Heavy-load transfer trolley system

Abstract

The invention discloses a heavy-load transfer trolley system, and relates to the technical field of industrial heavy-load logistics transfer equipment. Comprising an intelligent hydraulic main trolley and a follow-up console trolley in traction connection with the intelligent hydraulic main trolley. The hydraulic main trolley is provided with a self-adaptive driven wheel mechanism, driven wheels can independently swing in response to the height difference of the rails, the height is automatically adjusted, balanced distribution of heavy loads among multiple wheel sets is achieved, and the problems of wheel set overload, disengaging and trolley body instability caused by uneven rails are solved. The follow-up trolley is integrated with a multi-direction walking wheel set and a rail changing device. According to the rail changing device, the hydraulic lifting driving part of the rail changing device and the spring shock absorber buffering part arranged at the traction connecting end of the follow-up console trolley, quick and automatic rail changing without external equipment is achieved, and inertial impact and trolley body swinging during starting and stopping are effectively restrained. The safety, efficiency, stability and environmental adaptability of heavy-load transfer operation are remarkably improved through the mechanical self-adaptive leveling mechanism and the integrated quick rail changing buffer mechanism.

Description

Technical Field

[0001] This invention relates to the field of industrial heavy-duty logistics transfer equipment technology, specifically to a heavy-duty transfer trolley system, which is particularly suitable for high-precision and high-efficiency indoor and outdoor transfer of large components in industries such as shipbuilding (hull section transfer), vehicle transfer, and metallurgy. Background Technology

[0002] In heavy industries such as shipbuilding and metallurgy, the in-plant transfer of large components, such as hull sections and metallurgical equipment parts, is a critical and challenging operation. Currently, the industry commonly uses rail-mounted heavy-duty transfer trolleys to accomplish this task. However, existing heavy-duty transfer trolley systems typically suffer from the following drawbacks and shortcomings: First, there are serious problems with track adaptability. Traditional trolleys mostly use rigid connection structures for their driven wheelsets, which cannot adapt to track installation errors or deformation caused by long-term use. When there are even slight unevennesses on the track surface, some wheelsets can easily bear excessive loads and wear faster, while other wheelsets may come off the track. This not only shortens the life of the wheelsets but also causes the center of gravity of the trolley body and large components to shift, posing a significant safety risk of tilting or even overturning.

[0003] Secondly, the track-changing operation of the servo trolley is cumbersome and inefficient. In many operational scenarios, the trolley needs to switch its travel direction between longitudinal and transverse tracks. Current servo trolleys are typically equipped with wheelsets in only one direction, requiring external lifting equipment for hoisting or overall horizontal movement during track changes. This process can take 2 to 5 hours, severely limiting overall transport efficiency. Furthermore, existing servo trolleys lack effective buffer mechanisms, resulting in violent swaying due to inertia during startup or emergency stops. This can damage onboard equipment and pose a threat to operator safety.

[0004] Furthermore, the system lacks integration and intelligence. Many existing solutions only optimize single functions such as drive or control, failing to integrate track self-adaptation, convenient track changing, precise control, and multiple safety protections into a single design. Hydraulic and electrical control systems often operate independently, lacking interlocking protection, and maintenance is costly and time-consuming due to inconsistent component standards.

[0005] Existing technologies also include some solutions aimed at improving the flexibility of transfer equipment. For example, Chinese patent document CN107499401A discloses a "mother-daughter AGV heavy-duty trolley," in which the mother trolley chassis is equipped with liftable lateral and longitudinal travel wheelsets, and the direction is achieved by driving the wheelsets to rise and fall via hydraulic cylinders. However, this solution is mainly aimed at the movement of AGVs under trackless or simple guiding conditions, and its wheelsets are rigidly connected. It does not address how to solve the problem of uneven wheel load caused by uneven tracks in heavy-duty track scenarios. Its load-bearing capacity of 25T and structural design cannot meet the transfer requirements of components weighing over 100 tons, and it does not mention the buffering and shock absorption design of the follow-up trolley.

[0006] For example, Chinese patent document CN114228767B discloses a system for transformer transportation that uses hydraulically driven walking wheel sets. However, the core of this solution lies in the load balancing control method, and it does not disclose any mechanical structure for rapid rail changing. Its system configuration is relatively simple and cannot cope with complex track network scenarios that require frequent changes in running direction.

[0007] In summary, existing technologies lack a transfer system that can simultaneously address core issues such as adaptive track leveling under heavy loads, rapid and convenient track changing and buffering stability by the servo trolley, and high-precision integrated intelligent control. Therefore, there is an urgent need for an innovative heavy-duty transfer trolley system to improve safety, operational efficiency, and equipment reliability. Summary of the Invention

[0008] The problem this invention aims to solve is to overcome the shortcomings of existing heavy-duty transfer trolleys, such as poor track adaptability, low track-changing efficiency and unstable operation of the follow-up trolley, and low control accuracy and weak environmental adaptability due to insufficient system integration. To this end, a heavy-duty transfer trolley system is provided that achieves heavy-duty balancing through adaptive swing wheel sets, integrates a rapid track-changing and buffer mechanism to improve operational smoothness, and employs an electromechanical-hydraulic integrated design to ensure high precision and high reliability.

