A double-block type ballastless track fine adjustment track panel system and method

Abstract

This invention discloses a double-block ballastless track fine-tuning system and method. The device includes multiple sleepers, two rails, and multiple sets of adjustment mechanisms. Each set of adjustment mechanisms includes a left elevation adjustment mechanism, a right elevation adjustment mechanism, a crossbeam disposed between the left and right elevation adjustment mechanisms, a transverse tie rod, and a centerline adjustment mechanism. The method includes the following steps: 1. Preparation before use; 2. A track inspection instrument scans along the rails to obtain the adjustment parameters of each adjustment mechanism; 3. The double-block ballastless track fine-tuning system adjusts the rails; 4. Step 2 is repeated, with the track inspection instrument scanning along the rails to obtain the parameters for the next adjustment of each adjustment mechanism; 5. Step 3 is repeated, with the double-block ballastless track fine-tuning system performing the next adjustment of the rails until the elevation of the two rails and the centerline between the two rails meet the design requirements. This invention can quickly complete the adjustment of the elevation of the two rails and the centerline between the two rails, improving efficiency.

Description

Technical Field

[0001] This invention belongs to the field of ballastless track construction technology, and in particular relates to a double-block ballastless track fine-tuning track panel system and method. Background Technology

[0002] During the construction of double-block ballastless track, the effect of fine-tuning of the ballastless track in high-speed railways will directly affect the safety of train operation. Therefore, after the base plate is constructed, sleepers and rails need to be installed, and then the rails need to be fine-tuned to meet the design elevation and centerline design requirements.

[0003] However, current rail fine-tuning requires manual adjustment, involving manually turning wrenches and screws, which is inefficient. Furthermore, the need for coordinated adjustments increases the workload and difficulty of rail fine-tuning. How to quickly adjust rails and reduce manpower is one of the urgent problems to be solved in the construction of double-block ballastless track.

[0004] Therefore, a well-designed and easy-to-operate double-block ballastless track fine-tuning system is needed to realize the lifting and lateral adjustment of the double-block ballastless track, quickly complete the elevation of the two rails and the centerline adjustment between the two rails, reduce frequent manual intervention, save manpower and material resources, and improve construction efficiency. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a double-block ballastless track fine-tuning track panel system that addresses the shortcomings of the prior art. The system is reasonably designed to realize the lifting and lateral adjustment of the double-block ballastless track, and can quickly complete the adjustment of the elevation of the two rails and the center line between the two rails, reducing frequent manual intervention, saving manpower and material resources, and improving construction efficiency.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a double-block ballastless track fine-tuning track panel system, characterized in that: it includes multiple sleepers arranged along the railway extension direction, two rails arranged on the multiple sleepers, and multiple sets of adjustment mechanisms arranged along the length of the rails; each set of adjustment mechanisms is located between two adjacent sleepers, and each set of adjustment mechanisms has the same structure;

[0007] The adjustment mechanism includes a left elevation adjustment mechanism, a right elevation adjustment mechanism, and a crossbeam disposed between the left and right elevation adjustment mechanisms, as well as a transverse tie rod disposed in the crossbeam and clamping the two rails, and a centerline adjustment mechanism that drives the two rails to adjust laterally through the transverse tie rod.

[0008] The above-mentioned double-block ballastless track fine-tuning track panel system is characterized in that: the left elevation adjustment mechanism and the right elevation adjustment mechanism have the same structure and each includes a square frame, an inner box set inside the square frame and capable of rising and falling along the square frame, and a support leg set inside the inner box and capable of rising and falling along the inner box; the square frame and the end of the crossbeam are connected.

[0009] The bottom end of the support leg extends out of the inner box, and the extended end of the support leg is provided with an adjusting screw arranged perpendicular to the support leg. The end of the adjusting screw near the sleeper is provided with a clamping plate.

[0010] The above-mentioned double-block ballastless track fine-tuning system is characterized in that: a first lifting adjustment component with vertically arranged adjusting legs is provided between the square frame and the inner box. The first lifting adjustment component includes a reducer provided outside the square frame, a gear provided on the output shaft of the reducer extending into the square frame, and a rack provided on the outer side of the inner box and meshing with the gear. The length direction of the rack is arranged along the height direction of the outer side of the inner box.

[0011] The above-mentioned double-block ballastless track fine-tuning track panel system is characterized in that: a second lifting component is provided in the inner box, the second lifting component includes a lifting motor, a lifting reducer and a lifting screw arranged coaxially from top to bottom along the inner box, and a screw nut seat provided on the lifting screw, the screw nut seat includes a screw nut sleeved on the lifting screw and a connecting plate integrally formed with the screw nut and sleeved on the lifting screw, the support leg is sleeved outside the lifting screw and its upper end is connected to the connecting plate, and the upper end of the support leg extends into the inner box.

[0012] The above-mentioned double-block ballastless track fine-tuning track panel system is characterized in that: the left and right opposite sides of the support leg are provided with needle roller rows, and the needle roller rows are located between the outer side of the support leg and the inner side of the inner box, so that the needle rollers on the needle roller rows fit against the inner side of the inner box.

[0013] A pressure sensor is installed between the bottom of the connecting plate and the top of the support leg;

[0014] A positioning plate is provided on the outer side of the inner box, and multiple positioning holes are provided in the height direction of the positioning plate. A positioning pin is provided on the square frame, and the positioning pin can be inserted into or pulled out of the positioning hole.

[0015] The above-mentioned double-block ballastless track fine-tuning track panel system is characterized in that: the centerline adjustment mechanism includes a transverse power motor, a transverse reducer and a transverse adjusting screw connected in sequence, as well as a transverse nut sleeved on the transverse adjusting screw and an L-shaped transition block connected to the transverse nut. The L-shaped transition block is connected to the end of the transverse tie rod so that the L-shaped transition block drives the transverse tie rod and the two rails to move laterally for adjustment.

[0016] The above-mentioned double-block ballastless track fine-tuning track panel system is characterized in that: the lateral reducer is installed on the hollow base, the base and the square frame are connected to the outer side of the lateral tie rod, the base is provided with an adjustment hole for the L-shaped transition block to pass through, the vertical part of the L-shaped transition block passes through the adjustment hole, and the horizontal part of the L-shaped transition block is connected to the end of the lateral tie rod, the end of the lateral tie rod extends into the base, and the length of the lateral tie rod is less than the distance between the outer ends of the two bases;

[0017] The transverse tie rod is provided with two receiving grooves for the steel rail to pass through, and a pad is provided between the receiving groove and the steel rail.

