Engineering truck used for running on bilateral bridge

Abstract

The invention relates to the technical field of engineering equipment, and discloses an engineering vehicle used for running on a bilateral bridge, which is characterized in that a vehicle body, a left running unit, a right running unit, a connecting rod piece, a direction monitoring unit, a processor, a controller and other parts are matched, and the left running unit and the right running unit are arranged at the lower part of the vehicle body and are used for supporting the vehicle body; the left running unit and the right running unit are respectively driven by electric power and are connected through a connecting rod piece; the direction monitoring unit is used for monitoring the advancing direction of the engineering vehicle and sending monitoring data to the processor; the processor calculates the received monitoring data and sends a calculation result to the controller; and the controller generates a control instruction according to the calculation result, and controls the movement direction and / or speed of the left driving unit and the right driving unit. The engineering van is convenient to operate, accurate control over the driving direction and speed on the bilateral bridge and automatic deviation correction of the direction are achieved, and therefore operation efficiency and safety are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engineering equipment, in particular to an engineering vehicle for traveling on a double-sided bridge. Background Art

[0002] Double-sided bridges are a common operating environment in bridge construction, maintenance, and rescue operations. Traditional engineering vehicles operating on these bridges typically rely on manual control by the driver to control the vehicle's direction and speed. However, these vehicles often struggle with precise control, often affected by factors such as the driver's skill level and mental state. Furthermore, the inability to accurately control their position and direction makes them prone to drift, potentially leading to accidents.

[0003] While implementing the above-mentioned technical solution, the applicants discovered the following major technical problems: First, the inability to precisely control the vehicle's position and direction results in low operational accuracy and inefficiency. Second, the driver must simultaneously manage multiple tasks, including driving and operating the vehicle, resulting in a low level of automation, a heavy burden, and the potential for errors. Third, operating an engineering vehicle on a double-sided bridge presents significant personal risks and makes it difficult to ensure safety. Finally, due to the inability to monitor the driving direction in real time and automatically correct deviations, conventional engineering vehicles have poor adaptability in the complex environment of double-sided bridges. Therefore, there is an urgent need for an engineering vehicle that can address the above-mentioned issues. Summary of the Invention

[0004] In response to the problems existing in the prior art, the present invention provides an engineering vehicle for traveling on a double-sided bridge, which realizes precise control of the driving direction and speed of the engineering vehicle on the double-sided bridge and automatic direction correction, improves the ability to monitor the driving direction and perceive the environment, and enhances intelligence.

[0005] The above-mentioned invention objectives are mainly achieved through the following technical solutions:

[0006] An engineering vehicle for traveling on a double-sided bridge, comprising:

[0007] A vehicle body, a left travel unit, a right travel unit, a connecting rod, a direction monitoring unit, a processor, and a controller; the left travel unit and the right travel unit are respectively arranged at the lower part of the vehicle body and connected to the vehicle body for supporting the vehicle body; the left travel unit and the right travel unit are respectively driven by electricity and move in a predetermined linear direction and / or a predetermined speed; the left travel unit is connected to the right travel unit via the connecting rod so that the predetermined linear directions of movement of the left travel unit and the right travel unit remain parallel; the direction monitoring unit, the processor, and the controller are all arranged on the vehicle body; the direction monitoring unit is connected to the processor for monitoring the forward direction of the engineering vehicle and sending the monitoring data to the processor; the processor is connected to the controller for calculating the received monitoring data and sending the calculation results to the controller; the controller is respectively connected to the left travel unit and the right travel unit for generating control instructions according to the calculation results to control the movement direction and / or speed of the left travel unit and the right travel unit.

[0008] Furthermore, the number of the connecting rods is at least two sets, and the connecting rods are spaced a predetermined distance apart and are arranged in parallel.

[0009] Furthermore, the connecting rod includes an optical axis and a screw rod; the optical axis and the screw rod are arranged in parallel, and both ends of the optical axis and the screw rod respectively pass through the left travel unit and the right travel unit, and the left travel unit and the right travel unit are respectively movably and fixedly connected to the optical axis and the screw rod, which are used to adjust the distance between the left travel unit and the right travel unit to adapt to driving on double-sided bridges with different distances.

[0010] Furthermore, the left travel unit includes a driving wheel and at least one driven wheel, the driving wheel and the driven wheel are arranged horizontally in the same plane, and the structure of the right travel unit is the same as that of the left travel unit.

[0011] Furthermore, the left travel unit includes a driving wheel, a first driven wheel, and a second driven wheel. The driving wheel, the first driven wheel, and the second driven wheel are all arranged horizontally in the same plane, and the driving wheel is located in the middle position between the first driven wheel and the second driven wheel. The structure of the right travel unit is the same as that of the left travel unit.

[0012] Furthermore, the left travel unit further includes a drive motor, which is connected to the driving wheel and is used to drive the driving wheel to rotate. The structure of the right travel unit is the same as that of the left travel unit.

[0013] Furthermore, the left travel unit also includes at least two hydraulic lifting devices, which are arranged coplanar with the driving wheel, the first driven wheel, and the second driven wheel and are arranged on both sides of the driving wheel, and are used to lift or reset the vehicle body. The structure of the right travel unit is the same as that of the left travel unit.

[0014] Furthermore, the left travel unit also includes two spring suspensions, which are arranged at the upper end of the driven wheel and connected to the vehicle body and the driven wheel respectively. The structure of the right travel unit is the same as that of the left travel unit.

[0015] Furthermore, the direction monitoring unit adopts a mid-travel laser sensor to collect the distance from the mid-travel laser sensor to one side of the double-sided bridge, so as to monitor whether the engineering vehicle is traveling in the middle position of the double-sided bridge.

[0016] Furthermore, an alarm system is included, which is arranged on the vehicle body and connected to the processor, and is used to issue an alarm when a dangerous situation is detected.

[0017] One or more technical solutions provided by the present invention have at least the following technical effects or advantages:

[0018] (1) Through the coordination of the left travel unit, right travel unit, connecting rod, direction monitoring unit, processor and controller, real-time monitoring and automatic direction correction of the engineering vehicle on the double-sided bridge are achieved, thus improving the working efficiency and safety;

[0019] (2) The direction of the engineering vehicle can be monitored in real time through the direction monitoring unit, and the controller generates control instructions based on the received calculation results to control the movement direction and / or speed of the left driving unit and / or the right driving unit, thereby achieving precise control of the driving direction and speed and direction correction, improving the monitoring ability of the driving direction and the perception ability of the environment, and enhancing intelligence;

[0020] (3) By adopting at least two sets of connecting rods and arranging them in parallel at a predetermined distance, the structural strength and stability of the engineering vehicle are improved, thereby ensuring its safe driving on the double-sided bridge;

[0021] (4) By adopting the combination of optical axis and screw rod and adjusting the distance between the left and right travel units, it can adapt to double-sided bridges with different distances, thus improving the adaptability of engineering vehicles;

[0022] (5) By designing the left travel unit as a driving wheel, a first driven wheel, and a second driven wheel, and arranging them coplanarly and horizontally with the driving wheel located between the first and second driven wheels, the engineering vehicle becomes more stable when traveling on the double-sided bridge, reducing the possibility of shaking and swaying;

[0023] (6) By adding a drive motor to the left travel unit and connecting the drive motor to the driving wheel, more power can be provided to the driving wheel, thereby improving the driving power of the engineering vehicle;

[0024] (7) By adding at least two hydraulic lifting devices to the left travel unit and arranging them coplanar with the driving wheel, the first driven wheel, and the second driven wheel and on both sides of the driving wheel, the engineering vehicle can lift or reset the vehicle body when needed, thereby improving operational flexibility and adaptability;

[0025] (8) By adding two spring suspensions to the left driving unit and setting them on the upper end of the driven wheel and connecting them to the vehicle body and the driven wheel, elastic support and buffering can be provided, reducing vibration and impact during driving, thereby improving the stability of the engineering vehicle;

[0026] (9) By using a mid-travel laser sensor, the position information of the engineering vehicle can be monitored in real time, and the situation where the engineering vehicle deviates from the middle position of the bilateral bridge can be detected in time, further improving the monitoring accuracy and perception ability of the engineering vehicle;

[0027] (10) By installing an alarm system on the engineering vehicle, dangerous situations can be detected in time and an alarm can be issued, thus improving the safety of use. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a schematic diagram of the principle structure of an engineering vehicle for traveling on a double-sided bridge according to an embodiment of the present application;

[0029] Figure 2 This is a schematic diagram of the principle structure of a left travel unit, a right travel unit, and a connecting rod component provided according to an embodiment of the present application;

[0030] Figure 3 This is a schematic diagram of the principle structure of a left-travel unit provided according to an embodiment of the present application;

[0031] Figure 4 This is a schematic diagram of the principle structure of another left-travel unit provided according to an embodiment of the present application;

[0032] Figure 5 This is a schematic diagram of the principle structure of an engineering vehicle for traveling on a double-sided bridge, including a mid-travel laser sensor, provided according to an embodiment of the present application;

[0033] Reference numerals:

[0034] Vehicle body 1, left travel unit 2, right travel unit 3, connecting rod 4, direction monitoring unit 5, processor 6, controller 7, optical axis 8, screw 9, driving wheel 10, first driven wheel 11, second driven wheel 12, hydraulic lifting device 13, spring suspension 14, centering laser sensor 15. DETAILED DESCRIPTION

[0035] In order to enable those skilled in the art to better understand the solutions of the present invention, the solutions in the embodiments of the present invention are clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present invention. The technical solutions provided by each embodiment of the present application are described in detail below in conjunction with the drawings.

[0036] Example 1

[0037] The embodiment of the present application provides an engineering vehicle for traveling on a double-sided bridge, comprising: a vehicle body 1, a left travel unit 2, a right travel unit 3, a connecting rod 4, a direction monitoring unit 5, a processor 6, and a controller 7. Figure 1 This is a schematic diagram of the principle structure of an engineering vehicle for traveling on a double-sided bridge according to an embodiment of the present application. Figure 1 As shown:

[0038] The left travel unit 2 and the right travel unit 3 are respectively arranged at the lower part of the vehicle body 1 and connected to the vehicle body 1 for supporting the vehicle body 1. The left travel unit 2 and the right travel unit 3 are respectively driven by electricity and move in a predetermined straight direction and / or a predetermined speed. The left travel unit 2 is connected to the right travel unit 3 through the connecting rod 4 so that the predetermined straight directions of movement of the left travel unit 2 and the right travel unit 3 remain parallel. The direction monitoring unit 5, the processor 6, and the controller 7 are all arranged on the vehicle body 1. The direction monitoring unit 5 is connected to the processor 6 for monitoring the forward direction of the engineering vehicle and sending the monitoring data to the processor 6. The processor 6 is connected to the controller 7 for calculating the received monitoring data and sending the calculation results to the controller 7. The controller 7 is respectively connected to the left travel unit 2 and the right travel unit 3 for generating control instructions according to the calculation results to control the movement direction and / or speed of the left travel unit 2 and the right travel unit 3.

[0039] Specifically, the body 1 refers to the main structure of the engineering vehicle, which usually includes the frame and other parts; the left driving unit 2 refers to the left driving part of the engineering vehicle, including the left wheel, the left motor and other components; the right driving unit 3 refers to the right driving part of the engineering vehicle, including the right wheel, the right motor and other components; the connecting rod 4 refers to the rod used to connect the left driving unit 2 and the right driving unit 3, which is usually made of metal material; the direction monitoring unit 5 refers to a device used to monitor the forward direction of the engineering vehicle, which usually includes components such as cameras and sensors; the processor 6 refers to a device for processing monitoring data, which is usually a computer or microprocessor 6; the controller 7 refers to a device for controlling the movement of the left driving unit 2 and the right driving unit 3, which is usually a servo controller 7 or a frequency converter.

[0040] Due to the unique structure of the double-sided bridge, engineering vehicles must pay special attention to controlling their direction and speed when traveling on the bridge deck to avoid deviation or collision. To address the problem of traditional engineering vehicles being unable to precisely control their movements, the present invention proposes a novel engineering vehicle that achieves precise control of its direction and speed through the coordination of components such as a left travel unit 2, a right travel unit 3, a connecting rod 4, a direction monitoring unit 5, a processor 6, and a controller 7.

[0041] In one possible implementation, the left travel unit 2 and the right travel unit 3 are first respectively arranged at the lower part of the vehicle body 1 and connected by a connecting rod 4. Under electric drive, the left travel unit 2 and the right travel unit 3 can move in a predetermined straight line direction and / or a predetermined speed. At the same time, the direction monitoring unit 5 is arranged on the vehicle body 1, which can monitor the forward direction of the engineering vehicle in real time and send the monitoring data to the processor 6. After receiving the monitoring data, the processor 6 performs calculations and sends the calculation results to the controller 7. The controller 7 generates control instructions based on the received calculation results to control the movement direction and / or speed of the left travel unit 2 and the right travel unit 3. Through the above embodiment, precise control of the engineering vehicle on the double-sided bridge can be achieved.

[0042] When the direction monitoring unit 5 detects that the direction of the engineering vehicle has deviated, the relevant components of the engineering vehicle will perform the following operations and steps:

[0043] The direction monitoring unit 5 will monitor the driving direction of the engineering vehicle in real time. Once a direction deviation is detected, it will immediately send the deviation information in the form of data to the processor 6; after the processor 6 receives the direction deviation data, the processor 6 will perform a quick calculation to determine the corrective operation required, and send this information to the controller 7 in the form of a control instruction; after the controller 7 receives the control instruction, the controller 7 will control the left driving unit 2 and / or the right driving unit 3 to perform corresponding movements; for example, if the engineering vehicle deviates to the right, the controller 7 controls the right driving unit 3 to increase the movement speed, and at the same time controls the left driving unit 2 to reduce the movement speed, so that the engineering vehicle returns to the correct driving direction.

[0044] Through the above steps, the engineering vehicle can quickly adjust and return to the correct driving direction in the event of directional deviation, thereby improving the safety of the operation.

[0045] In the embodiment of the present invention, by coordinating components such as the left travel unit 2, the right travel unit 3, the connecting rod 4, the direction monitoring unit 5, the processor 6, and the controller 7, precise control of the engineering vehicle on the double-sided bridge is achieved, thereby improving operating efficiency and safety. The direction monitoring unit 5 can monitor the forward direction of the engineering vehicle in real time and send the monitoring data to the processor 6, thereby improving the ability to monitor the direction of travel. The controller 7 generates control instructions based on the received calculation results to control the movement direction and / or speed of the left travel unit 2 and the right travel unit 3, thereby achieving precise control of the direction of travel and speed. The design structure of the engineering vehicle is simple, the operation is convenient, and the adaptability is stronger.

[0046] Example 2

[0047] On the basis of the above embodiment 1, the embodiment of the present application further provides another engineering vehicle for traveling on a double-sided bridge, comprising: a vehicle body 1, a left travel unit 2, a right travel unit 3, a connecting rod 4, a direction monitoring unit 5, a processor 6, and a controller 7. Figure 1 As shown:

[0048] The left travel unit 2 and the right travel unit 3 are respectively arranged at the lower part of the vehicle body 1 and connected to the vehicle body 1 for supporting the vehicle body 1. The left travel unit 2 and the right travel unit 3 are respectively driven by electricity and move in a predetermined straight direction and / or a predetermined speed. The left travel unit 2 is connected to the right travel unit 3 through the connecting rod 4 so that the predetermined straight directions of movement of the left travel unit 2 and the right travel unit 3 remain parallel. The direction monitoring unit 5, the processor 6, and the controller 7 are all arranged on the vehicle body 1. The direction monitoring unit 5 is connected to the processor 6 for monitoring the forward direction of the engineering vehicle and sending the monitoring data to the processor 6. The processor 6 is connected to the controller 7 for calculating the received monitoring data and sending the calculation results to the controller 7. The controller 7 is respectively connected to the left travel unit 2 and the right travel unit 3 for generating control instructions according to the calculation results to control the movement direction and / or speed of the left travel unit 2 and the right travel unit 3.

[0049] It should be noted that the specific implementation method and technical effects of this embodiment can be referred to the above-mentioned embodiment 1, which will not be repeated here.

[0050] In a preferred embodiment, the number of the connecting rods 4 is at least two sets, and the connecting rods 4 are spaced a predetermined distance apart and are arranged in parallel.

[0051] Specifically, the connecting rod 4 refers to a rod used to connect the left travel unit 2 and the right travel unit 3, which is usually made of metal material; the predetermined distance refers to the distance between the connecting rods 4 set according to the design of the engineering vehicle and the actual situation of the double-sided bridge.

[0052] Since engineering vehicles traveling on double-sided bridges need to have a high degree of stability and safety, by adopting at least two sets of connecting rods 4 and arranging them at a predetermined distance and in parallel, the structural strength and stability of the engineering vehicle can be enhanced, thereby ensuring its safe driving on the double-sided bridge.

[0053] In one possible implementation, at least two sets of connecting rods 4 are provided, spaced a predetermined distance apart and arranged in parallel. These connecting rods 4 can be made of metal materials, such as steel or aluminum alloy. By arranging the connecting rods 4 in parallel and spaced a predetermined distance apart, stable movement of the left and right travel units 2 and 3 can be ensured, preventing deviation or collision during travel.

[0054] In addition, the structural strength and stability of the engineering vehicle can be further improved by using at least two sets of connecting rods 4. When one set of connecting rods 4 has problems or is damaged, the other connecting rods 4 can continue to function, thereby ensuring the normal operation of the engineering vehicle.

