Transferring and conveying device for thermal insulation pipe manufacturing

Abstract

The invention provides a transferring and conveying device for heat preservation pipe manufacturing. The transferring and conveying device comprises two conveying vehicles which are arranged in parallel. Each conveying vehicle comprises a vehicle frame, a driving component and an auxiliary supporting component. A lifting seat capable of bearing the heat preservation straight pipe is arranged at the top of the frame. The number of the driving parts is two, and the two driving parts are arranged in the length direction of the rail in a spaced mode, connected to the bottom of the frame and capable of driving the frame to advance on the rail. The number of the auxiliary supporting components is two, the two auxiliary supporting components correspond to the two driving components respectively, and each auxiliary supporting component can support the frame together with the other driving component when the corresponding driving component moves to the rail notch. According to the transferring and conveying device for heat preservation pipe manufacturing, through the arranged auxiliary supporting component, bumping caused by the fact that the driving component passes through a rail notch can be avoided, then the conveying stability of a heat preservation straight pipe is guaranteed, safety is improved, and practicability is high.

Description

Technical Field

[0001] The present invention belongs to the technical field of conveying equipment, and particularly relates to a transfer conveying device for manufacturing insulating pipes. Background Art

[0002] The straight insulating pipe is composed of a steel pipe (working pipe) for conveying medium, rigid polyurethane foam plastic (insulation layer), and a high-density polyethylene outer casing pipe (outer protection layer). Because of its advantages such as low heat loss, good anti-corrosion and insulation performance, and fast and safe construction, it is widely used in the heat preservation and cold insulation projects of central heating pipelines, central air-conditioning pipelines, chemical industry, medicine and other industrial pipelines. When it comes to straight insulating pipes, they need to go through the feeding process, insulation layer spraying process, outer protection layer winding process, and discharging process in sequence, so they need to be transferred between each process.

[0003] In the prior art, each process corresponds to different railway tracks (set as the first railway tracks), and the railway tracks will be arranged side by side in two rows or three rows. Therefore, it is necessary to transfer the straight insulating pipes (or semi-finished products of straight insulating pipes) between adjacent railway tracks. For this, a double-station transport vehicle is usually used. This transport vehicle can carry the straight insulating pipes (or semi-finished products of straight insulating pipes), and then realize the lateral movement of the straight insulating pipes (or semi-finished products of straight insulating pipes). However, this transport vehicle also needs to use railway tracks (set as the second railway tracks), and the second railway tracks are perpendicular to the first railway tracks. Therefore, the part where the second railway tracks pass through the first railway tracks cannot ensure continuity, and a notch for the first railway tracks to pass through needs to be left. See the attached drawings of the specification Figure 1 This causes the wheels of the double-station transport vehicle to pop down (descend) when moving to this position, resulting in bumps and affecting stability. For relatively heavy straight insulating pipes (or semi-finished products of straight insulating pipes), there are relatively large potential safety hazards. Summary of the Invention

[0004] An embodiment of the present invention provides a transfer conveying device for manufacturing insulating pipes, aiming to solve the problem of poor practicability caused by poor stability of the existing double-station transport vehicle for transferring straight insulating pipes.

[0005] To achieve the above object, the technical solution adopted by the present invention is: to provide a transfer conveying device for manufacturing insulating pipes, including two transport vehicles arranged side by side; wherein, each of the transport vehicles includes: a vehicle frame, with a lifting seat capable of carrying a straight insulating pipe provided on the top; two driving components, which are arranged at intervals along the length direction of the railway tracks and are both connected to the bottom of the vehicle frame, and are used to drive the vehicle frame to travel on the railway tracks; Auxiliary support components, there are two of them, and the two auxiliary support components respectively correspond to the two drive components. Each auxiliary support component is used to support the vehicle frame together with the other drive component when the corresponding drive component moves to the railway gap.

[0006] In a possible implementation manner, each auxiliary support component is arranged on the side of the corresponding drive component away from the vehicle frame.

[0007] In a possible implementation manner, each drive component includes: Vibration damping shaft seats, there are two of them. The two shaft seats are spaced apart in the width direction of the vehicle frame and have shaft connection positions that can move in the vertical direction; Main shaft, the two ends of which are respectively rotatably connected to the two shaft connection positions; Traveling wheels, there are two of them. The two traveling wheels are respectively coaxially connected to the two ends of the main shaft; Drivers, there are two of them. The two drivers are respectively arranged on the two shaft seats and are power-connected to the two ends of the main shaft.

[0008] In a possible implementation manner, each auxiliary support component includes: Fixed shaft, fixedly arranged on the vehicle frame, and the axis is arranged along the width direction of the vehicle frame; Connecting shaft, the axis is arranged along the width direction of the vehicle frame. The two ends of the connecting shaft are respectively rotatably connected with auxiliary wheels that can rollingly contact the railway; Vibration damping suspension, arranged on the vehicle frame and respectively connected to the fixed shaft and the connecting shaft; Linkage module, fixedly arranged on the vehicle frame and respectively connected to the main shaft and the vibration damping suspension. The linkage module is used to lock the vibration damping suspension after the traveling wheel moves to the railway gap and descends In a possible implementation manner, the vibration damping suspension includes: Flip arms, there are two of them. The two flip arms are spaced apart along the width direction of the vehicle frame. One end of each flip arm is rotatably connected to the fixed shaft, and the other end is rotatably connected to the connecting shaft; Spring vibration damping member, one end of which is rotatably connected to the vehicle frame, and the other end is rotatably connected to the flip arm.

[0009] In a possible implementation manner, there are two linkage modules, and the two linkage modules respectively correspond to the two flip arms one by one; Each linkage module includes: First hydraulic component, located above the main shaft and rotatably connected to the main shaft; A second hydraulic component, which is connected to the first hydraulic component through a pipeline, has a sliding end that can continuously stay away from the corresponding tipping arm in the width direction of the vehicle frame; the second hydraulic component is configured to push the sliding end to move closer to the corresponding tipping arm after the main shaft descends and drives the first hydraulic component. A clutch structure includes pressure plates respectively arranged on the tipping arm and the sliding end.

[0010] In a possible implementation manner, the volume of the oil cavity in the first hydraulic component is larger than the volume of the oil cavity in the second hydraulic component.

[0011] In a possible implementation manner, the diameter of the auxiliary wheel is smaller than the diameter of the driving wheel.

[0012] In this implementation manner, two juxtaposed transport vehicles can ensure two support points for the heat-insulated straight pipe, thereby ensuring the stability during the transfer of the heat-insulated straight pipe. The driving components in each transport vehicle can be limited on the railway tracks and can also drive the vehicle frame to move. The auxiliary support components respectively correspond to the two driving components and can support the vehicle frame together with the other driving component when any one of the driving components passes through the notch on the railway track, avoiding bumps caused by the driving component passing through the railway track notch, thereby ensuring the stability of the heat-insulated straight pipe transportation, improving safety, and having strong practicability. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic structural diagram of the transfer and transportation device for manufacturing heat-insulated pipes provided by an embodiment of the present invention (the lifting seat is hidden); Figure 2 For Figure 1 It is a front view structural schematic diagram of the transfer and transportation device for manufacturing heat-insulated pipes provided by the embodiment; Figure 3 It is a schematic structural diagram of the transport vehicle of the transfer and transportation device for manufacturing heat-insulated pipes provided by an embodiment of the present invention; Figure 4 For Figure 3 It is a top view structural schematic diagram of the transfer and transportation device for manufacturing heat-insulated pipes provided by the embodiment; Figure 5 It is a schematic structural diagram of the linkage module of the transfer and transportation device for manufacturing heat-insulated pipes provided by an embodiment of the present invention.

[0014] DESCRIPTION OF THE REFERENCE NUMERALS: 10. Vehicle frame; 20. Driving component; 21. Vibration damping shaft seat; 22. Main shaft; 23. Driving wheel; 24. Driver; 30. Auxiliary support component; 31. Fixed shaft; 32. Connecting shaft; 33. Shock-absorbing suspension; 331. Tipping arm; 332. Spring shock-absorbing component; 34. Linkage module; 341. First hydraulic component; 3411. First cylinder barrel; 3412. First piston; 3413. Pull rod; 342. Second hydraulic component; 3421. Second cylinder barrel; 3422. Second piston; 3423. Push rod; 3424. Reverse push spring; 343. Pressure plate; 35. Auxiliary wheel; 40. Lifting seat; 41. Base; 42. Lifting seat; 43. Telescopic structure; 50. First rail; 60. Second rail; 61. Notch. Detailed implementation manners

[0015] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention clearer, the present invention will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0016] Please refer to Figure 1 and Figure 2 simultaneously, and a transfer and conveying device for manufacturing heat-insulating pipes provided by the present invention will be described. The transfer and conveying device for manufacturing heat-insulating pipes includes two conveyors arranged in parallel. Each conveyor includes a frame 10, a driving component 20 and an auxiliary support component 30. A lifting seat 40 capable of carrying a straight heat-insulating pipe is provided on the top of the frame 10. There are two driving components 20, and the two driving components 20 are arranged at intervals along the length direction of the rail and are both connected to the bottom of the frame 10 and can drive the frame 10 to move on the rail. There are two auxiliary support components 30, and the two auxiliary support components 30 respectively correspond to the two driving components 20. Each auxiliary support component 30 can, when the corresponding driving component 20 moves to the rail notch 61, jointly support the frame 10 with the other driving component 20.

[0017] Compared with the prior art, the transfer and conveying device for manufacturing heat-insulating pipes provided in this embodiment can ensure that two support points are provided for the straight heat-insulating pipe by the two conveyors arranged in parallel, and thus can ensure the stability during the transfer of the straight heat-insulating pipe. The driving component 20 in each conveyor can ensure being limited on the rail and can also ensure driving the frame 10 to move. The auxiliary support components 30 respectively correspond to the two driving components 20, and can jointly support the frame 10 with the other driving component 20 during the process of any one driving component 20 passing through the rail notch 61, avoiding bumps caused by the driving component 20 passing through the rail notch 61, thereby ensuring the stability of the straight heat-insulating pipe conveying, improving safety and having strong practicability.

[0018] It should be noted that the rails mentioned in this embodiment and the following embodiments correspond to the second rail 60 in the background art. Of course, the height of the top of the first rail 50 involved in this embodiment may be lower than the height of the top of the second rail 60.

[0019] In this embodiment, the lifting seat 40 installed on the top of the vehicle frame 10 may include a base 41 fixedly connected to the vehicle frame 10, a lifting seat 42 located on the base 41, and a telescopic structure 43 located between the base 41 and the lifting seat 42. An arc-shaped groove adapted to the arc of the heat preservation straight pipe is provided at the top of the lifting seat 42. This technology is prior art and will not be elaborated here.

[0020] In some embodiments, the above-mentioned auxiliary support member 30 may adopt a structure as Figure 2 shown. Refer to Figure 2 , and each auxiliary support member 30 is arranged on the side of the corresponding driving member 20 away from the vehicle frame 10.

[0021] This structure can ensure that during the process of the driving member 20 driving the vehicle frame 10 to cross the rail gap 61, the auxiliary support member 30 arranged in the front of the traveling direction crosses the rail gap 61 first, and the auxiliary support member 30 arranged in the back crosses the gap 61 last. Specifically, along the traveling direction of the vehicle frame 10, the auxiliary support member 30 arranged in the front can replace the driving member 20 arranged in the front and the driving member 20 arranged in the back to jointly support the vehicle frame 10, so as to avoid the vehicle frame 10 from jolting during the process of the driving member 20 arranged in the front crossing the rail gap 61. Along the traveling direction of the vehicle frame 10, the auxiliary support member 30 arranged in the back can replace the driving member 20 arranged in the back and the driving member 20 arranged in the front to jointly support the vehicle frame 10, so as to avoid the vehicle frame 10 from jolting during the process of the driving member 20 arranged in the back crossing the rail gap 61.

[0022] In some embodiments, the above-mentioned driving member 20 may adopt a structure as Figure 3 shown. Refer to Figure 3 , and each driving member 20 includes a shock-absorbing shaft seat 21, a main shaft 22, a traveling wheel 23, and a driver 24. There are two shock-absorbing shaft seats 21, and the two shaft seats are spaced apart in the width direction of the vehicle frame 10 and have shaft connection positions that can move in the vertical direction. The two ends of the main shaft 22 are respectively rotatably connected to the two shaft connection positions. There are two traveling wheels 23, and the two traveling wheels 23 are respectively coaxially connected to the two ends of the main shaft 22. There are two drivers 24, and the two drivers 24 are respectively arranged on the two shaft seats and are power-connected to the two ends of the main shaft 22.

[0023] Regarding the width direction of the vehicle frame 10, that is, the interval direction of the two conveyors, or the horizontal direction perpendicular to the length direction of the track.

[0024] Two shock-absorbing axle seats 21 arranged along the width direction of the vehicle frame 10 can ensure the rotational connection of the main shaft 22. The shaft connection position in the shock-absorbing axle seat 21 can drive the main shaft 22 to move vertically. Since the railway track is set in a straight line, when the traveling wheels 23 at both ends of the main shaft 22 pass through the gap 61 of the railway track, they will simultaneously pop into the gap 61. And there are two drivers 24, and the two drivers 24 can both be high-power motors, driving the main shaft 22 to rotate at both ends of the main shaft 22 respectively.

[0025] In this embodiment, the shock-absorbing axle seat 21 can ensure a fixed seat fixed on the vehicle frame 10, a sliding seat located below the fixed seat and slidably connected to the fixed seat in the vertical direction, and an elastic member located between the fixed seat and the sliding seat. The shaft connection position is located on the sliding seat, and the driver 24 is also located on the sliding seat. During the movement of the traveling wheel 23, when passing through the gap 61, the elastic member will bounce the sliding seat downward so that the sliding seat moves downward.

[0026] In some embodiments, the above auxiliary support member 30 can adopt a structure such as Figure 3 and Figure 4 as shown. Refer to Figure 3 and Figure 4 , each auxiliary support member 30 includes a fixed shaft 31, a connecting shaft 32, a shock-absorbing suspension 33 and a linkage module 34. The fixed shaft 31 is fixed on the vehicle frame 10, and its axis is arranged along the width direction of the vehicle frame 10. The axis of the connecting shaft 32 is arranged along the width direction of the vehicle frame 10, and auxiliary wheels 35 that can roll into contact with the railway track are respectively rotatably connected to both ends of the connecting shaft 32. The shock-absorbing suspension 33 is arranged on the vehicle frame 10 and is respectively connected to the fixed shaft 31 and the connecting shaft 32. The linkage module 34 is fixed on the vehicle frame 10 and is respectively connected to the main shaft 22 and the shock-absorbing suspension 33. The linkage module 34 can lock the shock-absorbing suspension 33 after the traveling wheel 23 moves to the railway track gap 61 and descends.

[0027] The fixed shaft 31 is fixedly arranged on the vehicle frame 10 and is mainly used for connecting the shock-absorbing suspension 33. The shock-absorbing suspension 33 can provide shock absorption effects for the connecting shaft 32 and the auxiliary wheels 35, and can also ensure that the auxiliary wheels 35 pass through the notch 61 and adapt to the height change of the vehicle frame 10. Along the traveling direction of the vehicle frame 10, when the front auxiliary wheel 35 passes through the rail notch 61 and the traveling wheel 23 in the front driving component 20 just enters the notch 61, at this time, the front traveling wheel 23 moves downward. Therefore, the pressure on the other driving component 20 and the two auxiliary wheels 35 increases, which is bound to cause the vehicle frame 10 to jolt. Therefore, the linkage module 34 is set up. The linkage module 34 can be triggered after the front traveling wheel 23 enters the notch 61, and then lock the front shock-absorbing suspension 33. At this time, the shock-absorbing suspension 33 is changed to form a fixed suspension to support the vehicle frame 10 together with the other driving component 20. At this time, the height change of the vehicle frame 10 will be kept within a safe range, avoiding large jolts caused by up and down fluctuations.

[0028] Similarly, along the traveling direction of the vehicle frame 10, after the traveling wheel 23 in the rear driving component 20 enters the rail notch 61, by triggering the corresponding linkage module 34, the rear shock-absorbing suspension 33 is locked. At this time, the shock-absorbing suspension 33 is changed to form a fixed suspension to support the vehicle frame 10 together with the other driving component 20. At this time, the height change of the vehicle frame 10 will be kept within a safe range, avoiding large jolts caused by up and down fluctuations.

[0029] In some embodiments, the above shock-absorbing suspension 33 can adopt the structure as Figure 3 and Figure 4 shown. Refer to Figure 3 and Figure 4 , the shock-absorbing suspension 33 includes a turning arm 331 and a spring shock-absorbing member. There are two turning arms 331, and the two turning arms 331 are arranged at intervals along the width direction of the vehicle frame 10. One end of each turning arm 331 is rotatably connected to the fixed shaft 31, and the other end is rotatably connected to the connecting shaft 32. One end of the spring shock-absorbing member 332 is rotatably connected to the vehicle frame 10, and the other end is rotatably connected to the turning arm 331.

[0030] The setting of the two turning arms 331 can ensure the force balance of the connecting shaft 32 and also ensure the stability of the support of the two auxiliary wheels 35. One end of the spring shock-absorbing member is rotatably connected to the vehicle frame 10, and the other end is rotatably connected to the turning arm 331, and the rotation axes are all arranged along the width direction of the vehicle frame 10, which can ensure that the spring shock-absorbing member 332 can adapt to the angle change of the turning arm 331, thereby ensuring the shock absorption effect.

[0031] It should be noted that the spring shock-absorbing member 332 can include a plurality of spring telescopic rods.

[0032] In some embodiments, the above linkage module 34 may adopt structures such as Figure 4 and Figure 5 as shown. Referring to Figure 4 and Figure 5 , there are two linkage modules 34, and the two linkage modules 34 respectively correspond to the two flipping arms 331 one by one. Each linkage module 34 includes a first hydraulic component 341, a second hydraulic component 342, and a clutch structure. The first hydraulic component 341 is located above the main shaft 22 and is rotationally connected to the main shaft 22. The second hydraulic component 342 is connected to the first hydraulic component 341 through a pipeline and has a sliding end that can continuously stay away from the corresponding flipping arm 331 in the width direction of the vehicle frame 10. The second hydraulic component 342 can push the sliding end to move closer to the corresponding flipping arm 331 after the main shaft 22 descends and drives the first hydraulic component 341. The clutch structure includes pressure plates 343 respectively arranged on the flipping arm 331 and the sliding end.

[0033] As a specific implementation manner of the linkage module 34 in this embodiment: The first hydraulic component 341 may include a first cylinder barrel 3411, a first piston 3412, and a pull rod 3413. The first cylinder barrel 3411 is fixedly arranged on the vehicle frame 10 and has an axis arranged in the vertical direction. The first cylinder barrel 3411 has a first cylinder cavity, and a first sliding port communicating with the first cylinder cavity is provided at the bottom end of the first cylinder barrel 3411. The first piston 3412 is slidably arranged in the first cylinder barrel 3411, and the area below the first piston 3412 is an oil cavity. One end of the pull rod 3413 passes through the first sliding port and is connected to the first piston 3412, and the other end is provided with a collar sleeved on the main shaft 22 and rotationally connected to the main shaft 22 through a bearing. A sealing ring is arranged between the pull rod 3413 and the first sliding port.

[0034] The second hydraulic component 342 may include a second cylinder barrel 3421, a second piston 3422, a push rod 3423, and a counter - push spring 3424. The second cylinder barrel 3421 is fixedly arranged on the vehicle frame 10 and has an axis collinear with the fixed axis. The second cylinder barrel 3421 has a second cylinder cavity, and a second sliding port communicating with the second cylinder cavity is provided at the end of the second cylinder barrel 3421 close to the fixed shaft 31. The second piston 3422 is slidably arranged in the second cylinder barrel 3421, and the cavity corresponding to the side of the second piston 3422 away from the fixed shaft 31 is an oil cavity. One end of the push rod 3423 passes through the second sliding port and is connected to the second piston 3422, and the other end is fixedly connected to one of the pressure plates 343 of the clutch structure. The push rod 3423 has a prismatic outer shape structure, and the second sliding port is adapted to the outer shape of the push rod 3423 to prevent the push rod 3423 from axially rotating. The counter - push spring 3424 is sleeved on the push rod 3423 and is located in the second cylinder cavity.

[0035] After the driving component 20 moves into the rail notch 61, the traveling wheels 23 and the main shaft 22 move downward, and then drive the first piston 3412 to move downward through the first pull rod 3413. At this time, the oil chamber in the first cylinder 3411 will be compressed, and then the oil in the oil pipeline will flow into the oil chamber of the second cylinder 3421, pushing the second piston 3422 in the second cylinder 3421 to move close to the fixed shaft 31, and then driving the push rod 3423 to move outward to push the pressure plate 343 closer to another pressure plate 343. After the two pressure plates 343 are clamped, the locking of the turning arm 331 is realized, avoiding the turning of the turning arm 331 again.

[0036] When the traveling wheels 23 pass through the notch 61 and return to the rail again, the traveling wheels 23 and the main shaft 22 will move upward to the initial position, and then push the first piston 3412 upward through the pull rod 3413, increasing the volume of the oil chamber. At the same time, the anti-push spring 3424 in the second cylinder 3421 will push the second piston 3422 in the opposite direction to reduce the volume of the oil chamber, and then push the oil into the oil chamber in the first cylinder 3411. At the same time, the push rod 3423 drives the pressure plate 343 away from another pressure plate 343.

[0037] In some embodiments, the above-mentioned first hydraulic component 341 and second hydraulic component 342 may adopt the structure as Figure 5 shown. Refer to Figure 5 , the volume of the oil chamber in the first hydraulic component 341 is larger than that in the second hydraulic component 342. Specifically, the cross-sectional area of the oil chamber in the first hydraulic component 341 is larger than that of the oil chamber in the second hydraulic component 342, that is, the cross-sectional area of the first cylinder chamber is larger than that of the second cylinder chamber.

[0038] This structure can ensure that the second piston 3422 moves a larger stroke when the first piston 3412 moves a small stroke, and then ensure that the shock-absorbing suspension 33 is locked instantly when the traveling wheels 23 enter the notch 61 and move downward, thus avoiding the frame 10 from jolting and ensuring safety.

[0039] In some embodiments, the above-mentioned auxiliary wheels 35 and traveling wheels 23 may adopt the structure as Figure 2 shown. Refer to Figure 2 , the diameter of the auxiliary wheel 35 is smaller than that of the traveling wheel 23.

[0040] This structure facilitates the installation of the auxiliary wheels 35 and can also prevent the auxiliary wheels 35 from occupying too much space.

[0041] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A transfer and conveying device for manufacturing thermal insulation pipes, characterized in that: The invention comprises two transport vehicles arranged in parallel; wherein each of the transport vehicles comprises: The frame has a lifting seat on the top that can carry the heat-insulating straight pipe; There are two driving components, which are arranged at intervals along the length direction of the rail and are both connected to the bottom of the frame to drive the frame to move on the rail; There are two auxiliary support components, and the two auxiliary support components correspond to the two driving components respectively. Each auxiliary support component is used to support the frame together with another driving component when the corresponding driving component moves to the rail gap.

2. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 1, characterized in that: Each of the auxiliary supporting components is arranged on a side of the corresponding driving component away from the vehicle frame.

3. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 1, characterized in that: Each of the driving components comprises: There are two vibration-damping axle seats, which are spaced apart in the width direction of the frame and have axle connection positions that can move in the vertical direction; The main shaft has two ends which are rotatably connected to the two shaft connection positions respectively; There are two running wheels, and the two running wheels are coaxially connected to the two ends of the main shaft respectively; There are two drivers, which are respectively arranged on the two shaft seats and are dynamically connected to the two ends of the main shaft.

4. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 3, characterized in that: Each of the auxiliary support components comprises: A fixed shaft, fixed on the frame, with its axis arranged along the width direction of the frame; A connecting shaft, the axis of which is arranged along the width direction of the frame, and auxiliary wheels capable of rolling contact with the rails are rotatably connected to both ends of the connecting shaft; A vibration-damping suspension, arranged on the frame and connected to the fixed shaft and the connecting shaft respectively; The linkage module is fixed on the frame and is respectively connected to the main shaft and the vibration-damping suspension. The linkage module is used to lock the vibration-damping suspension after the running wheel moves to the rail gap and moves downward.

5. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 4, characterized in that: The vibration damping suspension comprises: There are two flip arms, which are arranged at intervals along the width direction of the frame, one end of each flip arm is rotatably connected to the fixed shaft, and the other end is rotatably connected to the connecting shaft; A spring damper has one end rotatably connected to the vehicle frame and the other end rotatably connected to the flip arm.

6. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 5, characterized in that: There are two linkage modules, and the two linkage modules correspond to the two flip arms respectively. Each of the linkage modules comprises: A first hydraulic component is located above the main shaft and is rotatably connected to the main shaft; A second hydraulic component is connected to the first hydraulic component through a pipeline, and has a sliding end that can be kept away from the corresponding flip arm in the width direction of the frame; the second hydraulic component is used to push the sliding end to move closer to the corresponding flip arm after the main shaft moves downward and drives the first hydraulic component; The clutch structure comprises pressure plates respectively arranged on the flip arm and the sliding end.

7. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 6, characterized in that: The volume of the oil chamber in the first hydraulic component is greater than the volume of the oil chamber in the second hydraulic component.

8. The transfer and conveying device for manufacturing the thermal insulation pipe according to claim 4, characterized in that: The diameter of the auxiliary wheel is smaller than the diameter of the running wheel.

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