Anti-deviation foundation pit leveling device with hardness detection function

Abstract

This invention relates to the field of civil engineering equipment technology, specifically to a foundation pit leveling device with hardness detection function to prevent deviation. It includes a pier shell and a vehicle body. The pier shell is installed at the front of the vehicle body. The leveling device includes a main shaft and pier assembly components. The main shaft is installed inside the pier shell, and several pier assembly components are mounted on the main shaft. Each pier assembly has independent and asynchronous lifting movements. When the pier assembly moves to its lowest position, its bottom contacts the ground. In the vertical direction of the vehicle's forward movement, the pier assembly covers the entire area. Coordinating with the forward movement of the vehicle, it performs compaction and leveling operations on a long, rectangular area. The pier assembly is multiple and moves independently, preventing excessive reaction force from a single pier action that could cause instability in the vehicle's movement. The pier action of a single small pier assembly can apply a larger force per unit area than before, resulting in stronger compaction. The movement speed of the pier assembly is related to the reaction force from the ground; the greater the reaction force, the faster the pier assembly moves.

Description

Technical Field

[0001] This invention relates to the field of civil engineering equipment technology, specifically to a foundation pit leveling device with hardness detection function to prevent deviation. Background Technology

[0002] Civil engineering projects often require the compaction and leveling of the foundation pit soil. Uneven soil density or insufficient compaction can affect the deformation of the building or water conservancy facility structure above it, and in severe cases, affect the overall stability. Therefore, leveling work is required after the foundation pit excavation is completed.

[0003] Leveling the soil surface of a foundation pit generally employs a compaction structure. Large rolling rollers have limited force per unit area and are only suitable for ordinary compaction. For applications requiring higher density, rolling structures are unsuitable, necessitating pulse compaction. Current technologies typically employ heavy-load compaction, where heavy blocks are first lifted and then allowed to fall freely until they impact the ground. This method is energy-intensive, inefficient, and has a limited operating range. Some compaction structures use cyclic impact blocks, resulting in a large total reaction force on the ground at the moment of impact. This makes the machine unstable, and the sliding connection structure often deforms due to force deviation. The excessive total reaction force limits the machine from using greater impact force for compaction operations. Summary of the Invention

[0004] The purpose of this invention is to provide a leveling device for anti-deviation foundation pits with hardness detection function, so as to solve the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0006] A leveling device for preventing deviation in a foundation pit with hardness detection function includes a pier shell and a vehicle body. The pier shell is installed at the front of the vehicle body. The leveling device includes a main shaft and pier rod assemblies. The main shaft is installed inside the pier shell, and several pier rod assemblies are installed on the main shaft. Each pier rod assembly has independent and asynchronous lifting movements.

[0007] When the pier assembly moves to its lowest position, its bottom contacts the ground. In the vertical direction of the vehicle's forward movement, the pier assembly covers the entire area. In conjunction with the vehicle's forward movement, it compacts and levels a long, rectangular area. A heavy-duty wheel can also be towed from the rear of the vehicle to smooth out any minor bulges between the piers and to compact the soil. The pier assemblies are multiple and move independently to prevent excessive reaction force from individual pier actions that could cause instability in the vehicle's forward movement. The pier actions of individual small pier assemblies can apply a larger force per unit area than before, resulting in a stronger compaction effect.

[0008] Furthermore, the operating speed of the pier assembly is related to the reaction force it receives from the ground; the greater the reaction force, the faster the pier assembly operates.

[0009] Soil varies in hardness. In areas where compaction is difficult, the frequency of impact needs to be increased to allow the soil beneath the overly dense ground to shift to a slightly looser area. In contrast, softer soil does not require as much impact to reach the target height. The impact frequency in different areas can be intentionally changed to distribute the impact power to different locations.

[0010] As a further solution, the pier assembly has an independent motor and a sensor for detecting the force at the bottom. The independent motor is connected to the sensor signal, and the independent motor increases the lifting frequency of the pier assembly when the force on the sensor increases.

