wheel group and the driven wheel group and the brake wheel group in the beam carrier are different, the balance cylinder diameter of the driving wheel group 5 is set to be smaller than that of the brake wheel.
  • the pressure is the same, because the bore of the equalizing cylinder is different, the carrying capacity is different.
  • the larger the bore of the equalizing cylinder the stronger the carrying capacity. In this way, the load-bearing capacity of the brake wheel set with the large-bore equalization cylinder can be fully utilized, and the reducer in the drive wheel set with the small-cylinder balanced cylinder can be protected, its service life is prolonged, and the failure rate is reduced.
  • the brake wheel sets 3 and the driving wheel sets 5 located on both sides of the vehicle body are alternately arranged at intervals from front to back.
  • the driving wheel set 5 and the brake wheel set 3 are jointly carried.
  • the oil circuits of the driving wheel set 5 on different axes do not affect each other. Even if the oil circuit of a driving wheel set 5 fails, the driven wheel set 2 and the brake wheel set 3 still have the load-bearing capacity, which can ensure that the beam carrier continues to work , Further improve the reliability of its work.
  • this embodiment also designs a sensor device 11 and a height limit alarm on the vehicle body to address the above-mentioned problems.
  • the sensor device is installed at the second rotating shaft 10 to detect the height of the vehicle body relative to the ground, and automatically adjust the height of the vehicle body based on the detected data. When the height exceeds the set value, the height limit alarm is used to give an alarm.
  • the angle sensor is installed on the second rotating shaft 10 at the swing hinge point of the swing arm and the bending arm. When the equalizing cylinder 9 extends and contracts, the angle sensor rotates with the rotating pin shaft, and the angle sensor measures the bending arm. The angle between the arm and the swing arm, the height of the car body is obtained from the relationship formula of the side length of the triangle.
  • the sensor device includes a sensor cover 1103, a sensor turret 1104, a sensor coupling plate 1102, a sensor fork 1105, and an angle sensor 1101.
  • the installation structure is shown in Figures 6-8.
  • the angle sensor 1101 is fixed on the second rotating shaft 10 through a sensor connecting plate 1102, and is packaged by a sensor cover 1103, and is connected to the end of the angle sensor shaft
  • the sensor turret 1104, the other end of the sensor turret 1104 passes through the sensor cover 1103 and is connected to the sensor fork 1105 installed on the swing arm.
  • the equalizing cylinder 9 extends and contracts, the angle sensor 1101 rotates along with the rotating pin.
  • the angle sensor 1101 measures the angle between the bent arm and the swing arm, and the height of the car body is obtained from the triangle side length relationship formula.
  • the sensor turret is provided with a through hole 1104b matching the angle sensor shaft, and a notch 1104a is opened at one end of the sensor turret.
  • the notch 1104a is from the sensor turret.
  • the end head extends to the inside of the through hole, and the outside of the slot 1104a is radially fastened by a fastener 1108, where the fastener may be a set screw or a fastening bolt.
  • An anti-rotation plane 1107 is provided on the angle sensor shaft, and a radial limiter 1106 is provided on the sensor turret to abut the anti-rotation plane 1107 to prevent relative rotation of the sensor turret in the circumferential direction and ensure that the angle sensor and the sensor The accuracy of the relative rotation between the turrets, where the limiting member can be a fastening screw.
  • the other end of the sensor turret is set as a U-shaped plate 1104c with an opening.
  • connection mode of the sensor turret not only facilitates installation, but also ensures the close connection between the angle sensor, the sensor turret and the sensor fork, with compact structure and high reliability, which further improves the measurement accuracy.
  • the angle between the bent arm and the swing arm that is, the angle between AB and BC
  • the angle change value can be detected by the angle sensor, and the change value of the equalizing cylinder can be calculated by the above formula. , And then get the change value of the height of the car body.
  • the height of the car body is:
  • the height between the car body and the ground can be monitored in real time, thereby effectively adjusting the active wheel set, which can shorten the time for the beam transport vehicle to pass through the tunnel and improve the efficiency of the beam transport vehicle. Tunnel passability.
  • a support device 4 for supporting the arm of the bridge girder is also arranged at the rear end of the car body.
  • the support device includes a support cylinder 404 arranged on the car body and symmetrically arranged on the
  • the upright column 401 and the support frame 402 on the vehicle body are installed on the upright column 401 through the support frame 402.
  • the up and down movement of the support frame relative to the upright column 401 is realized through the support cylinder 404.
  • a limit device is provided on the upright column to realize the support frame relative to the upright column. fixed.
  • the limit device in this embodiment includes a multi-layer pin hole 405 set on the column, and the pin 403 realizes the fixation of the relative position of the support frame and the column.
  • Figure 14 shows the state when the support device is extended for supporting work. The device and the column are fixed by a pin.

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  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
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  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种轮胎式运梁车，包括车体（1）和走行轮组；其中行走轮组包括主动轮组（5）、制动轮组（3）以及从动轮组（2）；主动轮组（5）和制动轮组（3）安设在车体下方两侧，从动轮组（2）安设在车体下方的中间位置。该轮胎式运梁车通过轮组的布置充分利用了车体两侧和下方的空间，提高了空间利用率，缩短了车体长度，提高了运梁车的通过性。

Description

轮胎式运梁车 技术领域
本发明涉及铁路施工机械设备技术领域，尤其涉及一种轮胎式运梁车。
背景技术
目前运梁车主要有两大类：高位运梁车通常采用大规格轮胎可在满足运梁条件下减少承载轴数量，但运梁高度高，难以运输箱梁过隧道。低位运梁车通常采用多轴线双胎并置小轮胎方式，随着高铁建设规模的增大，面临的地形、地质、环境条件越来越复杂，箱梁的跨度和吨位也越来越大。另一方面，伴随着高速铁路建设向山岭高原地区发展，铁路施工的多样性展现出来，箱梁运输施工装备需要满足通过隧道，实现隧道内运梁功能。因此，应用在到山岭高原地区的运梁车，要求运梁车的作业高度更低，长度更短，这样才能保证通过性，而现有的过隧运梁车为了降低整车高度，车体采用U型结构，受安装空间限制，运梁车轮组首选的安装位置为U型车体两侧空间，在车体上设有共31个轴线，62个行走轮组，共248个轮胎，轮胎规格大小一致，导致现有的运梁车车体较长。而且车体下方的位置未得到充分利用；但是这样设计的运梁车作业高度依然较高，遇到断面半径较小的隧道依然难以通过；其次，高速铁路箱梁跨度增加，箱梁自重增加，现有技术采用运梁车加长，增加轮组轴线数量(隐含意思：轮组悬挂轮胎规格大小一致)，运梁车加长，自重加大，运梁车场地调头场地要求大，运梁车在箱梁、隧道等线路走行通过性差，同时增加运梁车配合架桥机喂梁的距离，影响箱梁架设施工效率。