[0009] To address the aforementioned problems, the present invention provides a heavy-duty transfer trolley system, comprising a follow-up control console trolley and an intelligent hydraulic main trolley connected to it for traction. The follow-up control console trolley includes a multi-directional traveling wheel set and a track-changing device. The multi-directional traveling wheel set includes at least two wheel sets for traveling on tracks in different directions. The track-changing device includes a lifting drive unit and a buffer unit. The lifting drive unit is configured to switch the contact between different wheel sets in the multi-directional traveling wheel set and the track to change the traveling direction. The buffer unit is configured to reduce the inertial impact during travel start-up and stop. The intelligent hydraulic main trolley includes a car frame and an adaptive driven wheel mechanism mounted thereon. The adaptive driven wheel mechanism is configured to oscillate adaptively in response to unevenness of the track, so as to automatically adjust the height of the wheel set and ensure that all four wheels can contact the rail surface, thereby ensuring a balanced and stable overall load.

[0010] Preferably, the multi-directional traveling wheel set includes a transverse wheel set and a longitudinal wheel set, adapted to the longitudinal and transverse tracks respectively. The lifting drive unit includes multiple sets of support cylinders and connecting rods. The support cylinders are connected to the longitudinal wheel set via connecting rods and swing arms. Simultaneous operation of multiple support cylinders can control the synchronous lifting and lowering of the longitudinal wheel set. The support cylinders, via connecting rods and swing arms, can control the lifting and lowering of the longitudinal wheel set, providing a hardware foundation for the follow-up trolley to stably support and quickly switch between two track directions. The above-mentioned mechanical linkage design ensures the synchronicity and coordination of the wheel set lifting and lowering actions during track changing, and the structure is reliable, laying a core mechanical structural advantage for achieving efficient and autonomous track changing operations.

[0011] Preferably, the lifting drive unit further includes an ultra-high pressure manual hydraulic pump. The output port of the ultra-high pressure manual hydraulic pump is connected to the inlet of a manual directional valve via a high-pressure oil pipe. The working port of the manual directional valve is connected to the two working chambers of the support cylinder via a high-pressure oil pipe. The manual directional valve distributes the oil from the ultra-high pressure manual hydraulic pump to different chambers of the support cylinder, hydraulically driving the support cylinder to extend or retract to raise or lower the longitudinal wheel assembly, completing the rail changing action. The independent hydraulic drive system composed of the ultra-high pressure manual hydraulic pump and the manual directional valve provides stable and powerful support for rail changing. This completely eliminates the dependence on the central hydraulic system or external power source for rail changing, achieving self-sufficiency in the trolley's rail changing function. Operators can manually complete the entire rail changing process on-site next to the trolley, significantly improving the convenience and positional flexibility of the rail changing operation, as well as enhancing the system's adaptability and operational safety in environments without external power.

[0012] Preferably, the spring shock absorber is installed on the traction connection end of the servo control console trolley to absorb the inertial impact during starting and stopping, thus constructing a highly efficient mechanical buffer structure. This structure can directly absorb and dissipate the impact inertial force generated during the trolley's starting and braking, effectively suppressing the severe swaying and vibration of the vehicle body, especially the upper part that carries the control equipment and tools, from the power transmission path. This greatly improves the smoothness of the servo trolley's operation, especially during starting and stopping under heavy-load traction conditions, protects the precision equipment and cables on board, and improves the safety of the operator's working environment.

[0013] Preferably, the adaptive driven wheel mechanism includes a driven wheel axle and a driven wheel assembly. The driven wheel assembly is mounted on the driven wheel axle via self-aligning roller bearings. A self-lubricating boundary bearing is embedded in the pin hole at the center of the driven wheel axle. The driven wheel axle is oscillatingly mounted on the movable shaft via the self-lubricating boundary bearings and is hinged to the vehicle frame via the movable shaft, allowing the adaptive driven wheel mechanism to oscillate within a preset angle around the movable shaft. This achieves decoupling and optimized integration of the rotation and oscillation functions of the driven wheel assembly. The self-aligning roller bearings ensure low-resistance, smooth rolling of the wheels while compensating for installation deviations; while the oscillation hub formed by the self-lubricating boundary bearings and the movable shaft gives the entire wheel assembly the ability to freely pitch and oscillate around the hinge point. This allows each driven wheel to independently adapt to local undulations in the track, automatically redistributing the load instantaneously through the physical structure, thus fundamentally solving the problem of uneven force on the wheel assembly caused by track unevenness at the mechanical level, improving the stability and safety of the load-bearing capacity.

[0014] Preferably, the intelligent hydraulic main trolley further includes: a drive wheel hydraulic walking device for driving the main trolley; a vertical lifting device for lifting and lowering the load on the top of the trolley; and a hydraulic pump station for providing hydraulic power to the drive wheel hydraulic walking device and the vertical lifting device.

[0015] Preferably, the hydraulic walking device for the drive wheel includes a hydraulic motor, a planetary reducer, a transition gear set, and a drive wheel. The output shaft of the hydraulic motor is connected to the input end of the planetary reducer, the output end of the planetary reducer is connected to the input gear of the transition gear set, and the output gear of the transition gear set is connected to the drive wheel. The two drive wheels are connected to the drive wheel shaft via parallel keys. Driving one side of the wheel set to rotate drives the other side of the wheel set to rotate via the drive wheel shaft, achieving synchronous driving. Adjusting the speed of the hydraulic motor allows for stepless speed regulation of 0-5 m / min. By employing a multi-stage transmission structure combining a hydraulic motor, a planetary reducer, and transition gears, a high-torque, low-speed, and high-reliability drive system is constructed. The planetary reducer provides extremely high reduction ratios and torque density, while the transition gear set further increases torque and adapts to the installation space, ultimately driving the large-diameter drive wheel. This transmission chain design not only meets the high torque required for heavy-load starting and climbing but also achieves smooth and precise walking control at extremely low speeds, i.e., millimeter-level micro-motion, making it particularly suitable for high-precision positioning operations under heavy-load conditions.

[0016] Preferably, the vertical lifting device includes a main lifting cylinder and at least one support cylinder. The main lifting cylinder is mounted on the vehicle frame, and a first displacement sensor for detecting the lifting height is installed inside its cylinder or on its piston rod. The support cylinder is connected between the slewing support and the vehicle frame, and a second displacement sensor for detecting the relative position of the vehicle body and the track is installed inside its cylinder or on its piston rod. The lifting device adopts a cooperative structure in which the main lifting cylinder bears the core load, and the support cylinder assists in stabilization and steering. The built-in first displacement sensor provides direct position feedback for achieving synchronous high-precision control of multiple lifting points. The combination of the support cylinder and the slewing support enables the vehicle body to turn without load after lifting. More importantly, the second displacement sensor installed on the support cylinder can monitor the relative position or support status of the vehicle body and the track in real time, providing the control system with safety sensing data to prevent misoperation, such as moving before fully lowering the vehicle body to the track, or to monitor the vehicle body's attitude, thus structurally enhancing the system's safety and intelligence.

[0017] Compared with the prior art, the present invention achieves the following beneficial technical effects: This invention significantly improves track adaptability and operational safety by fundamentally solving the challenges of track leveling and load balancing under heavy loads through a unique adaptive driven wheel mechanism. This mechanism innovatively combines self-aligning roller bearings, a movable shaft hinge, and an independent suspension assembly. The self-aligning bearings ensure smooth wheel rotation and compensate for installation deviations; the movable shaft hinge structure provides the driven wheel assembly with the freedom to swing around its axis; and the independent suspension assembly provides a flexible load distribution path. This mechanical structure allows each driven wheel to independently make fine-tuned height adjustments based on the actual elevation of the track surface. This enables the driven wheels to actively respond to track elevation deviations exceeding 12mm, achieving adaptive swing around the axis within ±1°. This fundamentally solves the persistent problems of single-wheel overload and single-wheel slippage caused by uneven track in traditional rigid-connected wheel assemblies, thus achieving automatic balanced distribution of heavy loads among multiple wheel assemblies at the mechanical level, with single-wheel force deviations controlled within 5%. This not only completely eliminates the risk of tilting and overturning caused by the center of gravity shift of heavy-duty components, but also greatly reduces the wear rate of the wheel set, completely avoids the phenomenon of single wheel overload wear or loss of stability due to uneven track, and greatly improves the structural safety and wheel set service life of heavy-duty transportation; without a driven wheel swing mechanism, the load on the car body and wheel set can only be continuously increased. With the rotation swing device, the manufacturing cost of the trolley is greatly reduced.

[0018] This invention achieves autonomous, rapid, and stable track changing for the trolley through an integrated track-changing device. The track-changing device integrates dual-wheel sets, a hydraulically driven lifting actuator, and a mechanical buffer mechanism into a single functional module. The dual-wheel set layout provides the hardware foundation for track changing; the hydraulic lifting drive unit, consisting of a manual pump, a reversing valve, and a support cylinder, provides smooth and powerful power for wheel set switching, eliminating the need for any external lifting equipment and making operation simple and quick. Simultaneously, the buffer mechanism spring damper mounted on the transmission linkage effectively absorbs and dissipates the inertial impact energy during trolley start-stop, structurally suppressing trolley body sway and ensuring the safety of the accompanying equipment and operations, thus achieving the dual goals of convenient track changing and stable operation.

[0019] This invention achieves high-precision control and high environmental adaptability through an integrated and collaborative system architecture. It is not a simple superposition of functions, but rather a deep integration of adaptive mechanical structures, hydraulic actuators, and electronic control systems. Through integrated electro-hydraulic design, it achieves a balance between precise control and adaptability to harsh environments. A precision hydraulic motor and reduction gear chain provide smooth, continuously variable transmission capability; a lifting cylinder equipped with a displacement sensor and a slewing support structure constitute a high-precision lifting and steering actuator; and a centralized electronic control system acts as the brain, coordinating the actions of each part. This electromechanical-hydraulic integrated design not only enables the system to achieve millimeter-level precise alignment and motion control, but also provides continuously variable transmission and a minimum motion accuracy of 5mm. Combined with the ±1mm synchronization accuracy of the lifting device, it can meet the millimeter-level docking requirements of large components, making it suitable for complex industrial environments such as outdoor slipways and high-temperature workshops where traditional indoor equipment is insufficient, greatly expanding its application scenarios.

[0020] This invention presents a complete and collaborative innovative solution, distinct from existing fragmented technologies. Existing AGV heavy-duty trolleys either focus solely on wheel reversal or, for example, only emphasize load control, failing to provide a systematic solution. This invention, for the first time, deeply integrates an adaptive mechanical leveling mechanism for heavy-duty track scenarios, a fast and safe follow-up trolley track-changing buffer mechanism, and a high-precision integrated intelligent control system, forming a complete and synergistic technical system. The subsystems are not simply stacked together; rather, the synergistic enhancement effect is achieved through the integration of structural design and control logic: the adaptive wheel set ensures a stable foundation under heavy loads, the rapid track-changing device improves process efficiency, and the integrated control ensures the accuracy and reliability of the overall operation. This leap from partial innovation to system integration solves the long-standing industry problem of balancing safety, efficiency, and adaptability in the heavy-duty transport field. This invention addresses the heavy-duty track leveling problem not addressed by existing AGV heavy-duty trolley technologies, with a load capacity of 200T far exceeding the latter's 25T; simultaneously, this invention provides a specific rapid track-changing mechanical actuator lacking in systems used for transformer transport. Therefore, the overall technical effect is significantly better than the simple sum of the effects of each technical feature, meeting the urgent needs of modern heavy-duty industrial logistics for efficient, safe, and intelligent transfer systems, while significantly reducing system maintenance costs and cycles. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the heavy-duty transfer trolley system of the present invention.

[0022] Figure 2 This is a top-down schematic diagram of the heavy-duty transfer trolley system of the present invention.

[0023] Figure 3 This is a schematic diagram of the structure of the follow-up control console trolley.

[0024] Figure 4 This is a structural schematic diagram of the servo control console trolley from another perspective.

[0025] Figure 5 This is a schematic diagram of the intelligent hydraulic main trolley.

[0026] Figure 6 This is an assembly diagram of the intelligent hydraulic main trolley.

[0027] Figure 7 This is a side view of the intelligent hydraulic main trolley.

[0028] Figure 8 for Figure 7 Cross-sectional view of AA.

[0029] Figure 9 for Figure 7 Cross-sectional view of CC.

[0030] Figure 10 for Figure 9 Cross-sectional view of BB in the middle.

[0031] Figure 11 for Figure 10 A magnified view of a section at point D.

[0032] In the diagram: 1-Follow-up control console trolley, 11-Multi-directional traveling wheel set, 111-Horizontal wheel set, 112-Longitudinal wheel set, 12-Track changing device, 121-Support cylinder, 122-Connecting rod, 123-Swing arm, 124-Ultra-high pressure manual hydraulic pump, 125-Manual directional valve, 126-Spring shock absorber, 2-Intelligent hydraulic main trolley, 21-Car body frame, 22-Adaptive driven wheel mechanism, 221-Driven wheel axle, 222-Driven wheel set, 223-Self-aligning roller bearing, 224 - Self-lubricating boundary bearing, 225- Movable shaft, 23- Drive wheel hydraulic walking device, 231- Hydraulic motor, 232- Planetary reducer, 233- Transition transmission gear set, 234- Drive wheel, 235- Input gear, 236- Output gear, 237- Drive wheel shaft, 241- Main lifting cylinder, 242- Support cylinder, 243- First displacement sensor, 244- Rotary support, 245- Second displacement sensor, 25- Hydraulic pump station, 26- System control box, 3- