Subway construction material transport vehicle and construction method

Abstract

The invention discloses a subway construction material transport vehicle and a construction method, and belongs to the technical field of subway construction material transport vehicles. The device comprises a vehicle body, a vehicle frame is arranged above the vehicle body, a conveying assembly distributed in the extending direction of the vehicle frame is arranged on the vehicle frame, and the conveying assembly can sequentially convey prefabricated plate stacks stacked on the rear side of the vehicle frame to the front side of the vehicle frame so that the distance between the prefabricated plate stacks and the front end of the vehicle frame can be shortened; the device further comprises self-adaptive wheels arranged on the two sides of the vehicle body, each self-adaptive wheel comprises an outer deflection frame movably hinged to the side face of the vehicle body, and the outer deflection frames can deflect towards the side face at the hinged positions. According to the conveying device, the prefabricated slab stacks on the rear side of the frame can be sequentially conveyed to the front side through the conveying assembly, the distance between the prefabricated slab stacks and the front end of the frame is effectively shortened, hoisting operation of the track-laying hoisting vehicle is greatly facilitated, the time consumed by the track-laying hoisting vehicle to move along the frame is shortened, and the construction efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of subway construction material transport vehicles, in particular to a subway construction material transport vehicle and a construction method. BACKGROUND

[0002] The subway construction material transport vehicle is a railway track transport machine used for loading and transporting prefabricated plates and floating plates for subway construction, and can also be used for receiving, transporting and unloading railway ballast and contaminated soil. It effectively reduces the labor intensity of workers, improves work efficiency, and protects the construction environment.

[0003] The working mode of the existing subway construction material transport vehicle is as follows: during construction, the prefabricated plates are stacked on the transport vehicle one by one to form a regular prefabricated plate stack. Then, the transport vehicle drives along the designated route into the tunnel to the designated position. After arriving, the track laying and hoisting vehicle starts working, which accurately hoists the prefabricated plates on the transport vehicle one by one and places them on the predetermined position on the ground of the tunnel. After all the prefabricated plates in a vehicle are placed, the empty transport vehicle returns to the loading point to reload the prefabricated plates, and the cycle continues until the laying of all prefabricated plates in the tunnel is completed.

[0004] The above prior art solution has the following disadvantages: tunnels are usually excavated by shield machines, and the side walls are arc-shaped. When the tunnel is narrow and the bottom plane width is lower than the wheel spacing of the transport vehicle, the wheels of the transport vehicle will only contact the side walls of the tunnel on the outer side, resulting in unstable driving. At the same time, in order to ensure the carrying capacity, the subway construction material transport vehicle is usually long. When laying prefabricated plates, the track laying and hoisting vehicle needs to move back and forth between the transport vehicle and the laying point. After the current side prefabricated plate stack is laid, the movement path of the track laying and hoisting vehicle becomes longer, and the moving time increases, which not only affects the continuity of material laying, but also reduces the overall construction efficiency and increases the construction cost. SUMMARY

[0005] The present application provides a subway construction material transport vehicle and a construction method, which can solve the problem of the prior art that the movement path of the track laying and hoisting vehicle becomes longer after the current side prefabricated plate stack is laid, the moving time increases, and the overall construction efficiency is further reduced.

[0006] A subway construction material transport vehicle includes a car body with a frame mounted on top. Conveying components distributed along the frame's extension direction are mounted on the frame. These conveying components sequentially transport precast slab stacks piled at the rear of the frame to the front of the frame, thereby reducing the distance between the precast slab stacks and the front end of the frame. The device also includes adaptive wheels on both sides of the car body. Each set of adaptive wheels includes an outer deflector frame movably hinged to the side of the car body. The outer deflector frame can deflect laterally at the hinged position. An automatic telescopic rod for deflection control is provided between the outer deflector frame and the car body. This automatic telescopic rod controls the deflection angle of the outer deflector frame to adapt to the curved tunnel sidewall. A moving component capable of driving the car body is mounted at the lower end of the outer deflector frame.

[0007] As a further aspect of the present invention: a rail frame is provided on the front side of the vehicle frame, a sliding frame is slidably fitted on the rail frame, an electric push rod is fixedly provided on the sliding frame, an insert plate is fixedly provided at the output end of the electric push rod, and the electric push rod can push the insert plate to embed between the precast slabs, thereby facilitating the lifting of the precast slabs; a hydraulic drive mechanism for driving the sliding frame to perform lifting and lowering movements is provided on the rail frame.

[0008] As a further aspect of the present invention: a stabilizing plate is fixedly provided on the insert plate to maintain the stability of the precast slab when it is lifted.

[0009] As a further aspect of the present invention: the moving component includes a wheel frame rotatably disposed at the lower end of the outer frame, a carrier wheel rotatably disposed under the wheel frame, a second hydraulic motor for driving the carrier wheel to rotate is disposed inside the wheel frame, and a steering control automatic telescopic rod is movably disposed between the wheel frame and the outer frame, the steering control automatic telescopic rod can control the rotation angle of the wheel frame, thereby controlling the direction of movement of the vehicle body.

[0010] As a further aspect of the present invention: the conveying assembly includes side gearboxes disposed on both sides of the frame, multiple sets of bearing rollers are disposed between the two sets of side gearboxes, and a conveyor belt is disposed on the outer side of all the bearing rollers. A third hydraulic motor is disposed on the frame for driving the side gearboxes to run. The third hydraulic motor drives the gearboxes to run, thereby driving all the bearing rollers to rotate in the same direction.

[0011] As a further aspect of the present invention: a pad is laid on the conveyor belt, the pad being used to distribute the pressure of the precast slab and reduce the local pressure on the bearing roller and the conveyor belt.

[0012] As a further aspect of the present invention: the rail frame includes a support frame fixedly mounted on the vehicle frame, and a longitudinal guide rail is provided on one side of the support frame that slides in cooperation with the sliding frame.

[0013] As a further aspect of the present invention: the hydraulic drive mechanism includes a transmission belt assembly disposed inside the support frame for driving the sliding frame to rise and fall, and a first hydraulic motor disposed on the frame for driving the transmission belt assembly to move.

[0014] As a further aspect of the present invention, the front end of the insert plate is provided with a slope.

[0015] A construction method for a subway construction material transport vehicle includes the following steps: S1: During loading, the precast slabs are hoisted onto the conveying assembly at the rear of the vehicle frame in sequence and stacked neatly. When the number of precast slab stacks reaches a certain amount, the conveying assembly is started to move the precast slab stacks forward a certain distance, so that they can continue to be stacked at the rear of the vehicle frame until the vehicle frame is fully loaded. S2: When entering the tunnel, the adaptive wheel can be adjusted as needed to make the adaptive wheel deflect outward and the carrying wheel contact the curved sidewall of the tunnel; S3: The track-laying crane moves back and forth, lifting the precast slabs at the front of the frame and laying them on the ground in sequence. After the first set of precast slabs is laid, the conveying component moves the rear set of precast slabs to the front, and the track-laying crane continues to lay them until all precast slabs are laid.

[0016] The beneficial effects of this invention are: 1. In this invention, the conveying assembly consists of side gearboxes, bearing rollers, a conveyor belt, and a third hydraulic motor, all located on both sides of the chassis. Gears inside the side gearboxes are connected via transmission gears or toothed belts. The bearing rollers are coaxially fixed with the gears, and the conveyor belt is fitted onto the outside of the bearing rollers. The third hydraulic motor drives the side gearboxes to rotate the bearing rollers in the same direction, thereby causing the conveyor belt to move. This conveying assembly can sequentially transport precast slab stacks from the rear of the chassis to the front, effectively reducing the distance between the precast slab stacks and the front of the chassis. This greatly facilitates the lifting operation of the track-laying crane, reduces the time spent by the crane moving along the chassis, and improves construction efficiency.

[0017] 2. In this invention, adaptive wheels are installed on both sides of the vehicle body. Each set includes an outer deflector frame movably hinged to the side of the vehicle body. An automatic deflection control telescopic rod is provided between the outer deflector frame and the vehicle body to control the deflection angle to adapt to the curved sidewall of the tunnel. A wheel frame is rotatably mounted at the lower end of the outer deflector frame, and a carrier wheel is rotatably mounted at the lower end of the wheel frame. A second hydraulic motor is located inside the wheel frame to drive the carrier wheel to rotate. An automatic steering control telescopic rod is provided between the wheel frame and the outer deflector frame to control the direction of movement of the vehicle body. When the vehicle body enters the tunnel and encounters a situation where the width of the tunnel bottom plane is less than the wheel track, the automatic deflection control telescopic rod drives the outer deflector frame to deflect outward, so that the wheel surface of the carrier wheel is tangent to the curved sidewall of the tunnel, ensuring a large contact area between the carrier wheel and the bearing surface, and ensuring stability during transportation. At the same time, through the cooperation of the automatic steering control telescopic rod and the second hydraulic motor, the steering operation of the vehicle body can be realized, improving the adaptability and flexibility of the transport vehicle in the tunnel.

[0018] 3. In this invention, the rail frame is fixedly mounted on the vehicle frame and consists of a support frame and longitudinal guide rails. The longitudinal guide rails ensure the stable operation of the sliding frame. The sliding frame is slidably fitted onto the rail frame, and an electric push rod is fixedly mounted on it. The output end of the electric push rod is fixedly fitted with a sloped insert plate for easy insertion into the precast slab intervals. A hydraulic drive mechanism is provided on the rail frame to drive the sliding frame to perform lifting and lowering movements. A stabilizing plate is also fixedly mounted on the insert plate. When the track-laying crane uses slings to lift the precast slabs, the precast slabs are restrained between the four sets of stabilizing plates by the insert plate and the stabilizing plate, preventing the precast slabs from swaying and rotating due to tension during lifting, which could lead to impacts with the tunnel sidewalls or workers, causing safety issues. The design of the sliding frame also assists the track-laying crane in lifting the precast slabs, reducing the swaying caused by tension when the slings lift the precast slabs. Attached Figure Description

[0019] Figure 1 This invention provides a schematic diagram of the overall structure of a subway construction material transport vehicle. Figure 2 A schematic diagram of the bearing roller distribution structure of a subway construction material transport vehicle provided by the present invention; Figure 3 A schematic diagram of an adaptive wheel structure for a subway construction material transport vehicle provided by the present invention; Figure 4 A schematic diagram of a subway construction material transport vehicle track frame structure provided by the present invention; Figure 5 This invention provides a schematic diagram of a sliding frame structure for a subway construction material transport vehicle.

[0020] Explanation of reference numerals in the attached figures: 1. Car body; 2. Car frame; 3. Conveying assembly; 301. Side gearbox; 302. Bearing roller; 303. Conveyor belt; 4. Rail frame; 401. Support frame; 402. Longitudinal guide rail; 5. Sliding frame; 501. Electric push rod; 502. Insert plate; 503. Stabilizing plate; 6. Hydraulic drive mechanism; 601. First hydraulic motor; 602. Transmission belt assembly; 7. Adaptive wheel; 701. External bias frame; 702. Wheel frame; 703. Carrying wheel; 704. External bias control automatic telescopic rod; 705. Steering control automatic telescopic rod; 8. Pad plate. Detailed Implementation

[0021] The specific embodiments of the present invention will be described in detail below, but it should be understood that the scope of protection of the present invention is not limited to the specific embodiments.

[0022] like Figures 1 to 5As shown in the figure, an embodiment of the present invention provides a subway construction material transport vehicle and construction method, including a vehicle body 1, and a frame 2 disposed on top of the vehicle body 1. Conveying components 3 are distributed along the extending direction of the frame 2, with the specific structure as shown below. Figure 1 As shown, the conveying assembly 3 can sequentially transport the precast slab stacks piled at the rear of the chassis 2 to the front of the chassis 2. This effectively shortens the distance between the precast slab stacks and the front end of the chassis 2, thereby greatly facilitating the lifting operation of the track-laying crane and reducing the time spent by the track-laying crane moving along the chassis 2.

[0023] In addition to the aforementioned conveying component 3, the transport vehicle is also equipped with adaptive wheels 7 located on both sides of the vehicle body 1, similarly... Figure 1 As shown. Each set of adaptive wheels 7 includes an outer deflector 701 movably hinged to the side of the vehicle body 1. This outer deflector 701 has the ability to deflect laterally at the hinged position. To control the outward deflection angle of the outer deflector 701 to adapt to the curved sidewall of the tunnel, an outward deflection control automatic telescopic rod 704 is provided between the outer deflector 701 and the vehicle body 1. A wheel frame 702 is rotatably mounted at the lower end of the outer deflector 701, and a carrier wheel 703 is rotatably mounted at the lower end of the wheel frame 702. When the vehicle body 1 enters the tunnel, if the tunnel bottom plane width is less than the wheel track, the outer deflector 701 can be deflected outward by the outward deflection control automatic telescopic rod 704, so that the wheel surface of the carrier wheel 703 is tangent to the curved sidewall of the tunnel. In this way, a large contact area is ensured between the carrier wheel 703 and the bearing surface, thereby ensuring stability during transportation.

[0024] A second hydraulic motor for rotating the carrier wheel 703 is also provided inside the wheel frame 702. Simultaneously, a steering control automatic telescopic rod 705 is movably installed between the wheel frame 702 and the outer offset frame 701. This steering control automatic telescopic rod 705 can control the rotation angle of the wheel frame 702, thereby controlling the direction of movement of the vehicle body 1. In actual use, the second hydraulic motor drives the carrier wheel 703 to rotate, thus moving the vehicle body 1. When turning is required, the steering control automatic telescopic rod 705 applies a deflection force to the wheel frame 702, causing the wheel frame 702 to rotate at the bottom of the outer offset frame 701. When the second hydraulic motor restarts, it will drive the vehicle body 1 to complete the steering operation. This device has cabs at both the front and rear to facilitate movement in tunnels, and adaptive wheels 7 are installed at both the front and rear. However, each cab can only control the adjacent adaptive wheels 7, thus ensuring the turning capability of the transport vehicle.

[0025] In this embodiment, a rail frame 4 is also provided on the front side of the frame 2. A sliding frame 5 is slidably fitted on the rail frame 4, and an electric push rod 501 is fixedly installed on the sliding frame 5. An insert plate 502 is fixedly installed at the output end of the electric push rod 501. The front end of the insert plate 502 is provided with a slope to facilitate the insertion of the precast slabs between them. A hydraulic drive mechanism 6 is also provided on the rail frame 4 to drive the sliding frame 5 to move up and down. In actual use, the hydraulic drive mechanism 6 can drive the uppermost precast slab between the sliding frame 5 and the rail frame 4 to align. Then, the electric push rod 501 is activated to push the insert plate 502 into the space between the precast slabs. The design of the sliding frame 5 can assist the rail-laying crane in lifting the precast slabs and reduce the swaying caused by the tension of the sling when the sling is just lifted. In addition, a stabilizing plate 503 is fixedly installed on the insert plate 502 to maintain the stability of the precast slab when it is lifted. In this way, when the track-laying crane uses slings to lift the precast slab, the precast slab will be secured between the four sets of stabilizing plates 503 by the action of the insert plate 502 and the stabilizing plate 503. Figure 4 This is to prevent the precast slabs from shaking and rotating during hoisting, which could cause them to collide with the tunnel sidewalls or workers, thus avoiding safety issues.

[0026] The conveying assembly 3 includes side gearboxes 301 on both sides of the frame 2. Gears mesh with each other on the inner side of each side gearbox 301 along the direction of the conveying assembly 3, and these gears are connected by transmission gears or transmission belts. Thus, when one set of gears rotates, the other gears are also driven to rotate. Multiple sets of support rollers 302 are arranged between the two sets of side gearboxes 301, each set of support rollers 302 being coaxially and fixedly connected to the corresponding gear. Therefore, when the gears rotate, the corresponding support rollers 302 also rotate. A conveyor belt 303 is fitted to the outer side of all the support rollers 302. When the support rollers 302 rotate synchronously, they drive the conveyor belt 303, which in turn drives the precast plates on the conveyor belt 303. A third hydraulic motor (not shown in the figure, but located at the bottom of the frame 2) is also provided on the frame 2 to drive the side gearboxes 301. The third hydraulic motor drives the gearboxes to rotate all the support rollers 302 in the same direction.

[0027] A pad 8, made of thin metal sheet, is also laid on the conveyor belt 303. The main function of the pad 8 is to distribute the pressure of the precast slabs, reducing the local pressure on the bearing roller 302 and the conveyor belt 303, thus playing a buffering role. After all the precast slabs on the pad 8 have been lifted away, the conveyor assembly 3 can be driven to send the pad 8 out from the front. After the workers receive the pad 8, they will send it to the rear end of the conveyor assembly 3 for continued use.

[0028] Furthermore, the specific structure of the rail frame 4 includes a support frame 401 fixedly mounted on the chassis 2. The hydraulic drive mechanism 6 includes a transmission belt assembly 602 disposed inside the support frame 401 for driving the sliding frame 5 to rise and fall. The transmission belt assembly 602 includes a transmission wheel and a transmission belt disposed inside the support frame 401. The transmission belt is preferably made of metal to ensure its service life. The chassis 2 is also equipped with a first hydraulic motor 601 for driving the transmission belt assembly 602. The first hydraulic motor 601 can drive the transmission wheel to rotate, thereby driving the sliding frame 5 to rise and fall. A longitudinal guide rail 402 is provided on one side of the support frame 401, which slides and engages with the sliding frame 5. The function of this longitudinal guide rail 402 is to block the opening on one side of the support frame 401 and, in conjunction with the sliding frame 5, ensure that the sliding frame 5 can operate stably.

[0029] As a different implementation from existing transport vehicles, the transport vehicle proposed in this invention operates as follows: During the loading stage, workers first lay the pads 8 on the rear end of the conveyor assembly 3, and then hoist the precast slabs one by one onto the pads 8 at the rear end of the chassis 2 using slings, and stack them neatly. When the number of precast slab stacks reaches a certain amount, the conveyor assembly 3 is activated to move the precast slab stacks forward a certain distance, thereby reserving stacking space at the rear of the transport vehicle. In this way, pads 8 can continue to be laid and stacked at the rear end of the chassis 2 until the chassis 2 is fully loaded.

[0030] When entering the tunnel, the adaptive wheel 7 can be adjusted as needed to deflect outwards, allowing the carrier wheel 703 to contact the curved sidewall of the tunnel. This ensures that the contact surface of the carrier wheel 703 makes full contact with the curved sidewall of the tunnel, thereby guaranteeing stability during transportation.

[0031] During the track-laying and hoisting phase, the track-laying hoisting vehicle moves back and forth, sequentially lifting and laying the precast slabs at the front of the frame 2 onto the ground. After the previous set of precast slabs is laid, the conveying assembly 3 moves the rear set of precast slabs to the front. This shortens the movement path of the track-laying hoisting vehicle, allowing it to continue laying the next set of precast slabs until all precast slabs have been laid.

[0032] The above-disclosed embodiments are merely a few specific examples of the present invention. However, the embodiments of the present invention are not limited thereto, and any variations that can be conceived by those skilled in the art should fall within the protection scope of the present invention.

Claims

1. A subway construction material transport vehicle, comprising a vehicle body (1), wherein a frame (2) is disposed on top of the vehicle body (1), characterized in that, The frame (2) is provided with a conveying assembly (3) distributed along the extension direction of the frame (2). The conveying assembly (3) can sequentially send the precast slab stacks piled on the rear side of the frame (2) to the front side of the frame (2) to shorten the distance between the precast slab stacks and the front end of the frame (2). The device also includes adaptive wheels (7) on both sides of the vehicle body (1). Each set of adaptive wheels (7) includes an outer deflector (701) that is movably hinged to the side of the vehicle body (1). The outer deflector (701) can deflect to the side at the hinge position. An outer deflection control automatic telescopic rod (704) is provided between the outer deflector (701) and the vehicle body (1). The outer deflection control automatic telescopic rod (704) is used to control the outer deflection angle of the outer deflector (701) to adapt to the curved tunnel sidewall. A moving component that can drive the vehicle body (1) to move is provided at the lower end of the outer deflector (701).

2. The subway construction material transport vehicle as described in claim 1, characterized in that, The front side of the frame (2) is provided with a rail frame (4), and a sliding frame (5) is slidably fitted on the rail frame (4). An electric push rod (501) is fixedly installed on the sliding frame (5), and an insert plate (502) is fixedly installed at the output end of the electric push rod (501). The electric push rod (501) can push the insert plate (502) to embed between the precast slabs, thereby facilitating the lifting of the precast slabs. The rail frame (4) is provided with a hydraulic drive mechanism (6) for driving the sliding frame (5) to perform lifting and lowering movements.

3. A subway construction material transport vehicle as described in claim 2, characterized in that, A stabilizing plate (503) is fixedly installed on the insert plate (502) to maintain the stability of the precast slab when it is lifted.

4. A subway construction material transport vehicle as described in claim 3, characterized in that, The moving component includes a wheel frame (702) rotatably mounted at the lower end of the outer frame (701), a carrier wheel (703) rotatably mounted under the wheel frame (702), a second hydraulic motor for driving the carrier wheel (703) to rotate is provided on the inner side of the wheel frame (702), and a steering control automatic telescopic rod (705) is movably mounted between the wheel frame (702) and the outer frame (701). The steering control automatic telescopic rod (705) can control the rotation angle of the wheel frame (702), thereby controlling the movement direction of the vehicle body (1).

5. A subway construction material transport vehicle as described in claim 4, characterized in that, The conveying assembly (3) includes side gearboxes (301) arranged on both sides of the frame (2). Multiple sets of bearing rollers (302) are arranged between the two sets of side gearboxes (301). A conveyor belt (303) is arranged on the outer side of all the bearing rollers (302). A third hydraulic motor is arranged on the frame (2) to drive the side gearboxes (301) to run. The third hydraulic motor drives the gearboxes to run, thereby driving all the bearing rollers (302) to rotate in the same direction.

6. A subway construction material transport vehicle as described in claim 5, characterized in that, A pad (8) is laid on the conveyor belt (303). The pad (8) is used to disperse the pressure of the precast slab and reduce the local pressure on the bearing roller (302) and the conveyor belt (303).

7. A subway construction material transport vehicle as described in claim 2, characterized in that, The rail frame (4) includes a support frame (401) fixedly mounted on the frame (2), and a longitudinal guide rail (402) is provided on one side of the support frame (401) to slide in cooperation with the sliding frame (5).

8. A subway construction material transport vehicle as described in claim 7, characterized in that, The hydraulic drive mechanism (6) includes a transmission belt assembly (602) disposed inside the support frame (401) for driving the sliding frame (5) to rise and fall, and a first hydraulic motor (601) is disposed on the frame (2) for driving the transmission belt assembly (602) to move.

9. A subway construction material transport vehicle as described in claim 3, characterized in that, The front end of the insert plate (502) is provided with a slope.

10. The construction method of a subway construction material transport vehicle as described in claim 6, characterized in that, Includes the following steps: S1: When loading materials, the precast slabs are hoisted onto the conveying assembly (3) at the rear end of the frame (2) in sequence and stacked neatly. When the number of precast slab stacks reaches a certain amount, the conveying assembly (3) is started to move the precast slab stacks forward a certain distance, so that it is convenient to continue stacking at the rear end of the frame (2) until the frame (2) is fully loaded. S2: When entering the tunnel, the adaptive wheel (7) can be adjusted as needed to make the adaptive wheel (7) deflect outward and the carrier wheel (703) contact the curved sidewall of the tunnel. S3: The track-laying crane moves back and forth, lifting the precast slabs at the front end of the frame (2) and laying them on the ground in sequence. After the first set of precast slabs is laid, the conveying component (3) moves the rear precast slabs to the front end, and the track-laying crane continues to lay them until all the precast slabs are laid.

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