再次，运梁车在各类走行轮组(运梁车轮组包括主动轮组、从动轮组和制动轮组)的布置设计过程中，考虑到液压油路的设计及降低功率的损耗，尽量将液压油管集中布置，主要是是将主动轮组集中布置并靠近动力源。各类轮组中轮胎的规格大小一致，因此轮组悬挂油缸相同，但是不同轮组的承载能力不一样，主动轮组中安装马达减速机，运梁车在恶劣情况下，冲击系统过大时，承载过大致使减速机漏油，主动轮组一旦出现减速机漏油，该轮组整体就失去承载能力，丧失运输能力，这样导致紧挨的主动轮组都丧失运输能力的概率，一旦紧挨2个及以上的主动轮组丧失运输能力，考虑到运梁车承载对周围轮组和车体影响，就需要立即停止重载运输，进行维修作业，影响施工效率。
发明内容
本发明所要解决的技术问题在于针对上述现有技术存在的不足提供一种可以缩短车体长度，提高车体通过性的轮胎式运梁车。
本发明所采用的技术方案为：轮胎式运梁车，包括车体和走行轮组，所述行走轮组 包括主动轮组、制动轮组以及从动轮组，其特征在于：所述主动轮组和制动轮组安设在车体下方两侧，所述从动轮组安设在车体下方的中间位置。
按上述技术方案，主动轮组和制动轮组的轮胎外径大于从动轮组的轮胎外径。
按上述技术方案，位于车体两侧的制动轮组和主动轮组从前至后交替间隔布置。
按上述技术方案，运梁车的走行轮组分为三组，位于车体后部分区域的走行轮组设为第一组走行轮组，位于车体前右对称部分的走行轮组设为第二组走行轮组，位于车体前左对称部分的走行轮组设为第三组走行轮组，每一组走行轮组的均衡油缸并联连接，在车体上处于同一轴线上的行走轮组的均衡油缸并联连接。
按上述技术方案，所述走行轮组包括转向臂、与转向臂通过第一旋转轴相连的弯臂、与弯臂通过第二旋转轴连接的摆臂以及均衡油缸，所述均衡油缸的一端与第一旋转轴相连，另一端与摆臂相连，在摆臂的两侧对称设有轮胎，其中，主动轮组的均衡油缸的缸径小于制动轮组均衡油缸的缸径。
按上述技术方案，在车体上还设有传感器装置，所述传感器装置安设在第二旋转轴处，用于检测车体相对地面的高度。
按上述技术方案，所述角度传感器装置包括传感器转架、传感器联接板、传感器拨叉和角度传感器，在第二旋转轴的端头设有凹腔，在凹腔内设有角度传感器，所述角度传感器通过传感器连接板固定在第二旋转轴上，在角度传感器轴的端头连接传感器转架，所述传感器转架的另一端与安设在摆臂上的传感器拨叉相连。
按上述技术方案，在传感器转架上设有与角度传感器轴相配套的穿装孔，在传感器转架的一端头开设有槽口，所述槽口从传感器转架的端头延伸至穿装孔的内侧，所述槽口的外侧通过紧固件径向紧固；在所述角度传感器轴上设有防转平面，在传感器转架上设有径向限位件与防转平面相抵接，传感器转架的另一端头设置成具有开口的U型板。
按上述技术方案，所述车体包括外侧支撑梁、至少一根内侧纵梁以及若干根横梁，所述内侧纵梁位于两根外侧支撑梁的下端之间，所述外侧支撑梁和内侧纵梁上间隔连接有多根横梁，所述两根外侧支撑梁之间形成有放置箱梁的U型结构，两外侧支撑梁的下方设置有制动轮组和主动轮组，位于车体中间部位的内侧纵梁的两侧设有从动轮组。
按上述技术方案，在车体的后端还配置有用于支撑架桥机机臂的支撑装置，所述支撑装置包括在车体上设置的支撑油缸、对称设置在车体上的立柱，与支撑油缸相连并穿设在立柱上可以相对立柱上下滑移的支撑架，在立柱上设有限位装置，用于实现支撑架相对立柱固定。
本发明所取得的有益效果为：
1、本发明通过走行轮组的布置充分利用了车体两侧和下方的空间，提高了空间利用率，缩短了车体长度，结构更加紧凑，提高了运梁车的通过性；
2、运梁车车体为由三根纵梁和若干根横梁组成的U型结构，降低了车体整体高度，达到了安全快速通过隧道的目的；同时车体纵梁比现有运梁车多一根，车体刚度得到加强；
3、采用三点支撑方式将行走轮组分为三组，每一组走行轮组的均衡油缸并联连接，保证每个油缸中的油压相同，保证箱梁不受扭而损坏；
4、设置主动轮组悬挂采用小缸径油缸，制动轮组的悬挂采用大缸径油缸，使运梁车平稳性得到保障，延长了主动轮组的减速机使用寿命，降低了故障率；
5、将主动轮组和制动轮组从前至后交替间隔布置，使不同轴线上的主动轮组的油路互不影响，即使某个主动轮组油路出现故障，从动轮组和制动轮组还具有承载能力，可以实现运梁车继续工作，进一步提高了该运梁车的可靠性能；
6、通过传感器转架结构的具体设计，既便于安装，又保证了角度传感器、传感器转架和传感器拨叉之间的紧密连接，结构紧凑、可靠性高，进一步提高了测量精度；
7、通过设置支撑装置，用于支撑架桥机的机臂，作为架桥机架梁主支撑，既能够调节架桥机尾部高度，适应坡道架梁，又能简化了架梁工艺和相应架桥机的支撑结构设计，同时减少架桥机后悬喂梁下扰过大影响大坡度架梁问题。
附图说明
图1为本发明实施例提供的一种运梁车主视图。
图2为本发明实施例提供的一种运梁车俯视图。
图3为图2的A-A剖视图。
图4为本发明实施例提供的对运梁车轮组编组的示意图。
图5为本发明实施例提供的对运梁车轮组编组后的轮组液压油路连接示意图。
图6为本发明实施例提供的主动轮组的结构示意图。
图7为图6的C-C剖视图。
图8为本发明中角度传感器装置安装的分解示意图。
图9为本发明实施例中提供的角度传感器转架的结构示意图。
图10为本发明实施例中提供的角度传感器转架的安装状态示意图。
图11和图12为本发明中通过角度传感器装置测算车体高度的计算示意图。
图13为图2中的B-B向剖视图。
图14为本发明实施例提供的支撑装置伸出进行支撑工作时的状态示意图。
具体实施方式
下面结合附图对本发明作进一步说明。
如图1-3所示，本实施例提供了一种轮胎式运梁车，包括车体1，在车体1的下方从前至后间隔设有多个走行轮组，其中，走行轮组包括大轮胎走行轮组和小轮胎走行轮组，大轮胎走行轮组安设在车体两侧，小轮胎走行轮组布置在车体的中间位置，在同一横向方向的大轮胎走行轮组和小轮胎走行轮组的轴线一致，总共20个轴线，在车体的两侧分别布置有20个大轮胎走行轮组，共40个大轮胎走行轮组(即车体的两侧分别布置)，160个大轮胎。在车体的中间纵梁的两侧对称设有20个小轮胎走行轮组，共40个小轮胎走行轮组，80个小轮胎。大、小轮胎共计240个。相比较原有运梁车，本发明运梁车车体长度缩短，结构更加紧凑，通过性更好。
本实施例中，大轮胎走行轮组和小轮胎走行轮组的主要区别在于轮胎规格大小不一样以及数量不同，前者的轮胎外径大于后者的轮胎外径。
其中，大轮胎走行轮组分为主动轮组5、制动轮组3，小轮胎走行轮组为从动轮组2，所述主动轮组5和制动轮组3安设在车体下方的两侧，所述从动轮组2安设在车体下方的中间位置的两侧。
本实施例中，所述车体可以为平板车类型也可以为其它结构形状的车体，本实施例以车体横截面为U型车体为例进行说明。如图2、3所示，所述车体包括两根外侧支撑梁(101,103)、一根内侧纵梁102以及若干根横梁104，所述内侧纵梁102位于两根外侧支撑梁(101,103)的下端之间，所述外侧支撑梁(101,103)和内侧纵梁102上间隔连接有多根横梁104，所述两根外侧支撑梁(101,103)之间形成有放置箱梁的U型结构，两外侧支撑梁的下方设置有制动轮组3和主动轮组5，内侧纵梁的下方的两侧对称设有从动轮组2。运梁车车体为由三根纵梁和若干根横梁组成的U型结构，降低了车体整体高度，达到了安全快速通过隧道的目的；同时车体纵梁比现有运梁车多一根，车体刚度得到加强。此外，大、小轮胎走行轮组布置充分利用了U型车体两侧和下方的空间，提高了空间利用率，缩短了车体长度，提高了运梁车的通过性。
运梁车驮运箱梁时为了保证箱梁不受扭而损坏，采用三点支撑，三点支撑的原理是三点确定一个平面，即将行走轮组编为3个组，每个组形成一个受力支撑点，可以防止运输时因箱梁长度过长受扭而发生变形损坏。行走轮组的布置具体为如图4所示，即对 运梁车轮组进行编组，编成3组。首先，将车体下方的走行轮组划分为三个区域，即车体的后部分区域G、车体前左对称部分E以及车体前右对称部分F，车体前左对称部分E以及车体前右对称部分F相对与车体的中心线呈对称设置。位于车体后部分区域G的走行轮组设为第一组走行轮组，位于车体前右对称部分F的走行轮组设为第二组走行轮组，位于车体前左对称部分E的走行轮组设为第三组走行轮组，三组走行轮组的总油路如图5所示，均呈并联设置，每一组走行轮组的均衡油缸并联连接，并且在车体上处于同一轴线上的行走轮组的均衡油缸并联连接，所有油缸的无杆腔油路联通，所有油缸的有杆腔油路联通，保证每个油缸中的油压相同，这样可以保证了车体运载的平稳性能，保证箱梁不受扭而损坏。本实施例中，可以以车体纵向中心线为分界面，如果总共20个轴线(共20排行走轮组)，右侧前12排轮组为一组走行轮组，左侧前12排轮组为一组走行轮组，后8排整体为一组走行轮组划分为例进行说明。具体的，如图5所示，例如处于车体前端第一根轴线1401上的位于E区的制动均衡油缸1501和从动均衡油缸1502以及处于第二根轴线1402上位于E区的主动均衡油缸1505和从动均衡油缸1506并联连接，同时也与处于第一根轴线1401上位于F区的制动均衡油缸1503和从动均衡油缸1504以及处于第二根轴线1402上位于F区的主动均衡油缸1507和从动均衡油缸1508并联连接，以保证每个均衡油缸中的油压相同，处于G区上的各个轴线上的均衡油缸同样处于类似的并联连接状态，在此不赘述。需要说明的是图5只是以三个区域的部分轴线上的各均衡油缸的油路连接状态示意图为例进行说明，并不是车体上所有的行走轮组的油路连接示意图，基于本申请中的实施例，本领域普通技术人员可以根据图5得知每一组走行轮组的均衡油缸呈并联连接，并且在车体上处于同一轴线上的行走轮组的均衡油缸并联连接关系。
本实施例中，各走行轮组的结构类似，均包括转向臂6、与转向臂6通过第一旋转轴7相连的弯臂8、与弯臂8通过第二旋转轴10连接的摆臂12以及均衡油缸9，所述均衡油缸9的一端与第一旋转轴7相连，另一端与摆臂12相连，在摆臂12的两侧对称设有轮胎13，其中，主动轮组和制动轮组的轮胎外径大于从动轮组的轮胎外径，由于运梁车中主动轮组和从动轮组、制动轮组的承载能力不一样，设置主动轮组5的均衡油缸缸径小于制动轮组3的均衡油缸缸径，例如：主动轮组5可以采用φ200㎜缸径的均衡油缸，制动轮组3可以采用φ220㎜缸径的均衡油缸，从动轮组2可以采用φ160㎜缸径的均衡油缸。当压力相同时，由于均衡油缸的缸径不一样，则承载能力就不一样，均衡油缸缸径越大，承载能力越强。这样既可以充分发挥安装了大缸径均衡油缸制动轮组 的承载能力，又保护了安装了小缸经均衡油缸主动轮组中的减速机，延长其使用寿命，降低了故障率。
本实施例中，位于车体两侧的制动轮组3和主动轮组5从前至后交替间隔布置。主动轮组5、制动轮组3共同承载。使不同轴线上的主动轮组5的油路互不影响，即使某个主动轮组5油路出现故障，从动轮组2和制动轮组3还具有承载能力，可以保证运梁车继续工作，进一步提高了其工作的可靠性。
运梁车在通过隧道时，由于车体较长，需要随时观察车体和箱梁与隧道边缘的间距。目前采用的方法主要是两种：人工观察和激光测距方法。人工观察，首先是劳动量大，另外隧道内空间极度有限，运梁车较长，存在观察盲区，难以做到整体观察到位。激光测距原理简单，操作方便，但是对使用环境要求高，必须无遮挡、视野开阔；由于隧道内空间狭窄，施工现场混乱，车体周边的杂物(如钢筋、枕木、施工工具等)遮挡激光时常发生，测距仪失去测距功能，严重时会造成箱梁和车体与隧道内两侧及上下发生碰撞，影响箱梁架设施工效率。
因此，本实施例还针对上述问题设计了一种在车体上还设有传感器装置11以及高度限制报警器。所述传感器装置安设在第二旋转轴10处，用于检测车体相对地面的高度，通过检测的数据自动调节车体的高度，当高度超过设置值时，通过高度限制报警器报警。本实施例中，角度传感器安装在摆臂和弯臂摆动铰点处的第二旋转轴10上，均衡油缸9伸出和收缩时，角度传感器跟随旋转销轴一起转动，通过角度传感器测量弯臂和摆臂的夹角，由三角形边长关系公式得到车体的高度。
具体的，传感器装置包括感器盖1103、传感器转架1104、传感器联接板1102、传感器拨叉1105和角度传感器1101，其安装结构如图6-8所示，在第二旋转轴的端头设有凹腔1106，在凹腔1106内设有角度传感器1101，所述角度传感器1101通过传感器连接板1102固定在第二旋转轴10上，并通过传感器盖1103封装，在角度传感器轴的端头连接传感器转架1104，所述传感器转架1104的另一端穿出传感器盖1103与安设在摆臂上的传感器拨叉1105相连。均衡油缸9伸出和收缩时，角度传感器1101跟随旋转销轴一起转动，通过角度传感器1101测量弯臂和摆臂的夹角，由三角形边长关系公式得到车体的高度。
如图9-10所示，在传感器转架上设有与角度传感器轴相配套的穿装孔1104b，在传感器转架的一端头开设有槽口1104a，所述槽口1104a从传感器转架的端头延伸至穿装孔的内侧，所述槽口1104a的外侧通过紧固件1108径向紧固，其中紧固件可以为紧定 螺钉或紧固螺栓。在所述角度传感器轴上设有防转平面1107，在传感器转架上设有径向限位件1106与防转平面1107相抵接，防止传感器转架周向发生相对转动，保证角度传感器与传感器转架之间相对转动的精度，其中限位件可以为紧固螺钉。此外，为了进一步保证传感器转架与传感器拨叉之间的固定连接，同时也为了方便安装，将传感器转架的另一端头设置成具有开口的U型板1104c，传感器转架与传感器拨叉之间安装时，由于传感器转架端部为具有开口的U型板1104c，安装时可先捏紧U型板1104c，安装完成后松开，使传感器转架1104和传感器拨叉1105紧密接触，提高传感器测量精度。
上述关于传感器转架连接方式的设计既便于安装，又保证了角度传感器、传感器转架和传感器拨叉之间的紧密连接，结构紧凑、可靠性高，进一步提高了测量精度。
其具体计算步骤如图11-12所示：取弯臂和均衡油缸连接轴心处为A点，弯臂和摆臂连接轴心处为B点，摆臂和均衡油缸连接轴心处为C点，轮胎与地面的接触点为D点，设AB竖直方向的高度为H 1，BC的竖直方向的高度为H 2，CD竖直方向的高度为H 3，如图10所示。由轮组的结构可知，AB和BC的长度不变，因此H 1和H 3的值不发生变化。均衡油缸伸出或者收回时，角b的大小发生变化，因此H 2的值发生变化。由三角形边长关系公式可知：
H 2＝BC·sinb
当均衡油缸伸出或收回时，弯臂和摆臂的夹角即AB和BC的夹角发生变化，角度的变化值可以通过角度传感器检测得到，通过上式计算可以得出均衡油缸的变化值，进而得出车体高度的变化值。车体的高度为：
H＝H 1+H 2+H 3
综上所述，通过在车体上设置角度传感器，可以实时监测车体与地面的高度，从而对主动轮组进行有效的调节，可以缩短运梁车通过隧道的时间，提高了运梁车的隧道通过性。
此外，如图2、图13所示，在车体的后端还配置有用于支撑架桥机机臂的支撑装置4，所述支撑装置包括在车体上设置的支撑油缸404、对称设置在车体上的立柱401、支撑架402，支撑架402穿设在立柱401上，通过支撑油缸404实现支撑架相对立柱401的上下移动，在立柱上设有限位装置，用于实现支撑架相对立柱固定。本实施例中的限位装置包括在立柱上设置的多层销轴孔405，通过销轴403实现支撑架与立柱相对位置的固定，图14为支撑装置伸出进行支撑工作时的状态，支撑装置和立柱通过销轴固定。

Claims (10)

  1. 轮胎式运梁车，包括车体和走行轮组，所述行走轮组包括主动轮组、制动轮组以及从动轮组，其特征在于：所述主动轮组和制动轮组安设在车体下方两侧，所述从动轮组安设在车体下方的中间位置。
  2. 根据权利要求1所述的轮胎式运梁车，其特征在于：主动轮组和制动轮组的轮胎外径大于从动轮组的轮胎外径。
  3. 根据权利要求2所述的轮胎式运梁车，其特征在于：位于车体两侧的制动轮组和主动轮组从前至后交替间隔布置。
  4. 根据权利要求3所述的轮胎式运梁车，其特征在于：运梁车的走行轮组分为三组，位于车体后部分区域的走行轮组设为第一组走行轮组，位于车体前右对称部分的走行轮组设为第二组走行轮组，位于车体前左对称部分的走行轮组设为第三组走行轮组，每一组走行轮组的均衡油缸并联连接，在车体上处于同一轴线上的行走轮组的均衡油缸并联连接。
  5. 根据权利要求1或2所述的轮胎式运梁车，其特征在于：所述走行轮组包括转向臂、与转向臂通过第一旋转轴相连的弯臂、与弯臂通过第二旋转轴连接的摆臂以及均衡油缸，所述均衡油缸的一端与第一旋转轴相连，另一端与摆臂相连，在摆臂的两侧对称设有轮胎，其中，主动轮组的均衡油缸的缸径小于制动轮组均衡油缸的缸径。
  6. 根据权利要求5所述的轮胎式运梁车，其特征在于：在车体上还设有传感器装置，所述传感器装置安设在第二旋转轴处，用于检测车体相对地面的高度。
  7. 根据权利要求6所述的轮胎式运梁车，其特征在于：所述角度传感器装置包括传感器转架、传感器联接板、传感器拨叉和角度传感器，在第二旋转轴的端头设有凹腔，在凹腔内设有角度传感器，所述角度传感器通过传感器连接板固定在第二旋转轴上，在角度传感器轴的端头连接传感器转架，所述传感器转架的另一端与安设在摆臂上的传感器拨叉相连。
  8. 根据权利要求7所述的轮胎式运梁车，其特征在于：在传感器转架上设有与角度传感器轴相配套的穿装孔，在传感器转架的一端头开设有槽口，所述槽口从传感器转架的端头延伸至穿装孔的内侧，所述槽口的外侧通过紧固件径向紧固；在所述角度传感器轴上设有防转平面，在传感器转架上设有径向限位件与防转平面相抵接，传感器转架的另一端头设置成具有开口的U型板。
  9. 根据权利要求1或2所述的轮胎式运梁车，其特征在于：所述车体包括外侧支撑梁、至少一根内侧纵梁以及若干根横梁，所述内侧纵梁位于两根外侧支撑梁的下端之 间，所述外侧支撑梁和内侧纵梁上间隔连接有多根横梁，所述两根外侧支撑梁之间形成有放置箱梁的U型结构，两外侧支撑梁的下方设置有制动轮组和主动轮组，位于车体中间部位的内侧纵梁的两侧设有从动轮组。
  10. 根据权利要求1或2所述的轮胎式运梁车，其特征在于：在车体的后端还配置有用于支撑架桥机机臂的支撑装置，所述支撑装置包括在车体上设置的支撑油缸、对称设置在车体上的立柱，与支撑油缸相连并穿设在立柱上可以相对立柱上下滑移的支撑架，在立柱上设有限位装置，用于实现支撑架相对立柱固定。
PCT/CN2019/128729 2019-12-26 2019-12-26 轮胎式运梁车 WO2021128168A1 (zh)

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CN2878312Y (zh) * 2006-05-23 2007-03-14 秦皇岛通联重工有限公司 一种新型结构的轮胎式提梁机
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CN202574447U (zh) * 2012-04-10 2012-12-05 于东东 牵引车前后轮胎的不同配置
RU156962U1 (ru) * 2015-02-13 2015-11-20 Акционерное общество "Центральное конструкторское бюро транспортного машиностроения" (АО "ЦКБ ТМ") Транспортер железнодорожный для перевозки отработавшего ядерного топлива

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CN1456468A (zh) * 2002-05-10 2003-11-19 吴正德 一种安全型有轮的运输工具及其制造方法
CN1666919A (zh) * 2005-04-14 2005-09-14 唐经世 900吨级轮胎式运输车
CN2878312Y (zh) * 2006-05-23 2007-03-14 秦皇岛通联重工有限公司 一种新型结构的轮胎式提梁机
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CN202574447U (zh) * 2012-04-10 2012-12-05 于东东 牵引车前后轮胎的不同配置
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