[0018] The above-mentioned double-block ballastless track fine-tuning track panel system is characterized in that: the crossbeam is a U-shaped component, the horizontal part of the crossbeam is attached to the bottom of the transverse tie rod, the vertical part of the crossbeam is attached to the front and rear sides of the transverse tie rod, and two connecting ears are provided at both ends of the crossbeam, the connecting ears are located on the front and rear sides of the base and connected to the base.

[0019] Meanwhile, this invention also discloses a simple, rationally designed, and effective method for adjusting a two-block ballastless track, characterized by the following steps:

[0020] Step 1: Preparation before use:

[0021] Step 101: Install adjustment mechanisms on multiple sleepers laid out along the railway extension direction; wherein, the adjustment mechanisms are in multiple sets, the rail passes through multiple sets of adjustment mechanisms, and each set of adjustment mechanisms is located between two adjacent sleepers;

[0022] Step 102: Adjust the legs of the left and right elevation adjustment mechanisms to be arranged vertically, and adjust the clamping plates to be clamped on the left and right sides of the base plate by adjusting the screws;

[0023] Step 2: The track inspection instrument inspects along the rails to obtain the adjustment parameters of each adjustment mechanism:

[0024] The adjustment amounts of the left outrigger, right outrigger, and centerline of each adjustment mechanism are obtained using a track detector and a total station.

[0025] Step 3: Adjustment of the rails by the double-block ballastless track fine-tuning system:

[0026] Step 301: Operate the left elevation adjustment mechanism of each adjustment mechanism to drive the rail vertical adjustment so that the adjustment amount of each left elevation adjustment mechanism meets the adjustment amount of each left support leg; the right elevation adjustment mechanism drives the rail vertical adjustment so that the adjustment amount of the right support leg meets the adjustment amount of each right support leg.

[0027] Step 302: The centerline adjustment mechanism of each adjustment mechanism drives the two rails to adjust laterally through the transverse tie rod until the centerline adjustment amount is met.

[0028] Step 4: Repeat step 2, and the track inspection instrument will inspect along the rail to obtain the parameters for the next adjustment of each adjustment mechanism;

[0029] Step 5: Repeat step 3, and the double-block ballastless track fine-tuning rail panel system will make the next adjustment to the rails;

[0030] Step 6: Repeat steps 4 and 5 multiple times until the elevation of the two rails and the centerline between the two rails meet the design requirements.

[0031] The above method is characterized in that: in step 301, the left elevation adjustment mechanism of each adjustment mechanism drives the rail to adjust vertically, so that the adjustment amount of each left elevation adjustment mechanism meets the adjustment amount of each left support leg; the right elevation adjustment mechanism drives the rail to adjust vertically, so that the adjustment amount of the right support leg meets the adjustment amount of each right support leg. The specific process is as follows:

[0032] Step 3011: Along the extension direction of the rail from back to front, operate the left elevation adjustment mechanism of the i-th adjustment mechanism to drive the rail vertical adjustment, so that the adjustment amount of the left elevation adjustment mechanism meets the adjustment amount of the i-th left support leg; the right elevation adjustment mechanism drives the rail vertical adjustment, so that the adjustment amount of the right support leg meets the adjustment amount of the i-th right support leg, where i is a positive integer. The specific process is as follows:

[0033] The lifting motor drives the lifting screw to rotate via the lifting reducer. The rotation of the lifting screw causes the screw nut to move upward along the lifting screw. The upward movement of the screw nut along the lifting screw drives the support leg to move upward through the connecting plate.

[0034] Alternatively, the lifting motor can be operated to drive the lifting screw to rotate in the opposite direction via the lifting reducer. The reverse rotation of the lifting screw drives the screw nut to move downward along the lifting screw. The downward movement of the screw nut along the lifting screw drives the outriggers to move downward through the connecting plate. This ensures that the adjustment amount of the left elevation adjustment mechanism satisfies the adjustment amount of the i-th left outrigger and the adjustment amount of the right outrigger satisfies the adjustment amount of the i-th right outrigger.

[0035] Step 3012: Repeat step 3011 multiple times, operate the left elevation adjustment mechanism of the I-th adjustment mechanism to drive the rail vertical adjustment, so that the adjustment amount of the left elevation adjustment mechanism meets the adjustment amount of the I-th left support leg; the right elevation adjustment mechanism drives the rail vertical adjustment, so that the adjustment amount of the right support leg meets the adjustment amount of the I-th right support leg; where 1≤i≤I, and I is the total number of adjustment mechanisms;

[0036] In step 302, the centerline adjustment mechanism of each adjustment mechanism drives the two rails to adjust laterally through the lateral tie rod until the centerline adjustment amount is met. The specific process is as follows:

[0037] Step 3021: Operate the i-th centerline adjustment mechanism to ensure that the adjustment amount of the i-th centerline adjustment mechanism meets the i-th centerline adjustment amount. The specific process is as follows:

[0038] The operation of the transverse power motor drives the transverse adjusting screw to rotate through the transverse reducer. The rotation of the transverse adjusting screw drives the transverse screw nut to move left and right along the transverse adjusting screw. The movement of the transverse screw nut along the transverse adjusting screw drives the transverse tie rod to move left and right through the L-shaped transition block. In turn, the transverse tie rod drives the two rails to move left and right along the crossbeam so that the centerline adjustment of the two rails meets the i-th centerline adjustment.

[0039] In step 102, the outriggers of the left and right elevation adjustment mechanisms are adjusted to be arranged vertically. The specific process is as follows:

[0040] The positioning pin is pulled out of the positioning hole, and the gear is driven to rotate through the reducer. The rotation of the gear drives the rack to move up and down, which in turn drives the inner box and the support legs to move up and down until the bottom of the support legs contacts the construction surface and is vertically arranged, and the positioning pin is inserted into the positioning hole. During the up and down movement of the inner box and the support legs, the right sliding plate and the left sliding plate slide in an arc shape in the right limit plate and the left limit plate, respectively.

[0041] Compared with the prior art, the present invention has the following advantages:

[0042] 1. The present invention has a simple structure, reasonable design, and is easy to install and operate, enabling fine adjustment of the double-block ballastless track.

[0043] 2. The adjustment mechanism used in this invention can be arranged along the railway extension direction, and each set of the adjustment mechanism is located between two adjacent sleepers. It can not only achieve fine adjustment of the rail elevation, but also adjust the centerline of the two rails, reducing manual intervention and thus improving adjustment efficiency.

[0044] 3. The crossbeam used in this invention is designed to ensure that the transverse tie rod moves left and right along the transverse direction of the crossbeam, thereby enabling the transverse tie rod to drive the two rails to slide along the direction of the crossbeam, thus effectively adjusting the center line between the two rails.

[0045] 4. The centerline adjustment mechanism used in this invention is to provide power to the transverse tie rod, thereby driving the transverse tie rod and the two rails to adjust laterally, which can meet the adjustment needs of the width direction of the double-block ballastless track; in addition, multiple left elevation adjustment mechanisms and right elevation adjustment mechanisms are set to realize the adjustment of the extension direction of the double-block ballastless track, which can meet the extension needs of the length direction of the double-block ballastless track.

[0046] 5. The left and right elevation adjustment mechanisms used in this invention serve two purposes: firstly, to adjust the elevations of the two rails by adjusting the left and right elevation adjustment mechanisms; and secondly, to accommodate the vertical adjustment needs of the left and right elevation adjustment mechanisms, ensuring that their vertical centerlines are perpendicular to the construction surface, thus accommodating rail superelevation. Furthermore, the crossbeam is positioned between the left and right elevation adjustment mechanisms, resulting in a compact overall design.

[0047] 6. The transverse tie rod used in this invention serves two purposes: firstly, to allow the two rails to be inserted, so that the transverse tie rod and the two rails are connected as a whole, enabling the transverse movement of the transverse tie rod to drive the transverse movement adjustment of the two rails, and secondly, the lifting and lowering of the transverse tie rod to drive the lifting and lowering of the two rails.

[0048] 7. The method for adjusting the double-block ballastless track of the present invention has simple steps, is easy to implement and operate, and ensures that the elevation of the two rails and the center line between the two rails meet the design requirements.

[0049] 8. The ballastless track method of this invention has good performance. First, there is preparation before use. Then, the track inspection instrument inspects along the rails to obtain the adjustment parameters of each adjustment mechanism. Next, the double-block ballastless track fine-tuning track panel system adjusts the rails. Then, the track inspection instrument inspects along the rails multiple times to obtain the adjustment parameters of each adjustment mechanism for the next adjustment. The double-block ballastless track fine-tuning track panel system adjusts the rails again until the elevation of the two rails and the center line between the two rails meet the design requirements.

[0050] In summary, this invention is reasonably designed to achieve lifting and lateral adjustment of the double-block ballastless track, and can quickly complete the adjustment of the elevation of the two rails and the centerline between the two rails, reducing frequent manual intervention, saving manpower and material resources, and improving construction efficiency.

[0051] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of the structure of the double-block ballastless track fine-tuning track panel system of the present invention.

[0053] Figure 2 This is a schematic diagram of the left adjustment mechanism, right adjustment mechanism and centerline adjustment mechanism of the double-block ballastless track fine-tuning track panel system of the present invention.

[0054] Figure 3 This is a schematic diagram of the left and right adjustment mechanisms of the double-block ballastless track fine-tuning track panel system of the present invention.

[0055] Figure 4This is a schematic diagram of the structure of the first and second lifting components of the double-block ballastless track fine-tuning track panel system of the present invention.

[0056] Figure 5 This is a schematic diagram of the structure of the suspension roller needle array in the double-block ballastless track fine-tuning track panel system of the present invention.

[0057] Figure 6 This is a schematic diagram of the structure of the suspension leg of the double-block ballastless track fine-tuning track panel system of the present invention.

[0058] Figure 7 This is a schematic diagram of the positioning pin structure of the double-block ballastless track fine-tuning track panel system of the present invention.

[0059] Figure 8 This is a schematic diagram of the transverse tie rod structure of the double-block ballastless track fine-tuning track panel system of the present invention.

[0060] Figure 9 This is a schematic diagram of the crossbeam structure of the double-block ballastless track fine-tuning track panel system of the present invention.

[0061] Figure 10 This is a flowchart of the ballastless track method of the present invention.

[0062] Figure 11 This is a schematic diagram illustrating the adjustment principle of the ballastless track method of the present invention.

[0063] Explanation of reference numerals in the attached figures:

[0064] 1—Rail; 2—Sleeper; 3—Left elevation adjustment mechanism;

[0065] 4—Right elevation adjustment mechanism; 4-1—Square frame; 4-2—Inner box;

[0066] 4-3—Outrigger; 4-3-1—Opening; 4-3-2—Mounting sleeve;

[0067] 4-3-3—Inner flat plate; 4-4—Adjusting screw; 4-5—Clamping plate;

[0068] 4-6—Positioning plate; 4-6-1—Positioning hole; 4-7—Positioning pin;

[0069] 4-7-1—Sleeve; 4-7-2—Push-pull rod; 4-7-3—Positioning rod;

[0070] 4-7-4—Mounting plate; 4-7-5—Circumferential groove; 4-7-6—Horizontal groove;

[0071] 4-7-7—Ball head; 4-8—Reducer;

[0072] 4-9—Gear; 4-10—Rack; 4-11—Right limit plate;

[0073] 4-12—Lifting motor; 4-13—Lifting reducer; 4-14—Connecting plate;

[0074] 4-15—Nut; 4-16—Lifting screw; 4-17—Pressure sensor;

[0075] 4-18—Needle roller row; 4-19—Upper substrate; 4-20—Top plate;

[0076] 4-21—Right sliding plate; 4-22—Left limit plate; 4-23—Left sliding plate;

[0077] 5—Crossbeam; 5-1—Vertical flange; 5-2—Connecting lug;

[0078] 6—Horizontal tie rod; 6-1—Rectangular pad; 6-2—U-shaped clamp;

[0079] 6-4—Lower receiving tank; 6-5—Upper receiving tank;

[0080] 6-6—Raised edge; 7—Centerline adjustment mechanism; 7-1—Transverse power motor;

[0081] 7-2—Transverse reducer; 7-3—Transverse adjusting screw; 7-4—Transverse adjusting nut;

[0082] 7-5—L-shaped transition block; 7-6—Base; 7-6-1—Adjustment hole. Detailed Implementation

[0083] like Figures 1 to 9 The double-block ballastless track fine-tuning track panel system shown includes multiple sleepers 2 arranged along the railway extension direction, two rails 1 set on the multiple sleepers 2, and multiple sets of adjustment mechanisms arranged along the length of the rails 1; each set of adjustment mechanisms is located between two adjacent sleepers 2, and each set of adjustment mechanisms has the same structure;

[0084] The adjustment mechanism includes a left elevation adjustment mechanism 3, a right elevation adjustment mechanism 4, and a crossbeam 5 disposed between the left elevation adjustment mechanism 3 and the right elevation adjustment mechanism 4, as well as a transverse tie rod 6 disposed in the crossbeam 5 and clamping the two rails 1, and a centerline adjustment mechanism 7 that drives the two rails 1 to adjust laterally through the transverse tie rod 6.

[0085] In this embodiment, the left elevation adjustment mechanism 3 and the right elevation adjustment mechanism 4 have the same structure and both include a square frame 4-1, an inner box 4-2 disposed in the square frame 4-1 and capable of rising and falling along the square frame 4-1, and a support leg 4-3 disposed in the inner box 4-2 and capable of rising and falling along the inner box 4-2. The square frame 4-1 and the end of the crossbeam 5 are connected.

[0086] The bottom end of the support leg 4-3 extends out of the inner box 4-2. The extended end of the support leg 4-3 is provided with an adjusting screw 4-4 arranged perpendicularly to the support leg 4-3. The end of the adjusting screw 4-4 near the sleeper 2 is provided with a clamping plate 4-5.

[0087] In this embodiment, a first lifting adjustment component with vertically arranged adjustable legs 4-3 is provided between the square frame 4-1 and the inner box 4-2. The first lifting adjustment component includes a reducer 4-8 disposed outside the square frame 4-1, a gear 4-9 disposed on the output shaft of the reducer 4-8 extending into the square frame 4-1, and a rack 4-10 disposed on the outer side of the inner box 4-2 and meshing with the gear 4-9. The length direction of the rack 4-10 is arranged along the height direction of the outer side of the inner box 4-2.

[0088] In this embodiment, a second lifting component is provided inside the inner housing 4-2. The second lifting component includes a lifting motor 4-12, a lifting reducer 4-13, and a lifting screw 4-16 arranged coaxially from top to bottom along the inner housing 4-2, and a screw nut seat provided on the lifting screw 4-16. The screw nut seat includes a screw nut 4-15 sleeved on the lifting screw 4-16 and a connecting plate 4-14 integrally formed with the screw nut 4-15 and sleeved on the lifting screw 4-16. The support leg 4-3 is sleeved outside the lifting screw 4-16 and its upper end is connected to the connecting plate 4-14. The upper end of the support leg 4-3 extends into the inner housing 4-2.

[0089] In this embodiment, the left and right opposite sides of the support leg 4-3 are provided with a needle roller row 4-18, and the needle roller row 4-18 is located between the outer side of the support leg 4-3 and the inner side of the inner box 4-2, so that the needle rollers on the needle roller row 4-18 fit against the inner side of the inner box 4-2.

[0090] A pressure sensor 4-17 is provided between the bottom of the connecting plate 4-14 and the top of the support leg 4-3;

[0091] A positioning plate 4-6 is provided on the outer side of the inner box 4-2. The positioning plate 4-6 has multiple positioning holes 4-6-1 in the height direction. A positioning pin 4-7 is provided on the square frame 4-1. The positioning pin 4-7 can be inserted into or pulled out of the positioning hole 4-6-1.

[0092] In this embodiment, the centerline adjustment mechanism 7 includes a transverse power motor 7-1, a transverse reducer 7-2, and a transverse adjusting screw 7-3 connected in sequence, as well as a transverse nut 7-4 sleeved on the transverse adjusting screw 7-3 and an L-shaped transition block 7-5 connected to the transverse nut 7-4. The L-shaped transition block 7-5 is connected to the end of the transverse tie rod 6 so that the L-shaped transition block 7-5 drives the transverse tie rod 6 and the two rails 1 to move laterally for adjustment.

[0093] In this embodiment, the transverse reducer 7-2 is mounted on a hollow base 7-6. The base 7-6 and the square frame 4-1 are connected near the outer side of the transverse tie rod 6. The base 7-6 is provided with an adjustment hole 7-6-1 for the L-shaped transition block 7-5 to pass through. The vertical part of the L-shaped transition block 7-5 passes through the adjustment hole 7-6-1, and the horizontal part of the L-shaped transition block 7-5 is connected to the end of the transverse tie rod 6. The end of the transverse tie rod 6 extends into the base 7-6, and the length of the transverse tie rod 6 is less than the distance between the outer ends of the two bases 7-6.

[0094] The transverse tie rod 6 is provided with two receiving grooves for the steel rail 1 to pass through, and a pad is provided between the receiving groove and the steel rail 1.

[0095] In this embodiment, the crossbeam 5 is a U-shaped component. The horizontal part of the crossbeam 5 is attached to the bottom of the transverse tie rod 6, and the vertical part of the crossbeam 5 is attached to the front and rear sides of the transverse tie rod 6. Two connecting ears 5-2 are provided at both ends of the crossbeam 5. The connecting ears 5-2 are located on the front and rear sides of the base 7-6 and are connected to the base 7-6.

[0096] like Figure 2 As shown, in this embodiment, in actual use, the inner side of the square frame 4-1 is provided with a right limiting plate 4-11, the outer side of the inner box 4-2 is provided with a right sliding plate 4-21 that is embedded in the right limiting plate 4-11, the opposite inner side of the square frame 4-1 is provided with a left limiting plate 4-22, and the opposite outer side of the inner box 4-2 is provided with a left sliding plate 4-23 that is embedded in the left limiting plate 4-22. The sides of the right sliding plate 4-21 and the left sliding plate 4-23 that are mounted on the inner box 4-2 are flat. The side of the right sliding plate 4-21 that is away from the inner box 4-2 is a convex arc surface, and the side of the left sliding plate 4-23 that is away from the square frame 4-1 is a concave arc surface. The curvature of the convex arc surface of the right sliding plate 4-21 and the concave arc surface of the left sliding plate 4-23 are the same.

[0097] The right limiting plate 4-11 and the left limiting plate 4-22 are both U-shaped, which are respectively used for the right sliding plate 4-21 and the left sliding plate 4-23 to engage and limit the sliding, so that the inner box 4-2 and the support leg 4-3 can be raised and lowered in an arc shape to realize the ultra-high design of the rail.

[0098] In this embodiment, during actual use, the upper part of the support leg 4-3 is hollow, the bottom of the support leg 4-3 is closed, and an inner plate 4-3-3 is provided in the upper part of the support leg 4-3. A through hole for the lifting screw 4-16 to pass through is provided in the center of the inner plate 4-3-3. Openings 4-3-1 are provided on the four sides of the upper part of the support leg 4-3, and an installation sleeve 4-3-2 is inserted into the lower part of the support leg 4-3. The openings 4-3-1 facilitate manual installation of screws and other components; the adjusting screw 4-4 passes through the installation sleeve 4-3-2 and is threadedly connected.

[0099] In this embodiment, during actual use, the needle rollers on the needle roller row 4-18 are set to fit against the inner side of the inner box 4-2, so that when the support leg 4-3 moves up and down along the inner side of the inner box 4-2, the sliding friction is changed into rolling friction, reducing the friction between the two.

[0100] In this embodiment, during actual use, the bottom of the lifting screw 4-16 is higher than the bottom of the support leg 4-3, which facilitates the lifting and lowering adjustment of the support leg 4-3.

[0101] In this embodiment, pressure sensor 4-17 is an S-shaped pressure sensor in actual use.

[0102] In this embodiment, during actual use, the upper end of the pressure sensor 4-17 is connected to the bottom of the connecting plate 4-14, and the lower end of the pressure sensor 4-17 is connected to the inner plate 4-3-3, thereby realizing the detection of the pressure borne by the outrigger 4-3.

[0103] like Figure 7 As shown, in this embodiment, in actual use, the positioning pin 4-7 includes a mounting plate 4-7-4, a sleeve 4-7-1 disposed on the mounting plate 4-7-4, and a positioning rod 4-7-3 disposed inside the sleeve 4-7-1. The mounting plate 4-7-4 is mounted on the outer side of the square frame 4-1, and the square frame 4-1 is provided with a through hole for the positioning rod 4-7-3 to pass through. One end of the positioning rod 4-7-3 can pass through the mounting plate 4-7-4 and the square frame 4-1 to be inserted into the positioning hole 4-6-1 or pulled out from the positioning hole 4-6-1.

[0104] The end of the positioning rod 4-7-3 extending out of the sleeve 4-7-1 is provided with a ball head 4-7-7 to prevent sharp spikes from causing injury to construction workers;

[0105] The sleeve 4-7-1 is provided with an L-shaped adjustment groove, which includes a horizontal groove 4-7-6 located on the top of the sleeve 4-7-1 along the axial direction and a circumferential groove 4-7-5 located on the side of the sleeve 4-7-1 and perpendicular to the horizontal groove 4-7-6. The positioning rod 4-7-3 is provided with a push-pull rod 4-7-2 extending out of the L-shaped adjustment groove.

[0106] In this embodiment, in actual use, each of the receiving slots includes an upper receiving slot 6-5 and a lower receiving slot 6-4 connected to the upper receiving slot 6-5. The width of the lower receiving slot 6-4 is greater than the width of the upper receiving slot 6-5, so that the lower flange plate of the rail 1 can pass through. The upper receiving slot 6-5 is for the web plate of the rail 1 to pass through.

[0107] In this embodiment, in actual use, the pad includes a U-shaped clamping block 6-2 and a rectangular pad 6-1 embedded in the U-shaped clamping block 6-2. The outer side of the rectangular pad 6-1 is attached to the groove wall of the receiving groove 6-5, and the outer side of the U-shaped clamping block 6-2 is clamped to the side of the web of the rail 1.

[0108] In this embodiment, during actual use, the end of the transverse tie rod 6 is provided with a protruding edge 6-6 so that the horizontal part of the L-shaped transition block 7-5 is installed between the two protruding edges 6-6. The protruding edges 6-6 limit the position and prevent the installation position from shifting.

[0109] In this embodiment, during actual use, a vertical protrusion 5-1 is provided in the middle of the vertical part of the crossbeam 5. The vertical protrusion 5-1 is located between the two rails 1, and the length of the vertical protrusion 5-1 is less than the distance between the two rails 1. The vertical part of the crossbeam 5 is not higher than the bottom of the receiving groove.

[0110] In this embodiment, the reducer 4-8, lifting motor 4-12, lifting reducer 4-13, horizontal power motor 7-1, and horizontal reducer 7-2 can refer to motors and reducers in the art that can achieve their functions.

[0111] In this embodiment, speed reducers 4-8 are provided to facilitate slow manual adjustment.

[0112] In this embodiment, during actual use, the lifting motor 4-12 is installed in the top plate 4-20 of the inner box 4-2. The inner box 4-2 is provided with an upper base plate 4-19 for mounting the lifting reducer 4-13. A bearing for mounting the output shaft of the lifting reducer 4-13 is passed through the upper base plate.

[0113] like Figure 10 The method for adjusting a two-block ballastless track, as shown, includes the following steps:

[0114] Step 1: Preparation before use:

[0115] Step 101: Install adjustment mechanisms on multiple sleepers 2 laid out along the railway extension direction; wherein, the adjustment mechanisms are in multiple sets, the rail 1 passes through multiple sets of adjustment mechanisms, and each set of adjustment mechanisms is located between two adjacent sleepers 2;

[0116] Step 102: Adjust the support legs 4-3 of the left elevation adjustment mechanism 3 and the right elevation adjustment mechanism 4 to be arranged vertically, and adjust the clamping plate 4-5 to be clamped on the left and right sides of the base plate by adjusting the screw 4-4;

[0117] Step 2: The track inspection instrument inspects along the rails to obtain the adjustment parameters of each adjustment mechanism:

[0118] The adjustment amounts of the left outrigger, right outrigger, and centerline of each adjustment mechanism are obtained using a track detector and a total station.

[0119] Step 3: Adjustment of the rails by the double-block ballastless track fine-tuning system:

[0120] Step 301: Operate the left elevation adjustment mechanism 3 of each adjustment mechanism to drive the rail 1 to adjust vertically, so that the adjustment amount of each left elevation adjustment mechanism 3 meets the adjustment amount of each left support leg; the right elevation adjustment mechanism 4 drives the rail 1 to adjust vertically, so that the adjustment amount of the right support leg meets the adjustment amount of each right support leg.

[0121] Step 302: The centerline adjustment mechanism 7 of each adjustment mechanism drives the two rails 1 to adjust laterally through the transverse tie rod 6 until the centerline adjustment amount is met.

[0122] Step 4: Repeat step 2, and the track inspection instrument will inspect along the rail to obtain the parameters for the next adjustment of each adjustment mechanism;

[0123] Step 5: Repeat step 3, and the double-block ballastless track fine-tuning rail panel system will make the next adjustment to the rails;

[0124] Step 6: Repeat steps 4 and 5 multiple times until the elevation of the two rails 1 and the centerline between the two rails 1 meet the design requirements.

[0125] In this embodiment, in step 301, the left elevation adjustment mechanism 3 of each adjustment mechanism drives the rail 1 to adjust vertically, so that the adjustment amount of each left elevation adjustment mechanism 3 meets the adjustment amount of each left outrigger; the right elevation adjustment mechanism 4 drives the rail 1 to adjust vertically, so that the adjustment amount of the right outrigger meets the adjustment amount of each right outrigger. The specific process is as follows:

[0126] Step 3011: Along the extension direction of rail 1 from back to front, operate the left elevation adjustment mechanism 3 of the i-th adjustment mechanism to drive the rail 1 to adjust vertically, so that the adjustment amount of the left elevation adjustment mechanism 3 meets the adjustment amount of the i-th left support leg; the right elevation adjustment mechanism 4 drives the rail 1 to adjust vertically, so that the adjustment amount of the right support leg meets the adjustment amount of the i-th right support leg, where i is a positive integer. The specific process is as follows:

[0127] The lifting motor 4-12 drives the lifting screw 4-16 to rotate through the lifting reducer 4-13. The rotation of the lifting screw 4-16 drives the screw nut 4-15 to move upward along the lifting screw 4-16. The upward movement of the screw nut 4-15 along the lifting screw 4-16 drives the support leg 4-3 to move upward through the connecting plate 4-14.

[0128] Alternatively, the lifting motor 4-12 can be operated to drive the lifting screw 4-16 to rotate in the opposite direction via the lifting reducer 4-13. The reverse rotation of the lifting screw 4-16 drives the screw nut 4-15 to move downward along the lifting screw 4-16. The downward movement of the screw nut 4-15 along the lifting screw 4-16 drives the outrigger 4-3 to move downward via the connecting plate 4-14. This ensures that the adjustment amount of the left elevation adjustment mechanism 3 satisfies the adjustment amount of the i-th left outrigger and the adjustment amount of the right outrigger satisfies the adjustment amount of the i-th right outrigger.

[0129] Step 3012: Repeat step 3011 multiple times, operate the left elevation adjustment mechanism 3 of the I-th adjustment mechanism to drive the rail 1 to adjust vertically, so that the adjustment amount of the left elevation adjustment mechanism 3 meets the adjustment amount of the I-th left support leg; the right elevation adjustment mechanism 4 drives the rail 1 to adjust vertically, so that the adjustment amount of the right support leg meets the adjustment amount of the I-th right support leg; where 1≤i≤I, and I is the total number of adjustment mechanisms;

[0130] In step 302, the centerline adjustment mechanism 7 of each adjustment mechanism drives the two rails 1 to adjust laterally through the transverse tie rod 6 until the centerline adjustment amount is met. The specific process is as follows:

[0131] Step 3021: Operate the i-th centerline adjustment mechanism to ensure that the adjustment amount of the i-th centerline adjustment mechanism meets the i-th centerline adjustment amount. The specific process is as follows:

[0132] The transverse power motor 7-1 drives the transverse adjusting screw 7-3 to rotate via the transverse reducer 7-2. The rotation of the transverse adjusting screw 7-3 drives the transverse screw nut 7-4 to move left and right along the transverse adjusting screw 7-3. The left and right movement of the transverse screw nut 7-4 along the transverse adjusting screw 7-3 drives the transverse tie rod 6 to move left and right via the L-shaped transition block 7-5. In turn, the transverse tie rod 6 drives the two rails 1 to move left and right along the crossbeam 5 so that the centerline adjustment of the two rails 1 meets the i-th centerline adjustment amount.

[0133] In step 102, the outriggers 4-3 of the left elevation adjustment mechanism 3 and the right elevation adjustment mechanism 4 are adjusted to be vertically arranged. The specific process is as follows:

[0134] Positioning pin 4-7 is pulled out from positioning hole 4-6-1 and drives gear 4-9 to rotate through reducer 4-8. The rotation of gear 4-9 drives rack 4-10 to move up and down, which in turn drives inner box 4-2 and support leg 4-3 to move up and down until the bottom of support leg 4-3 contacts the construction surface and is vertically positioned, and positioning pin 4-7 is inserted into positioning hole 4-6-1. During the up and down movement of inner box 4-2 and support leg 4-3, right sliding plate 4-21 and left sliding plate 4-23 slide in an arc shape in right limit plate 4-11 and left limit plate 4-22, respectively.

[0135] In this embodiment, in step two, the adjustment amounts of the left outrigger, right outrigger, and centerline of each adjustment mechanism are obtained using a track detector and a total station. The specific process is as follows:

[0136] Step 201: Affix a QR code to the side of each adjustment mechanism near the rail 1;

[0137] Step 202: Along the extension direction of rail 1 from back to front, the adjustment mechanisms are sequentially labeled as the 1st adjustment mechanism, the 2nd adjustment mechanism, ..., the i-th adjustment mechanism, ..., the I-th adjustment mechanism, and correspondingly, multiple QR codes are labeled as the 1st QR code, the 2nd QR code, ..., the i-th QR code, ..., the I-th QR code; where i and I are both positive integers, and 1≤i≤I. The 2nd to the i-th adjustment mechanisms are all located in front of the 1st adjustment mechanism, and the i-th QR code is located on the i-th adjustment mechanism.

[0138] Step 203: Install a track inspection instrument on the two rails 1;

[0139] Step 204: The track detector travels along the tread of rail 1. When the QR code scanner on the track detector scans the i-th QR code, the walking encoder on the track detector obtains the distance traveled by the track detector and records it as the i-th travel distance.

[0140] Step 205: Using a track detector and a total station, obtain the adjustment amount of the left support leg, the adjustment amount of the right support leg, and the centerline adjustment amount of the current i-th adjustment mechanism, and record them as the i-th left support leg adjustment amount, the i-th right support leg adjustment amount, and the i-th centerline adjustment amount, respectively.

[0141] Step 206: Repeat steps 204 and 205 multiple times to obtain the left support leg adjustment amount, right support leg adjustment amount, and centerline adjustment amount of the I-th adjustment mechanism, and record them as the I-th left support leg adjustment amount, the I-th right support leg adjustment amount, and the I-th centerline adjustment amount, respectively.

[0142] In this embodiment, the positioning pin 4-7 is pulled out of the positioning hole 4-6-1. The specific process is as follows: the push-pull rod 4-7-2 is moved away from the positioning plate 4-6 along the horizontal groove 4-7-6 until the positioning rod 4-7-3 is completely pulled out of the positioning hole 4-6-1 of the positioning plate 4-6. Then the push-pull rod 4-7-2 is rotated along the circumferential groove 4-7-5, which in turn drives the positioning rod 4-7-3 to rotate until the push-pull rod 4-7-2 contacts the lowest point of the circumferential groove 4-7-5. The push-pull rod 4-7-2 is limited by the groove wall of the circumferential groove 4-7-5. Then the height of the inner box 4-2 is adjusted.

[0143] In this embodiment, after the height of the inner box 4-2 is adjusted to the correct position, the positioning pin 4-7 is inserted into the positioning hole 4-6-1. The specific process is as follows: First, the push-pull rod 4-7-2 is operated to rotate in the opposite direction along the circumferential groove 4-7-5, which in turn drives the positioning rod 4-7-3 to rotate in the opposite direction until the push-pull rod 4-7-2 rotates to the position where the circumferential groove 4-7-5 and the horizontal groove 4-7-6 are connected; then, the push-pull rod 4-7-2 is operated to move along the horizontal groove 4-7-6 close to the positioning plate 4-6 until the positioning rod 4-7-3 passes through the mounting plate 4-7-4 and the square frame 4-1 and is inserted into the positioning hole 4-6-1, and the push-pull rod 4-7-2 is limited by the mounting plate 4-7-4.

[0144] In this embodiment, the outrigger 4-3 moves up or down, thereby driving the square frame 4-1 to rise and fall. The rise and fall of the square frame 4-1 then drives the clamped rail 1 to rise and fall through the crossbeam 5 and the transverse tie rod 6, thereby realizing the elevation adjustment of the rail 1.

[0145] like Figure 11 As shown, in this embodiment, the adjustment amounts of the left support leg, right support leg, and centerline of the current i-th adjustment mechanism in step 205 are respectively recorded as the i-th left support leg adjustment amount, the i-th right support leg adjustment amount, and the i-th centerline adjustment amount. The specific process for obtaining these amounts is as follows:

[0146] Where A represents the adjustment amount of the left outrigger and B represents the adjustment amount of the right outrigger; a represents the theoretical displacement from the initial position of the left rail to the target design position obtained by the total station; b represents the theoretical displacement from the initial position of the right rail to the target design position obtained by the total station; D represents the track gauge, and D = 1435 mm; d represents the distance of the lifting screw 4-16 from the center of the left or right rail; D and d are both design values ​​related to the track structure and are considered as known parameters.

[0147] In summary, the present invention is reasonably designed to realize the lifting and lateral adjustment of the double-block ballastless track, and can quickly complete the adjustment of the elevation of the two rails and the center line between the two rails, reducing frequent manual intervention, saving manpower and material resources, and improving construction efficiency.

[0148] The above description is merely a preferred embodiment of the present invention and does not constitute any limitation on the present invention. Any simple modifications, alterations, or equivalent structural changes made to the above embodiments based on the technical essence of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A double-block ballastless track fine-tuning track panel system, characterized in that: It includes multiple sleepers (2) arranged along the railway extension direction, two rails (1) set on the multiple sleepers (2), and multiple sets of adjustment mechanisms arranged along the length of the rails (1); each set of adjustment mechanisms is located between two adjacent sleepers (2), and each set of adjustment mechanisms has the same structure; The adjustment mechanism includes a left elevation adjustment mechanism (3), a right elevation adjustment mechanism (4), and a crossbeam (5) set between the left elevation adjustment mechanism (3) and the right elevation adjustment mechanism (4), as well as a transverse tie rod (6) set in the crossbeam (5) and clamping the two rails (1) and a centerline adjustment mechanism (7) that drives the two rails (1) to adjust laterally through the transverse tie rod (6); The left elevation adjustment mechanism (3) and the right elevation adjustment mechanism (4) have the same structure and both include a square frame (4-1), an inner box (4-2) set inside the square frame (4-1) and capable of rising and falling along the square frame (4-1), and a support leg (4-3) set inside the inner box (4-2) and capable of rising and falling along the inner box (4-2). The square frame (4-1) and the crossbeam (5) are connected at the ends. The bottom end of the support leg (4-3) extends out of the inner box (4-2). The extended end of the support leg (4-3) is provided with an adjusting screw (4-4) arranged perpendicular to the support leg (4-3). The end of the adjusting screw (4-4) near the sleeper (2) is provided with a clamping plate (4-5).

2. A double-block ballastless track fine-tuning track panel system according to claim 1, characterized in that: A first lifting adjustment component with vertically arranged adjustable legs (4-3) is provided between the square frame (4-1) and the inner box (4-2). The first lifting adjustment component includes a reducer (4-8) disposed outside the square frame (4-1), a gear (4-9) disposed on the output shaft of the reducer (4-8) extending into the square frame (4-1), and a rack (4-10) disposed on the outer side of the inner box (4-2) and meshing with the gear (4-9). The length direction of the rack (4-10) is arranged along the height direction of the outer side of the inner box (4-2).

3. A double-block ballastless track fine-tuning track panel system according to claim 2, characterized in that: The inner housing (4-2) is provided with a second lifting component. The second lifting component includes a lifting motor (4-12), a lifting reducer (4-13), and a lifting screw (4-16) arranged coaxially from top to bottom along the inner housing (4-2), as well as a screw nut seat provided on the lifting screw (4-16). The screw nut seat includes a screw nut (4-15) sleeved on the lifting screw (4-16) and a connecting plate (4-14) integrally formed with the screw nut (4-15) and sleeved on the lifting screw (4-16). The support leg (4-3) is sleeved outside the lifting screw (4-16) and its upper end is connected to the connecting plate (4-14). The upper end of the support leg (4-3) extends into the inner housing (4-2).

4. A double-block ballastless track fine-tuning track panel system according to claim 3, characterized in that: The left and right opposite sides of the support leg (4-3) are provided with a needle roller row (4-18), and the needle roller row (4-18) is located between the outer side of the support leg (4-3) and the inner side of the inner box (4-2), so that the needle rollers on the needle roller row (4-18) fit against the inner side of the inner box (4-2); A pressure sensor (4-17) is provided between the bottom of the connecting plate (4-14) and the top of the support leg (4-3). A positioning plate (4-6) is provided on the outer side of the inner box (4-2). The positioning plate (4-6) has multiple positioning holes (4-6-1) in the height direction. A positioning pin (4-7) is provided on the square frame (4-1). The positioning pin (4-7) can be inserted into or pulled out of the positioning hole (4-6-1).

5. A double-block ballastless track fine-tuning track panel system according to claim 4, characterized in that: The centerline adjustment mechanism (7) includes a transverse power motor (7-1), a transverse reducer (7-2), and a transverse adjustment screw (7-3) connected in sequence, as well as a transverse nut (7-4) sleeved on the transverse adjustment screw (7-3) and an L-shaped transition block (7-5) connected to the transverse nut (7-4). The L-shaped transition block (7-5) is connected to the end of the transverse tie rod (6) so that the L-shaped transition block (7-5) drives the transverse tie rod (6) and the two rails (1) to move laterally for adjustment.

6. A double-block ballastless track fine-tuning track panel system according to claim 5, characterized in that: The transverse reducer (7-2) is mounted on a hollow base (7-6). The base (7-6) and the square frame (4-1) are connected near the outer side of the transverse tie rod (6). The base (7-6) is provided with an adjustment hole (7-6-1) through which an L-shaped transition block (7-5) passes. The vertical part of the L-shaped transition block (7-5) passes through the adjustment hole (7-6-1), and the horizontal part of the L-shaped transition block (7-5) is connected to the end of the transverse tie rod (6). The end of the transverse tie rod (6) extends into the base (7-6), and the length of the transverse tie rod (6) is less than the distance between the outer ends of the two bases (7-6). The transverse tie rod (6) is provided with two receiving grooves for the steel rail (1) to pass through, and a pad is provided between the receiving groove and the steel rail (1).

7. A double-block ballastless track fine-tuning track panel system according to claim 6, characterized in that: The crossbeam (5) is a U-shaped piece. The horizontal part of the crossbeam (5) is attached to the bottom of the horizontal tie rod (6), and the vertical part of the crossbeam (5) is attached to the front and rear sides of the horizontal tie rod (6). Two connecting ears (5-2) are provided at both ends of the crossbeam (5). The connecting ears (5-2) are located on the front and rear sides of the base (7-6) and are connected to the base (7-6).

8. A method for adjusting a double-block ballastless track using the system as described in claim 7, characterized in that, The method includes the following steps: Step 1: Preparation before use: Step 101: Install adjustment mechanisms on multiple sleepers (2) laid out along the railway extension direction; wherein, the adjustment mechanisms are in multiple sets, the rail (1) passes through multiple sets of adjustment mechanisms, and each set of adjustment mechanisms is located between two adjacent sleepers (2); Step 102: Adjust the support legs (4-3) of the left elevation adjustment mechanism (3) and the right elevation adjustment mechanism (4) to be arranged vertically, and adjust the clamping plate (4-5) to be clamped on the left and right sides of the base plate by adjusting the screw (4-4); Step 2: The track inspection instrument inspects along the rails to obtain the adjustment parameters of each adjustment mechanism: The adjustment amounts of the left outrigger, right outrigger, and centerline of each adjustment mechanism are obtained using a track detector and a total station. Step 3: Adjustment of the rails by the double-block ballastless track fine-tuning system: Step 301: Operate the left elevation adjustment mechanism (3) of each adjustment mechanism to drive the rail (1) to adjust vertically so that the adjustment amount of each left elevation adjustment mechanism (3) meets the adjustment amount of each left support leg; the right elevation adjustment mechanism (4) drives the rail (1) to adjust vertically so that the adjustment amount of the right support leg meets the adjustment amount of each right support leg. Step 302: The centerline adjustment mechanism (7) of each adjustment mechanism drives the two rails (1) to adjust laterally through the transverse tie rod (6) until the centerline adjustment amount is met; Step 4: Repeat step 2, and the track inspection instrument will inspect along the rail to obtain the parameters for the next adjustment of each adjustment mechanism; Step 5: Repeat step 3, and the double-block ballastless track fine-tuning rail panel system will make the next adjustment to the rails; Step 6: Repeat steps 4 and 5 multiple times until the elevation of the two rails (1) and the center line between the two rails (1) meet the design requirements.

9. The method according to claim 8, characterized in that: In step 301, the left elevation adjustment mechanism (3) of each adjustment mechanism drives the rail (1) to adjust vertically so that the adjustment amount of each left elevation adjustment mechanism (3) meets the adjustment amount of each left support leg; the right elevation adjustment mechanism (4) drives the rail (1) to adjust vertically so that the adjustment amount of the right support leg meets the adjustment amount of each right support leg. The specific process is as follows: Step 3011: Along the extension direction of the rail (1) from back to front, operate the left elevation adjustment mechanism (3) of the i-th adjustment mechanism to drive the rail (1) to adjust vertically, so that the adjustment amount of the left elevation adjustment mechanism (3) meets the adjustment amount of the i-th left support leg; the right elevation adjustment mechanism (4) drives the rail (1) to adjust vertically, so that the adjustment amount of the right support leg meets the adjustment amount of the i-th right support leg, where i is a positive integer. The specific process is as follows: The operating lifting motor (4-12) drives the lifting screw (4-16) to rotate through the lifting reducer (4-13). The rotation of the lifting screw (4-16) drives the screw nut (4-15) to move upward along the lifting screw (4-16). The upward movement of the screw nut (4-15) along the lifting screw (4-16) drives the support leg (4-3) to move upward through the connecting plate (4-14). Alternatively, the lifting motor (4-12) can be operated to drive the lifting screw (4-16) to rotate in the opposite direction via the lifting reducer (4-13). The reverse rotation of the lifting screw (4-16) drives the screw nut (4-15) to move downward along the lifting screw (4-16). The downward movement of the screw nut (4-15) along the lifting screw (4-16) drives the outrigger (4-3) to move downward via the connecting plate (4-14). This ensures that the adjustment amount of the left elevation adjustment mechanism (3) satisfies the adjustment amount of the i-th left outrigger and the adjustment amount of the right outrigger satisfies the adjustment amount of the i-th right outrigger. Step 3012: Repeat step 3011 multiple times, operate the left elevation adjustment mechanism (3) of the I-th adjustment mechanism to drive the rail (1) to adjust vertically so that the adjustment amount of the left elevation adjustment mechanism (3) meets the adjustment amount of the I-th left support leg; the right elevation adjustment mechanism (4) drives the rail (1) to adjust vertically so that the adjustment amount of the right support leg meets the adjustment amount of the I-th right support leg; where 1≤i≤I, and I is the total number of adjustment mechanisms; In step 302, the centerline adjustment mechanism (7) of each adjustment mechanism drives the two rails (1) to adjust laterally through the transverse tie rod (6) until the centerline adjustment amount is met. The specific process is as follows: Step 3021: Operate the i-th centerline adjustment mechanism to ensure that the adjustment amount of the i-th centerline adjustment mechanism meets the i-th centerline adjustment amount. The specific process is as follows: The transverse power motor (7-1) drives the transverse adjusting screw (7-3) to rotate through the transverse reducer (7-2). The rotation of the transverse adjusting screw (7-3) drives the transverse screw nut (7-4) to move left and right along the transverse adjusting screw (7-3). The left and right movement of the transverse screw nut (7-4) along the transverse adjusting screw (7-3) drives the transverse tie rod (6) to move left and right through the L-shaped transition block (7-5). In turn, the transverse tie rod (6) drives the two rails (1) to move left and right along the crossbeam (5) so that the centerline adjustment of the two rails (1) meets the i-th centerline adjustment amount. In step 102, the outriggers (4-3) of the left elevation adjustment mechanism (3) and the right elevation adjustment mechanism (4) are adjusted to be vertically arranged. The specific process is as follows: The positioning pin (4-7) is pulled out from the positioning hole (4-6-1) and drives the gear (4-9) to rotate through the reducer (4-8). The rotation of the gear (4-9) drives the rack (4-10) to move up and down, which in turn drives the inner box (4-2) and the support leg (4-3) to move up and down until the bottom of the support leg (4-3) contacts the construction surface and is vertically arranged, and the positioning pin (4-7) is inserted into the positioning hole (4-6-1). During the up and down movement of the inner box (4-2) and the support leg (4-3), the right sliding plate (4-21) and the left sliding plate (4-23) slide in an arc shape in the right limit plate (4-11) and the left limit plate (4-22), respectively.

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