[0011] The pier assembly obtains its basic lifting and lowering frequency from the main shaft. Independent motors can each add their own operating frequency to the bottom of the pier assembly, thus allowing each pier assembly to have an individually controllable lifting and lowering pier speed.

[0012] As another further option: the leveling device also includes a force distribution transmission assembly and a main drive. The pier assembly is vertically slidably installed at the bottom of the pier shell, and the main drive is installed on the side wall of the pier shell. The main drive is connected to the end of the main shaft. The number of force distribution transmission assemblies is the same as the number of pier assemblies. The force distribution transmission assemblies are installed on the main shaft and apply lifting force to each pier assembly one-to-one. The force distribution transmission assemblies change the transmission ratio according to the uniformity of the transmitted force. When the transmitted force fluctuates greatly, the transmission ratio from the main shaft to the pier assembly is increased.

[0013] As the sole source of impact power, the main drive shaft transmits force horizontally. While establishing the transmission relationship between the main shaft and the pier assembly, the force distribution transmission assembly needs to constantly change the transmission ratio. The change is based on the magnitude of the force or torque. If the lower end of a pier assembly impacts hard ground, the force transmitted to it fluctuates significantly. During the lifting phase, it is in a state of powerlessness, with only the weight of the pier assembly itself needing to be transmitted. However, when it falls and contacts the ground, the force rises to a higher level. Therefore, based on this situation, the transmission ratio within the force distribution transmission assembly is changed in real time to increase the lifting speed of the pier assembly at that point, allowing for more impacts and improving the quality of the compaction and leveling operation.

[0014] Furthermore, the force transmission assembly includes a revolution force distribution component, a drive gear, a relay sleeve, a relay gear, a first bearing plate, a shifting sleeve, a second bearing plate, and an external gear.

[0015] The orbital force distribution component includes an orbital frame, an orbital gear, a brake sleeve, and a retaining ring. The orbital frame is rotatably mounted on the main shaft. Limiting sleeves are fixed on the main shaft at the front and rear of the orbital frame for axial restraint. The ends of the orbital frame are arranged in a ring around the main shaft. The orbital gear is installed radially inward on the orbital frame. A brake sleeve, which is an elastic element, is also provided at the end of the orbital frame, encircling the rotation shaft of the orbital gear. The axial end face of the end of the orbital frame is open. The retaining ring is disposed inside the orbital frame, with one side of the retaining ring abutting against the brake sleeve and the other side of the retaining ring facing outward.

[0016] The relay sleeve, the first bearing plate, and the second bearing plate are all rotatably mounted on the main shaft. The end of the first bearing plate facing the revolution-fighting force-matching component has an axial displacement cavity axially inwards, while the end facing away from the revolution-fighting force-matching component has a transmission cavity axially inwards. The first bearing plate also has an oil hole connecting the axial displacement cavity and the transmission cavity. The relay sleeve is axially inserted into the axial displacement cavity and abuts against its bottom surface. The second bearing plate is axially inserted into the transmission cavity and abuts against its bottom surface. The second bearing plate and the first bearing plate have a gap angle in the circumferential engagement direction. The relay sleeve, the first bearing plate, and the second bearing plate continuously abut against each other axially. Limiting sleeves are provided on the main shaft to abut against the ends of the relay sleeve and the second bearing plate, respectively.

[0017] The shift sleeve is slidably mounted on the outer surface of the relay sleeve near the first bearing plate. The shift sleeve is also axially inserted into the axial displacement cavity and contacts the radial surface of the inner surface of the axial displacement cavity. The shift sleeve, the first bearing plate, and the relay sleeve are provided with spline transmission in the circumferential direction. The empty areas in the axial displacement cavity and the transmission cavity are filled with oil.

[0018] The relay gear is fixed to the outer surface of the relay sleeve on the side opposite to the first bearing plate. The driving gear is fixed to the main shaft. The driving gear and the relay gear mesh with the planetary gear respectively. The end of the shifting sleeve away from the first bearing plate abuts against the abutment ring along the axial direction. A spring is provided axially between the shifting sleeve and the relay sleeve. The external gear is fixed to the outer surface of the second bearing plate.

[0019] The external gear provides torque to the pier assembly.

[0020] Under stable conditions, the rotation on the main shaft is transmitted sequentially through the driving gear, the planetary gear, the relay gear, the relay sleeve, the shifting sleeve, the first bearing plate, the second bearing plate, and the external gear. The planetary gear both rotates on its own axis and revolves around the main shaft. When the planetary gear rotates smoothly on its own axis, only a small amount of speed is transmitted from the driving gear to the relay gear, corresponding to the low-speed state of the external gear. When the brake sleeve is subjected to significant compression and seizes the planetary gear's rotation axis, the planetary gear cannot rotate on its own axis, and all the speed of the driving gear can be transmitted to the relay gear, corresponding to the high-speed state of the external gear. The compressive force on the brake sleeve is related to the axial position of the shifting sleeve, and the shifting sleeve... The axial position is related to the distribution of oil in the axial displacement cavity and the transmission cavity. When the external gear experiences a significant torque increase, the oil in the transmission cavity is squeezed and enters the axial displacement cavity through the oil hole, pushing the shift sleeve to extend axially and squeezing the brake sleeve. The oil hole has a certain throttling effect. After the large torque is removed, the oil will not flow back immediately, but will flow back slowly. The external gear can maintain a high speed for a long time until the torque increase of the next cycle. For cases with a lower torque increase, which corresponds to soft ground, the torque increase is less, and only a small amount of oil is squeezed from the transmission cavity to the axial displacement cavity. The brake sleeve is squeezed less, corresponding to the low speed of the external gear.

[0021] Furthermore, the force transmission assembly also includes a resistance ball. The oil hole has a bent path. The two ends of the oil hole connecting the axial displacement cavity and the transmission cavity are axial, and the middle section of the oil hole is radial. The cross-sectional area of ​​the flow passage in the middle section of the oil hole gradually changes, and the area of ​​the end connecting the axial displacement cavity is large. The resistance ball is set in the middle section of the oil hole by being pulled by a spring. When the spring pulling the resistance ball is at its original length, there is a gap between the resistance ball and the inner wall surface of the middle section of the oil hole.

[0022] The resistance ball is located in the middle of the oil hole, which increases the throttling effect of the oil when it flows through the oil hole. The throttling effect can be adaptively adjusted with the rotational speed. When the first bearing plate rotates at high speed, the centrifugal effect of the resistance ball is enhanced, and the resistance ball moves away from the bottom of the gradual flow channel, reducing the throttling effect. In this state, the return speed of the oil to the transmission cavity can be increased. That is, the force transmission component can return to the base speed more quickly at high speed, and the increased speed can be maintained for a longer time when only a small increase in speed is required.

[0023] Furthermore, the leveling device also includes a media wheel assembly, which is positioned between the external gear and the support rod assembly.

[0024] The pier assembly includes the pier head, shaft, force-bearing plate, and lifting spring; the medium wheel assembly includes the force-bearing gear and cam.

[0025] The shaft is slidably installed on the lower wall of the pier shell. The pier head is installed at the lower end of the shaft, and the force-bearing plate is installed at the upper end of the shaft. A lifting spring is set between the force-bearing plate and the lower wall of the pier shell. The force-bearing gear and cam are fixed to each other and their axes coincide. The force-bearing gear and cam are installed on a freely rotating rod parallel to the main shaft. The force-bearing gear meshes with the external gear, and the cam abuts against the upper surface of the force-bearing plate.

[0026] The output gear rotates to the force-bearing gear, and the cam reciprocates downward to press the force-bearing plate. The force-bearing plate moves up and down under the action of the cam's reciprocating pressing and the lifting spring.

[0027] Furthermore, the pier assembly also includes overload springs, and the shaft is segmented and connected using overload springs.

[0028] Overload springs use relatively stiff springs. In most cases, overload springs do not compress. They are only used to isolate the pier head when it touches extremely hard ground and cannot be pressed down. This is to prevent excessive reaction force from being transmitted backward.

[0029] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: The present invention uses several independent pier components to perform the piering action, and the total reaction force of the overall operation is distributed at different time points, so there will be no excessive total reaction force. Each pier component can use greater force for piering, thus improving the compaction and leveling effect. The force transmission component adjusts the rotation speed obtained from the main shaft according to the peak reaction force of each pier component. The lowest point of the pier component is flush, and the piering frequency is increased in harder positions to promote soil transfer. The piering power is uniformly supplied to the main shaft. Attached Figure Description

[0030] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0031] Figure 1 This is a schematic diagram of the external structure of the present invention;

[0032] Figure 2 This is a schematic diagram of the distribution of the support pole assembly in the forward view direction of the present invention;

[0033] Figure 3 This is a schematic diagram of the installation structure of a single pier assembly of the present invention within the pier shell;

[0034] Figure 4 This is a schematic diagram of the force transmission assembly of the present invention;

[0035] Figure 5 yes Figure 4 View AA in the middle;

[0036] Figure 6yes Figure 4 View B in the middle;

[0037] Figure 7 yes Figure 4 View C in the middle;

[0038] In the diagram: 1. Main shaft; 2. Pier assembly; 21. Pier head; 22. Shaft body; 23. Force-bearing plate; 24. Lifting spring; 25. Overload spring; 3. Force transmission assembly; 31. Revolutionary force distribution component; 311. Revolutionary frame; 312. Revolutionary gear; 313. Brake sleeve; 314. Abutment ring; 32. Drive gear; 33. Relay sleeve; 34. Relay gear; 35. First bearing plate; 351. Axial displacement cavity; 352. Transmission cavity; 353. Oil hole; 36. Displacement sleeve; 37. Second bearing plate; 38. External gear; 39. Resistance ball; 4. Medium wheel set; 41. Force-bearing gear; 42. Cam; 5. Main drive; 91. Pier shell; 92. Car body. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] A leveling device for preventing deviation in a foundation pit with hardness detection function includes a pier shell 91 and a vehicle body 92. The pier shell 91 is installed in front of the vehicle body 92. The leveling device includes a main shaft 1 and pier rod assemblies 2. The main shaft 1 is installed inside the pier shell 91, and several pier rod assemblies 2 are installed on the main shaft 1. Each pier rod assembly 2 has independent and asynchronous lifting movements.

[0041] When the pier assembly 2 moves to its lowest position, its bottom contacts the ground. In the vertical direction of the vehicle body 92's forward movement, the pier assembly 2 covers the entire area. In conjunction with the forward movement of the vehicle body 92, it compacts and levels a long rectangular area. The vehicle body 92 can also tow a heavy-duty wheel at the rear to smooth out any slight bulges between the piers and compact the soil. The pier assembly 2 consists of multiple components that move independently to prevent excessive reaction force from individual pier actions that could cause the vehicle body to move unsteadily. The pier action of a single small pier assembly 2 can apply a larger force per unit area than before, resulting in a stronger compaction effect.

[0042] The operating speed of the pier assembly 2 is related to the reaction force it receives from the ground; the greater the reaction force, the faster the operating speed of the pier assembly 2.

[0043] Soil varies in hardness. In areas where compaction is difficult, the frequency of impact needs to be increased to allow the soil beneath the overly dense ground to shift to a slightly looser area. In contrast, softer soil does not require as much impact to reach the target height. The impact frequency in different areas can be intentionally changed to distribute the impact power to different locations.

[0044] There are many ways to adjust the speed of the pier assembly 2. One way is that the pier assembly 2 has an independent motor and a sensor that detects the force at the bottom. The independent motor is connected to the sensor signal. When the force on the sensor increases, the independent motor increases the lifting frequency of the pier assembly 2.

[0045] The pier assembly 2 obtains the basic lifting and lowering motion frequency from the main shaft 1. Independent motors can each add their own motion frequency to the bottom of the pier assembly 2, so that each pier assembly 2 can have an individually controllable lifting and lowering pier speed.

[0046] The speed adjustment method of the pier assembly 2 can also be as follows: The leveling device also includes a force transmission assembly 3 and a main drive 5. The pier assembly 2 is vertically slidably installed at the bottom of the pier shell 91. The main drive 5 is installed on the side wall of the pier shell 91 and connected to the end of the main shaft 1. The number of force transmission assemblies 3 is the same as the number of pier assemblies 2. The force transmission assemblies 3 are installed on the main shaft 1 and apply lifting force to each pier assembly 2 one-to-one. The force transmission assemblies 3 change the transmission ratio according to the uniformity of the transmitted force. When the transmitted force fluctuates greatly, the transmission ratio from the main shaft 1 to the pier assembly 2 is increased.

[0047] like Figure 1 , 2 As shown, the main drive 5 is the sole source of impact power. The main shaft 1 transmits force horizontally. The force distribution transmission assembly 3 needs to constantly change the transmission ratio while establishing the transmission relationship between the main shaft 1 and the pier assembly 2. The change is based on the magnitude of the force or torque. If the lower end of the pier assembly 2 impacts a hard surface, the force transmitted to it will fluctuate greatly. During the lifting phase, it will be in a state of powerlessness, and only the weight of the pier assembly 2 itself needs to be transmitted. When it falls and contacts the ground, the force will rise to a higher level. Therefore, based on this situation, the transmission ratio in the force distribution transmission assembly 3 is changed in real time to increase the lifting speed of the pier assembly 2 at that point to perform more impacts and improve the quality of the compaction and leveling operation.

[0048] The force transmission assembly 3 includes a revolution force distribution component 31, a drive gear 32, a relay sleeve 33, a relay gear 34, a first bearing plate 35, a shifting sleeve 36, a second bearing plate 37, and an external gear 38.

[0049] The revolution-powered component 31 includes a revolution frame 311, a revolution gear 312, a brake sleeve 313, and a stop ring 314. The revolution frame 311 is rotatably mounted on the main shaft 1. Limit sleeves are fixed on the main shaft 1 at the front and rear of the revolution frame 311 for axial limiting. The ends of the revolution frame 311 are arranged in a ring around the main shaft 1. The revolution gear 312 is installed radially inward on the revolution frame 311. A brake sleeve 313 is also provided at the end of the revolution frame 311, surrounding the rotation axis of the revolution gear 312. The brake sleeve 313 is an elastic element. The axial end face of the end of the revolution frame 311 is open. The stop ring 314 is disposed inside the revolution frame 311. One side of the stop ring 314 abuts against the brake sleeve 313, and the other side of the stop ring 314 faces outward.

[0050] The relay sleeve 33, the first bearing plate 35, and the second bearing plate 37 are all rotatably mounted on the main shaft 1. The first bearing plate 35 has an axial displacement cavity 351 axially inwardly located at the end facing the revolution force distribution member 31, and a transmission cavity 352 axially inwardly located at the end facing away from the revolution force distribution member 31. An oil hole 353 connecting the axial displacement cavity 351 and the transmission cavity 352 is also provided inside the first bearing plate 35. The relay sleeve 33 is axially inserted into the axial displacement cavity 351 and abuts against the bottom surface of the axial displacement cavity 351. The second bearing plate 37 is axially inserted into the transmission cavity 352 and abuts against the bottom surface of the transmission cavity 352. The second bearing plate 37 and the first bearing plate 35 have a gap angle in the circumferential engagement direction. The relay sleeve 33, the first bearing plate 35, and the second bearing plate 37 continuously abut against each other axially. Limiting sleeves are provided on the main shaft 1 to abut against the ends of the relay sleeve 33 and the second bearing plate 37 respectively.

[0051] The shift sleeve 36 is slidably mounted on the outer surface of the relay sleeve 33 near the first bearing plate 35. The shift sleeve 36 is also axially inserted into the axial displacement cavity 351 and contacts the radial surface of the inner surface of the axial displacement cavity 351. The shift sleeve 36, the first bearing plate 35, and the relay sleeve 33 are circumferentially connected by spline transmission. The empty areas in the axial displacement cavity 351 and the transmission cavity 352 are filled with oil.

[0052] The relay gear 34 is fixed to the outer surface of the relay sleeve 33 on the side opposite to the first bearing plate 35. The driving gear 32 is fixed to the main shaft 1. The driving gear 32 and the relay gear 34 mesh with the planetary gear 312 respectively. The end of the shift sleeve 36 away from the first bearing plate 35 abuts against the abutment ring 314 axially. A spring is provided axially between the shift sleeve 36 and the relay sleeve 33. The external gear 38 is fixed to the outer surface of the second bearing plate 37.

[0053] The external gear 38 outputs torque to the pier assembly 2.

[0054] like Figures 3-7As shown, in a stable state, the rotation on the main shaft 1 is transmitted sequentially through the driving gear 32, the planetary gear 312, the relay gear 34, the relay sleeve 33, the shifting sleeve 36, the first bearing plate 35, the second bearing plate 37, and the external gear 38. The planetary gear 312 both rotates on its own axis and revolves around the main shaft 35. When the planetary gear 312 rotates smoothly, only a small amount of rotational speed can be transmitted from the driving gear 32 to the relay gear 34, corresponding to the low-speed state of the external gear 38. When the brake sleeve 313 is subjected to significant compression and seizes the axis of rotation of the planetary gear 312, the planetary gear 312 cannot rotate on its own axis, and all the rotational speed on the driving gear 32 can be transmitted to the relay gear 34, corresponding to the high-speed state of the external gear 38. The compressive force on the brake sleeve 313 is related to the axial position of the shifting sleeve 36, and the axial position of the shifting sleeve 36 is related to the distribution of oil in the axial displacement cavity 351 and the transmission cavity 352. Figure 5 As shown, when the external gear 38 experiences a significant torque increase, the oil in the transmission cavity 352 is squeezed and enters the axial displacement cavity 351 through the oil hole 353, pushing the shift sleeve 36 to extend axially and squeezing the brake sleeve 313. The oil hole 353 has a certain throttling effect, so after the large torque is removed, the oil will not flow back immediately, but will flow back slowly. The external gear 38 can maintain a high speed for a long time until the torque increase of the next cycle. For cases with a lower torque increase, which corresponds to soft ground, the torque increase is less, and only a small amount of oil is squeezed from the transmission cavity 352 to the axial displacement cavity 351. The brake sleeve 313 is squeezed less, corresponding to the low speed of the external gear 38.

[0055] The force transmission assembly 3 also includes a resistance ball 39. The oil hole 353 has a bending path. The two ends of the oil hole 353 connecting the axial displacement cavity 351 and the transmission cavity 352 are axial, and the middle section of the oil hole 353 is radial. The cross-sectional area of ​​the flow passage in the middle section of the oil hole 353 gradually changes, and the area of ​​the end connecting the axial displacement cavity 351 is large. The resistance ball 39 is set in the middle section of the oil hole 353 by spring tension. When the spring tensioning the resistance ball 39 is at its original length, there is a gap between the resistance ball 39 and the inner wall surface of the middle section of the oil hole 353.

[0056] like Figure 6 As shown, the resistance ball 39 is located in the middle section of the oil hole 353, which increases the throttling effect of the oil when it flows through the oil hole 353. The throttling effect can be adaptively adjusted with the rotational speed. When the first bearing plate 35 rotates at high speed, the centrifugal effect of the resistance ball 39 is enhanced, and the resistance ball 39 moves away from the bottom of the gradual flow channel, reducing the throttling effect. In this state, the return speed of the oil to the transmission cavity 352 can be increased. That is, the force transmission component can return to the basic speed more quickly in the high-speed state, and the speed increase can be maintained for a longer time when only a small speed increase is required.

[0057] The leveling device also includes a medium wheel set 4, which is disposed between the external gear 38 and the pier assembly 2.

[0058] Pier assembly 2 includes pier head 21, shaft 22, force-bearing plate 23, and lifting spring 24; medium wheel assembly 4 includes force-bearing gear 41 and cam 42.

[0059] The shaft 22 is slidably mounted on the lower wall of the pier shell 91. The pier head 21 is installed at the lower end of the shaft 22, and the force-bearing plate 23 is installed at the upper end of the shaft 22. A lifting spring 24 is provided between the force-bearing plate 23 and the lower wall of the pier shell 91. The force-bearing gear 41 and the cam 42 are fixed to each other and their axes coincide. The force-bearing gear 41 and the cam 42 are mounted on a freely rotating rod parallel to the main shaft 1. The force-bearing gear 41 meshes with the external gear 38, and the cam 42 abuts against the upper surface of the force-bearing plate 23.

[0060] like Figure 3 As shown, the output of the external gear 38 is rotated onto the force-receiving gear 41, and the cam 42 reciprocates downward to press the force-receiving disk 23. The force-receiving disk 23 moves up and down under the reciprocating pressing of the cam 42 and the action of the lifting spring 24.

[0061] The pier assembly 2 also includes an overload spring 25, and the shaft 22 is segmented and connected by the overload spring 25.

[0062] The overload spring 25 is a relatively stiff spring. In most cases, the overload spring 25 does not compress. It is only used to isolate the pier head 21 when it touches an extremely hard ground and cannot be pressed down, in order to prevent the reaction force transmitted backward from being too large.

[0063] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0064] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A leveling device for preventing deviation in a foundation pit with hardness detection function, comprising a pier shell (91) and a vehicle body (92), wherein the pier shell (91) is installed in front of the vehicle body (92), characterized in that: The leveling device includes a main shaft (1) and a support rod assembly (2). The main shaft (1) is installed inside the support shell (91). Several support rod assemblies (2) are installed on the main shaft (1). Each support rod assembly (2) has independent and asynchronous lifting movements. The speed of the pier assembly (2) is related to the reaction force of the ground it receives. The greater the reaction force, the faster the speed of the pier assembly (2). The leveling device also includes a force transmission assembly (3) and a main drive (5). The pier assembly (2) is vertically slidably installed at the bottom of the pier shell (91). The main drive (5) is installed on the side wall of the pier shell (91). The main drive (5) is connected to the end of the main shaft (1). The number of force transmission assemblies (3) is the same as the number of pier assemblies (2). The force transmission assembly (3) is installed on the main shaft (1) and applies lifting force to each pier assembly (2) one-to-one. The force transmission assembly (3) changes the transmission ratio according to the uniformity of the transmitted force. When the transmitted force fluctuates greatly, the transmission ratio from the main shaft (1) to the pier assembly (2) is increased. The force transmission assembly (3) includes a revolution force distribution component (31), a drive gear (32), a relay sleeve (33), a relay gear (34), a first bearing plate (35), a shifting sleeve (36), a second bearing plate (37), and an external gear (38). The orbital force distribution component (31) includes an orbital frame (311), an orbital gear (312), a brake sleeve (313), and a retaining ring (314). The orbital frame (311) is rotatably mounted on the main shaft (1). A limit sleeve is fixed on the main shaft (1) at the front and rear of the orbital frame (311) to axially limit its movement. The ends of the orbital frame (311) are arranged in a ring around the main shaft (1). The orbital gear (312) is installed radially inward on the orbital frame (311). A brake sleeve (313) is also provided at the end of the orbital frame (311) to encircle the rotation axis of the orbital gear (312). The brake sleeve (313) is an elastic element. The axial end face of the end of the orbital frame (311) is open. The retaining ring (314) is set inside the orbital frame (311). One side of the retaining ring (314) abuts against the brake sleeve (313), and the other side of the retaining ring (314) faces outward. The relay sleeve (33), the first bearing plate (35), and the second bearing plate (37) are all rotatably mounted on the main shaft (1). The first bearing plate (35) has an axial displacement cavity (351) axially inwardly located at the end facing the revolution force distribution member (31), and a transmission cavity (352) axially inwardly located at the end of the first bearing plate (35) away from the revolution force distribution member (31). An oil hole (353) connecting the axial displacement cavity (351) and the transmission cavity (352) is also provided inside the first bearing plate (35). The relay sleeve (33) axially... The first bearing plate (35) is inserted into the axial displacement cavity (351) and abuts against the bottom surface of the axial displacement cavity (351). The second bearing plate (37) is axially inserted into the transmission cavity (352) and abuts against the bottom surface of the transmission cavity (352). The second bearing plate (37) and the first bearing plate (35) have a gap angle in the circumferential joint direction. The relay sleeve (33), the first bearing plate (35), and the second bearing plate (37) abut against each other axially. The main shaft (1) is provided with limiting sleeves that abut against the ends of the relay sleeve (33) and the second bearing plate (37) respectively. The shift sleeve (36) is slidably mounted on the outer surface of the relay sleeve (33) near the first bearing plate (35). The shift sleeve (36) is also axially inserted into the axial displacement cavity (351) and contacts the radial surface of the inner surface of the axial displacement cavity (351). The shift sleeve (36), the first bearing plate (35), and the relay sleeve (33) are circumferentially connected by spline transmission. The empty areas in the axial displacement cavity (351) and the transmission cavity (352) are filled with oil. The relay gear (34) is fixed on the outer surface of the relay sleeve (33) on the side away from the first bearing plate (35). The driving gear (32) is fixed on the main shaft (1). The driving gear (32) and the relay gear (34) mesh with the planetary gear (312) respectively. The end of the shift sleeve (36) away from the first bearing plate (35) abuts against the abutment ring (314) axially. A spring is provided axially between the shift sleeve (36) and the relay sleeve (33). The external gear (38) is fixed on the outer surface of the second bearing plate (37). The external gear (38) outputs torque to the pier assembly (2).

2. The anti-deviation foundation pit leveling device with hardness detection function according to claim 1, characterized in that: The force transmission assembly (3) also includes a resistance ball (39). The oil hole (353) has a bending path. The two ends of the oil hole (353) connecting the axial displacement cavity (351) and the transmission cavity (352) are axial. The middle section of the oil hole (353) is radial. The cross-sectional area of ​​the flow passage in the middle section of the oil hole (353) gradually changes and the area of ​​the end connecting the axial displacement cavity (351) is large. The resistance ball (39) is set in the middle section of the oil hole (353) by spring pulling. When the spring pulling the resistance ball (39) is at its original length, there is a gap between the resistance ball (39) and the inner wall surface of the middle section of the oil hole (353).

3. The anti-deviation pit leveling device with hardness detection function according to claim 2, characterized in that: The leveling device also includes a media wheel assembly (4), which is disposed between the external gear (38) and the support rod assembly (2). The pier assembly (2) includes a pier head (21), a shaft (22), a force-bearing plate (23), and a lifting spring (24). The medium wheel assembly (4) includes a force-bearing gear (41) and a cam (42). The shaft (22) is slidably mounted on the lower wall of the pier shell (91). The pier head (21) is installed at the lower end of the shaft (22), and the force-bearing plate (23) is installed at the upper end of the shaft (22). A lifting spring (24) is provided between the force-bearing plate (23) and the lower wall of the pier shell (91). The force-bearing gear (41) and the cam (42) are fixed to each other and their axes coincide. The force-bearing gear (41) and the cam (42) are mounted on a freely rotating rod parallel to the main shaft (1). The force-bearing gear (41) meshes with the external gear (38), and the cam (42) abuts against the upper surface of the force-bearing plate (23).

4. The anti-deviation foundation pit leveling device with hardness detection function according to claim 3, characterized in that: The pier assembly (2) also includes an overload spring (25), and the shaft (22) is segmented and connected by the overload spring (25).

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