[0055] In the embodiment of the present invention, by using at least two sets of connecting rods 4 and arranging them in parallel with a predetermined distance, the engineering vehicle of the present invention has the following advantages:

[0056] The structural strength and stability of the engineering vehicle are improved, thereby ensuring its safe driving on the double-sided bridge; when a set of connecting rods 4 has problems or is damaged, the other connecting rods 4 can continue to function, thereby improving the reliability of the project; by increasing the number of connecting rods 4 and the predetermined distance, it can adapt to various double-sided bridge environments, thereby improving the adaptability of the engineering vehicle.

[0057] In a preferred embodiment, the connecting rod 4 includes an optical axis 8 and a screw rod 9; the optical axis 8 and the screw rod 9 are arranged in parallel, and both ends of the optical axis 8 and the screw rod 9 respectively pass through the left travel unit 2 and the right travel unit 3, and the left travel unit 2 and the right travel unit 3 are respectively movably and fixedly connected to the optical axis 8 and the screw rod 9, which are used to adjust the distance between the left travel unit 2 and the right travel unit 3 to adapt to driving on double-sided bridges with different distances. Figure 2 This is a schematic diagram of the principle structure of a left travel unit, a right travel unit, and a connecting rod component provided according to an embodiment of the present application. Figure 2 shown.

[0058] Specifically, the optical axis 8 refers to a shaft for transmitting power, which is usually made of a bright metal material; the screw rod 9 refers to a screw rod for precise transmission, which is usually made of a high-precision metal material.

[0059] To enable the engineering vehicle to accommodate double-axle axles of varying spacing, an embodiment of the present invention proposes a method of conveniently adjusting the spacing between the left and right travel units 2, 3 by utilizing a combination of an optical axis 8 and a screw rod 9, thereby accommodating double-axle axles of varying spacing. Preferably, the connecting rod further includes a pitch-adjusting motor, which is an electric drive device that drives the screw rod to rotate, thereby increasing or decreasing the spacing between the left and right travel units 2, 3.

[0060] In one possible implementation, the connecting rod 4 includes an optical axis 8, a screw rod 9, and a pitch-adjusting motor. The optical axis 8 and the screw rod 9 are arranged in parallel, with both ends of the optical axis 8 and the screw rod 9 respectively extending through the left travel unit 2 and the right travel unit 3. The left travel unit 2 and the right travel unit 3 are each movably and fixedly connected to the optical axis 8 and the screw rod 9, respectively. The pitch-adjusting motor can rotate the screw rod 9, thereby driving the left travel unit 2 and the right travel unit 3 to move along the optical axis 8 to adjust the distance between them.

[0061] Preferably, the lead screw 9 of the connecting rod 4 adopts a trapezoidal drive screw, specifically a combination of a trapezoidal lead screw and a trapezoidal lead screw nut, with reverse thread nuts installed on the left and right sides of the drive screw, which can move toward the center line of the engineering vehicle under the drive of the same lead screw. The trapezoidal drive screw converts rotational motion into linear motion. The trapezoidal drive screw has a feed line with high friction, which is self-locking within the standard thread range. The advantage of this is that a separate lock is usually not required in the static position. The relative motion range on both sides is 500mm, and the single-side motion distance is 250mm, which meets the requirements of the on-site wheelbase adjustment range and always keeps the left and right travel units 3 running on the upper surface of the I-beam of the double-sided bridge to carry out operations such as laying corrugated plates of different widths. The power of the drive screw is composed of a T-type reducer and an RV worm gear reducer. The RV reducer is a worm gear reducer with a compact structure, a large transmission ratio, and a self-locking function under certain conditions.

[0062] In the embodiment of the present invention, the engineering vehicle using the combination of the optical axis 8 and the screw rod 9 has the following advantages:

[0063] By adjusting the distance between the left travel unit 2 and the right travel unit 3, it is possible to adapt to double-sided bridges with different distances, thereby improving the adaptability of the engineering vehicle; by rotating the screw rod 9 by the distance adjustment motor, the distance between the left travel unit 2 and the right travel unit 3 can be easily adjusted, and the operation is convenient and efficient; the combination of the optical axis 8 and the screw rod 9 provides high-precision transmission, ensuring the position accuracy between the left travel unit 2 and the right travel unit 3, thereby improving the driving safety of the engineering vehicle.

[0064] In a preferred embodiment, the left travel unit 2 includes a driving wheel 10 and at least one driven wheel, and the driving wheel 10 and the driven wheel are arranged horizontally in the same plane. The structure of the right travel unit 3 is the same as that of the left travel unit 2.

[0065] Specifically, the driving wheel 10 refers to the wheel that can rotate autonomously during the driving process of the engineering vehicle, and is used to propel the engineering vehicle forward; the driven wheel refers to the wheel that rotates along with the driving wheel 10 during the driving process of the engineering vehicle, and is used to support the engineering vehicle and assist its movement; the coplanar horizontal setting means that the driving wheel 10 and the driven wheel are set on the same horizontal plane to ensure smooth driving of the engineering vehicle.

[0066] Construction vehicles traveling on double-sided axles require high stability and safety. By designing the left travel unit 2 as a driving wheel 10 and at least one driven wheel, and arranging them coplanar and horizontally, the vehicle can ensure smooth travel on the double-sided axle, improving operational stability and safety. Furthermore, the right travel unit 3, with the same structure as the left travel unit 2, ensures consistent driving stability on both sides of the vehicle, further enhancing its stability.

[0067] In one possible implementation, the left travel unit 2 includes a driving wheel 10 and at least one driven wheel, arranged coplanarly and horizontally with the driven wheel. The driving wheel 10 can be electrically driven, propelling the construction vehicle forward. The driven wheel rotates in conjunction with the driving wheel 10, assisting the vehicle's movement and maintaining its stability. The right travel unit 3 also has the same structure as the left travel unit 2, including a driving wheel 10 and at least one driven wheel, also arranged coplanarly and horizontally.

[0068] In the embodiment of the present invention, by designing the left travel unit 2 as a driving wheel 10 and at least one driven wheel, and arranging them coplanarly and horizontally, the engineering vehicle of the present invention has the following advantages:

[0069] This makes the engineering vehicle more stable when traveling on double-sided bridges, reducing the possibility of shaking and swinging; since the driving units on both sides of the engineering vehicle have the same structure, the engineering vehicle is more balanced during driving, which improves safety; the presence of the driven wheel can better support the engineering vehicle, reduce the impact of uneven road surface and other factors on driving, and improve operational stability.

[0070] In a preferred embodiment, the left travel unit 2 includes a driving wheel 10 , a first driven wheel 11 , and a second driven wheel 12 . Figure 3 This is a schematic diagram of the principle structure of a left-travel unit provided according to an embodiment of the present application, such as Figure 3 As shown: the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 are all arranged horizontally in the same plane, and the driving wheel 10 is located in the middle position between the first driven wheel 11 and the second driven wheel 12. The structure of the right travel unit 3 is the same as that of the left travel unit 2.

[0071] Specifically, the coplanar horizontal arrangement means that the driving wheel 10 and the driven wheel are arranged on the same horizontal plane to ensure smooth driving of the engineering vehicle.

[0072] Construction vehicles traveling on double-sided axles require high stability and safety. By designing the left travel unit 2 as a driving wheel 10, a first driven wheel 11, and a second driven wheel 12, and arranging them coplanar and horizontally, with the driving wheel 10 positioned midway between the first and second driven wheels 11, 12, the construction vehicle can be better supported and ensured stable travel, improving operational stability and safety. Simultaneously, the right travel unit 3, with the same structure as the left travel unit 2, ensures consistent driving stability on both sides of the construction vehicle, further enhancing its stability.

[0073] In one possible implementation, the left travel unit 2 includes a driving wheel 10, a first driven wheel 11, and a second driven wheel 12. The driving wheel 10, the first driven wheel 11, and the second driven wheel 12 are all arranged horizontally in the same plane, and the driving wheel 10 is located in the middle of the first driven wheel 11 and the second driven wheel 12. The driving wheel 10 can be driven by electricity to propel the engineering vehicle forward. The first driven wheel 11 and the second driven wheel 12 rotate following the rotation of the driving wheel 10, assisting the engineering vehicle in moving and maintaining its stability. The right travel unit 3 also has the same structure as the left travel unit 2, including a driving wheel 10, a first driven wheel 11, and a second driven wheel 12. They are also arranged horizontally in the same plane, and the driving wheel 10 is located in the middle of the first driven wheel 11 and the second driven wheel 12.

[0074] In the embodiment of the present invention, by designing the left travel unit 2 as a driving wheel 10, a first driven wheel 11, and a second driven wheel 12, and arranging them coplanarly and horizontally, and arranging the driving wheel 10 in the middle of the first driven wheel 11 and the second driven wheel 12, the engineering vehicle of the present invention has the following advantages:

[0075] The coplanar and horizontal setting of the left driving unit 2 and the right driving unit 3 makes the engineering vehicle more stable when driving on the double-sided bridge, reducing the possibility of shaking and swinging; since the driving units on both sides of the engineering vehicle have the same structure, the engineering vehicle is more balanced during driving, which improves safety; the presence of the first driven wheel 11 and the second driven wheel 12 can better support the engineering vehicle, reduce the impact of uneven road surface and other reasons on driving, and improve operational stability; at the same time, the driving wheel 10 is located in the middle position between the first driven wheel 11 and the second driven wheel 12, which can better control the speed and stability of the engineering vehicle, further improving operational stability.

[0076] In a preferred embodiment, the left travel unit 2 further includes a drive motor, which is connected to the driving wheel 10 and is used to drive the driving wheel 10 to rotate. The structure of the right travel unit 3 is the same as that of the left travel unit 2.

[0077] Specifically, a drive motor refers to an electric motor that can provide power, and is usually used to drive the operation of a mechanical device.

[0078] By adding a drive motor to the left travel unit 2 and connecting the drive motor to the driving wheel 10, power can be provided to the left and right travel units 3, thereby driving the engineering vehicle forward.

[0079] In one possible implementation, the left travel unit 2 includes a driving wheel 10 and at least one driven wheel, and the driving wheel 10 is arranged horizontally and coplanarly with the driven wheel. The left travel unit 2 also includes a drive motor, which is connected to the driving wheel 10 and is used to drive the driving wheel 10 to rotate. The right travel unit 3 also has the same structure as the left travel unit 2, including a driving wheel 10 and at least one driven wheel, which are also arranged horizontally and coplanarly. At the same time, the right travel unit 3 also includes a drive motor, which is connected to the driving wheel 10 of the right travel unit 3 and is used to drive the driving wheel 10 to rotate.

[0080] Preferably, the diameter of the driving wheel 10 is 300 mm, the driving motor power is 2300 W, the maximum driving torque is 500 Nm, and the average travel speed of the engineering vehicle for laying corrugated boards is set to 0.2 m / s.

[0081] In the embodiment of the present invention, by adding a drive motor to the left travel unit 2 and connecting the drive motor to the driving wheel 10, more power can be provided to the driving wheel 10, thereby improving the driving power of the engineering vehicle; due to the addition of the drive motor, the rotation speed of the driving wheel 10 can be increased, thereby improving the driving efficiency of the engineering vehicle; since the left and right travel units 3 have the same structure, the engineering vehicle is more balanced during driving, and safety is improved; at the same time, the addition of the drive motor can also improve the operational stability of the engineering vehicle, further improving safety.

[0082] In a preferred embodiment, the left travel unit 2 further includes a transmission device, the drive motor is connected to the transmission device, the transmission device is connected to the driving wheel 10, and the structure of the right travel unit 3 is the same as that of the left travel unit 2.

[0083] Specifically, a transmission device refers to a mechanical device for transmitting power, typically consisting of components such as gears and chains. By adding a transmission device to the left travel unit 2 and connecting the drive motor to the transmission device, the power of the drive motor can be transmitted to the driving wheel 10, thereby driving the engineering vehicle forward.

[0084] In one possible implementation, the left travel unit 2 includes a driving wheel 10, a driven wheel, and a drive motor. The drive motor is connected to the transmission device, which is connected to the driving wheel 10 to drive the driving wheel 10 for rotation. The right travel unit 3 has the same structure as the left travel unit 2, including a driving wheel 10, a driven wheel, and a drive motor, which are also arranged coplanar and horizontally. The right travel unit 3 also includes a transmission device, which is connected to the drive motor of the right travel unit 3 to drive the driving wheel 10 for rotation.

[0085] Preferably, the drive motor is a DC motor, and the transmission device is a transmission box, with the DC motor and transmission box mounted antisymmetrically. This arrangement significantly shortens the wheelbase, saves space, and miniaturizes the vehicle while maintaining coaxial wheel alignment and providing greater power (typically, the motor's overall dimensions and power are proportional). This installation method offers a wider range of drive motor options, while the gearbox can increase torque and reduce speed. It can also utilize frictional self-locking to act as a brake when stopping is required, while also extending the wheelbase to meet wheel installation requirements.

[0086] In an embodiment of the present invention, by adding a transmission device to the left driving unit 2 and connecting the drive motor to the transmission device, the power transmission loss can be reduced and the transmission efficiency of the engineering vehicle can be improved; due to the addition of the drive motor and the transmission device, the power source of the engineering vehicle is more stable, thereby improving the driving stability of the engineering vehicle.

[0087] In a preferred embodiment, the left travel unit 2 also includes at least two hydraulic lifting devices 13, which are arranged coplanarly with the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 and are arranged on both sides of the driving wheel 10, and are used to lift or reset the vehicle body 1. The structure of the right travel unit 3 is the same as that of the left travel unit 2.

[0088] Specifically, the hydraulic lifting device 13 is a hydraulically driven lifting device for an engineering vehicle, which can drive a piston rod by the pressure of hydraulic oil, thereby lifting or resetting the body 1 of the engineering vehicle.

[0089] Engineering vehicles traveling on double-sided bridges sometimes need to raise the vehicle body 1 and left and right travel units 3 to a certain height. For example, when encountering a road obstacle or stairs, the vehicle body 1 can be raised to overcome the obstacle or climb the stairs. When entering a low space, the vehicle body 1 can be lowered to a lower height. This improves the vehicle's stability and balance when lifting heavy objects. By adding at least two hydraulic lifting devices 13 to the left travel unit 2 and arranging them coplanar with the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 and on either side of the driving wheel 10, the vehicle body 1 can be raised or reset when needed, thereby improving the vehicle's operational flexibility, stability, and adaptability.

[0090] In one possible implementation, the left travel unit 2 includes a driving wheel 10, a first driven wheel 11, and a second driven wheel 12. The driving wheel 10, the first driven wheel 11, and the second driven wheel 12 are all arranged horizontally in the same plane, with the driving wheel 10 located midway between the first driven wheel 11 and the second driven wheel 12. The left travel unit 2 also includes at least two hydraulic lifting devices 13, which are arranged coplanar with the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 and are located on both sides of the driving wheel 10. Each hydraulic lifting device 13 consists of a hydraulic cylinder and a piston rod. The piston rod is controlled to extend or retract by controlling the flow of hydraulic oil, thereby lifting or resetting the body 1 of the engineering vehicle.

[0091] The right travel unit 3 has the same structure as the left travel unit 2, including a driving wheel 10, a first driven wheel 11, and a second driven wheel 12, all of which are also arranged horizontally and coplanarly. The right travel unit 3 also includes at least two hydraulic lift devices 13, which are coplanar with the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 of the right travel unit 3 and are located on either side of the driving wheel 10.

[0092] In the embodiment of the present invention, by adding at least two hydraulic lifting devices 13 to the left travel unit 2, and arranging them coplanarly with the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 and on both sides of the driving wheel 10, the engineering vehicle of the present invention has the following advantages: the engineering vehicle can lift or reset the vehicle body 1 when needed, thereby improving operational flexibility and adaptability; since the left and right travel units 3 have the same structure, the engineering vehicle is more balanced during driving, and safety is improved; at the same time, the addition of the hydraulic lifting device 13 can also improve the operational stability of the engineering vehicle, further improving safety.

[0093] In a preferred embodiment, the left travel unit 2 also includes two spring suspensions 14, which are arranged at the upper end of the driven wheel and are connected to the vehicle body 1 and the driven wheel respectively. The structure of the right travel unit 3 is the same as that of the left travel unit 2. Figure 4 This is a schematic diagram of the principle structure of another left-travel unit provided according to an embodiment of the present application, such as Figure 4 shown.

[0094] Specifically, the spring suspension 14 refers to an elastic support device, which is generally composed of springs, shock absorbers and related connecting parts, and is used to support and buffer the weight and vibration of the vehicle.

[0095] By adding two spring suspensions 14 to the left travel unit 2 and setting them at the upper end of the driven wheel, connecting them to the vehicle body 1 and the driven wheel, elastic support and cushioning can be provided, reducing vibration and impact during driving, thereby improving the comfort and stability of the engineering vehicle.

[0096] In one possible implementation, the left travel unit 2 includes a driving wheel 10, a first driven wheel 11, and a second driven wheel 12. The driving wheel 10, the first driven wheel 11, and the second driven wheel 12 are all arranged horizontally in the same plane, with the driving wheel 10 located between the first driven wheel 11 and the second driven wheel 12. The left travel unit 2 also includes two spring suspensions 14, each consisting of a spring, a shock absorber, and related connecting parts. The spring suspension 14 is arranged at the upper end of a driven wheel and connected to the vehicle body 1 and the driven wheel.

[0097] The right travel unit 3 has the same structure as the left travel unit 2, including a driving wheel 10, a first driven wheel 11, and a second driven wheel 12, all of which are also arranged horizontally in the same plane. The right travel unit 3 also includes two spring suspensions 14, each consisting of a spring, a shock absorber, and related connecting parts. These suspensions are located above a driven wheel and connected to the vehicle body 1 and the driven wheel.

[0098] In the embodiment of the present invention, by adding two spring suspensions 14 to the left travel unit 2 and arranging them at the upper end of the driven wheel and connecting them to the vehicle body 1 and the driven wheel, the engineering vehicle of the present invention has the following advantages: the addition of the spring suspension 14 can provide elastic support and cushioning, reduce vibration and impact during driving, and thus improve the stability of the engineering vehicle; due to the addition of the spring suspension 14, the engineering vehicle can reduce vibration and noise during driving, thereby improving the comfort of operation; the operational stability of the engineering vehicle can be improved, and the safety is further improved.

[0099] In a preferred embodiment, the direction monitoring unit 5 utilizes a centering laser sensor 15 for collecting the distance from the centering laser sensor 15 to one side of the double-sided bridge, thereby monitoring whether the engineering vehicle is traveling in the middle of the double-sided bridge. Preferably, two centering laser sensors 15 are provided, spaced a predetermined distance apart, at the centerline of the vehicle's underbody. Figure 5 This is a schematic diagram of the principle structure of an engineering vehicle for traveling on a double-sided bridge, including a mid-travel laser sensor 15, provided according to an embodiment of the present application. Figure 5 shown.

[0100] Specifically, the centering laser sensor 15 refers to a laser sensor, which is characterized in that it can collect distance information from itself to one side of the double-sided bridge to determine whether the engineering vehicle is located in the middle position of the double-sided bridge.

[0101] Due to the limited width of the double-sided bridge, if the construction vehicle deviates from the center of the bridge, it may roll over or deviate from the target driving path. Therefore, the use of the centering laser sensor 15 can monitor the position of the construction vehicle in real time and adjust the driving direction in time to ensure that the construction vehicle always stays in the center of the double-sided bridge.

[0102] In one possible implementation, the direction monitoring unit 5 employs a centering laser sensor 15 mounted on the bottom of the construction vehicle body 1. This sensor collects distance information from the vehicle to one side of the double-sided bridge. Internal circuitry in the centering laser sensor 15 converts the collected distance information into an electrical signal, which is then transmitted to the construction vehicle's control unit for processing and analysis. Based on the magnitude of the electrical signal, the control unit determines whether the construction vehicle has deviated from the center of the double-sided bridge. If so, the control unit adjusts the vehicle's direction accordingly, ensuring that the vehicle remains centered on the double-sided bridge.

[0103] In the embodiment of the present invention, by adopting the centering laser sensor 15, the engineering vehicle of the present invention has the following advantages: it can monitor the position information of the engineering vehicle in real time, and promptly discover the situation where the engineering vehicle deviates from the middle position of the double-sided bridge, thereby avoiding the occurrence of dangerous situations such as rollover or deviation from the target driving path, thereby improving safety; because the centering laser sensor 15 can monitor the position information of the engineering vehicle in real time, the driving direction can be adjusted in time to ensure that the engineering vehicle always travels in the middle position of the double-sided bridge, thereby improving stability.

[0104] In a preferred embodiment, the engineering vehicle further includes an alarm system, which is disposed on the vehicle body 1 and connected to the processor 6 , and is configured to issue an alarm when a dangerous situation is detected.

[0105] Specifically, an alarm system refers to a mechanical device or electronic system that can sense dangerous situations and sound an alarm.

[0106] Since construction vehicles may encounter various dangerous situations during driving, such as lane departure and collision, an alarm system is needed that can issue an alarm in time when these dangerous situations are detected, reminding the driver to take corresponding measures to avoid accidents.

[0107] In one possible implementation, the construction vehicle also includes an alarm system, which is installed on the vehicle body 1 and connected to the processor 6. Specifically, the alarm system includes one or more sensors for monitoring the vehicle's driving status, such as lane departure and collision. The sensors transmit the detected information to the processor 6 for processing and analysis. If the processor 6 determines that the construction vehicle is in a dangerous situation, it controls the alarm system to sound an alarm, prompting the operator to take appropriate measures.

[0108] In an embodiment of the present invention, by providing an alarm system on an engineering vehicle, the engineering vehicle of the present invention has the following advantages: the addition of the alarm system can detect dangerous situations in a timely manner and issue an alarm, reminding the driver to take corresponding measures to avoid accidents, thereby improving safety; the alarm system can immediately issue an alarm when a dangerous situation is detected, so that the driver can understand the driving status of the engineering vehicle in a timely manner and take corresponding measures in a timely manner.

[0109] It can be seen that the engineering vehicle for traveling on a double-sided bridge according to the embodiment of the present invention has at least the following technical effects compared with the prior art:

[0110] 1. Through the coordination of the left travel unit 2, the right travel unit 3, the connecting rod 4, the direction monitoring unit 5, the processor 6, and the controller 7, precise control of the engineering vehicle on the double-sided bridge is achieved, improving operating efficiency and safety;

[0111] 2. The direction of the engineering vehicle can be monitored in real time through the direction monitoring unit 5, and the controller 7 generates control instructions based on the received calculation results to control the movement direction and / or speed of the left travel unit 2 and / or the right travel unit 3, thereby achieving precise control of the travel direction and speed and direction correction, improving the monitoring ability of the travel direction and the perception ability of the environment, and enhancing the intelligent capability;

[0112] 3. By using at least two sets of connecting rods 4 and arranging them in parallel at a predetermined distance, the structural strength and stability of the engineering vehicle are improved, thereby ensuring its safe driving on the double-sided bridge;

[0113] 4. By adopting the combination of the optical axis 8, the screw rod 9, and the drive motor, and by adjusting the distance between the left travel unit 2 and the right travel unit 3, it can adapt to double-sided axles with different distances, thereby improving the adaptability of the engineering vehicle;

[0114] 5. By designing the left travel unit 2 as a driving wheel 10, a first driven wheel 11, and a second driven wheel 12, and arranging them coplanarly and horizontally with the driving wheel 10 located between the first driven wheel 11 and the second driven wheel 12, the engineering vehicle becomes more stable when traveling on the double-sided bridge, reducing the possibility of shaking and swinging;

[0115] 6. By adding a drive motor to the left travel unit 2 and connecting the drive motor to the driving wheel 10, more power can be provided to the driving wheel 10, thereby improving the driving power of the engineering vehicle;

[0116] 7. By adding a transmission device to the left travel unit 2 and connecting the drive motor to the transmission device, the power transmission loss can be reduced and the transmission efficiency of the engineering vehicle can be improved;

[0117] 8. By adding at least two hydraulic lifting devices 13 to the left travel unit 2 and arranging them coplanar with the driving wheel 10, the first driven wheel 11, and the second driven wheel 12 and on both sides of the driving wheel 10, the engineering vehicle can lift or reset the vehicle body 1 when needed, thereby improving operational flexibility and adaptability;

[0118] 9. By adding two spring suspensions 14 to the left travel unit 2 and arranging them on the upper end of the driven wheel and connecting them to the vehicle body 1 and the driven wheel, elastic support and buffering can be provided, reducing vibration and impact during driving, thereby improving the stability of the engineering vehicle;

[0119] 10. By using the centering laser sensor 15, the position of the engineering vehicle can be monitored in real time, and the situation where the engineering vehicle deviates from the center position of the double-side bridge can be detected in time, further improving the monitoring accuracy and perception ability of the engineering vehicle;

[0120] 11. By installing an alarm system on the engineering vehicle, dangerous situations can be detected in time and alarms can be issued, thus improving the safety of use.

[0121] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. An engineering vehicle for traveling on a double-sided bridge, characterized in that: include: Vehicle body, left travel unit, right travel unit, connecting rod, direction monitoring unit, processor, controller; The left travel unit and the right travel unit are respectively arranged at the lower part of the vehicle body and connected to the vehicle body for supporting the vehicle body. The left travel unit and the right travel unit are respectively driven by electricity and move in a predetermined straight direction and / or a predetermined speed. The left travel unit is connected to the right travel unit through the connecting rod so that the predetermined straight direction of movement of the left travel unit and the right travel unit remains parallel. The direction monitoring unit, the processor, and the controller are all arranged on the vehicle body. The direction monitoring unit is connected to the processor for monitoring the forward direction of the engineering vehicle and sending the monitoring data to the processor. The processor is connected to the controller for calculating the received monitoring data and sending the calculation results to the controller. The controller is respectively connected to the left travel unit and the right travel unit for generating control instructions according to the calculation results to control the movement direction and / or speed of the left travel unit and the right travel unit.

2. The engineering vehicle for traveling on a double-sided bridge according to claim 1, characterized in that: The number of the connecting rods is at least two sets, and the connecting rods are spaced a predetermined distance apart and arranged in parallel.

3. The engineering vehicle for traveling on a double-sided bridge according to claim 2, characterized in that: The connecting rod includes an optical axis and a screw rod; the optical axis and the screw rod are arranged in parallel, and both ends of the optical axis and the screw rod respectively pass through the left travel unit and the right travel unit, and the left travel unit and the right travel unit are respectively movably and fixedly connected to the optical axis and the screw rod, which are used to adjust the distance between the left travel unit and the right travel unit to adapt to driving on double-sided bridges with different distances.

4. The engineering vehicle for traveling on a double-sided bridge according to claim 1, characterized in that: The left travel unit includes a driving wheel and at least one driven wheel, and the driving wheel and the driven wheel are arranged horizontally in the same plane. The structure of the right travel unit is the same as that of the left travel unit.

5. The engineering vehicle for traveling on a double-sided bridge according to claim 4, characterized in that: The left travel unit includes a driving wheel, a first driven wheel, and a second driven wheel. The driving wheel, the first driven wheel, and the second driven wheel are all arranged horizontally in the same plane, and the driving wheel is located in the middle position between the first driven wheel and the second driven wheel. The structure of the right travel unit is the same as that of the left travel unit.

6. An engineering vehicle for traveling on a double-sided bridge according to any one of claims 1 to 5, characterized in that: The left travel unit further includes a drive motor, which is connected to the driving wheel and is used to drive the driving wheel to rotate. The structure of the right travel unit is the same as that of the left travel unit.

7. The engineering vehicle for traveling on a double-sided bridge according to claim 5, characterized in that: The left travel unit also includes at least two hydraulic lifting devices, which are arranged coplanar with the driving wheel, the first driven wheel, and the second driven wheel and are arranged on both sides of the driving wheel, and are used to lift or reset the vehicle body. The structure of the right travel unit is the same as that of the left travel unit.

8. An engineering vehicle for traveling on a double-sided bridge according to any one of claim 5, characterized in that: The left travel unit further includes two spring suspensions, which are arranged at the upper ends of the driven wheels and connected to the vehicle body and the driven wheels respectively. The structure of the right travel unit is the same as that of the left travel unit.

9. An engineering vehicle for traveling on a double-sided bridge according to any one of claims 1 to 5, characterized in that: The direction monitoring unit adopts a mid-travel laser sensor to collect the distance from the mid-travel laser sensor to one side of the double-sided bridge, so as to monitor whether the engineering vehicle is traveling in the middle position of the double-sided bridge.

10. An engineering vehicle for traveling on a double-sided bridge according to any one of claims 1 to 5, characterized in that: It also includes an alarm system, which is arranged on the vehicle body and connected to the processor, and is used to issue an alarm when a dangerous situation is detected.

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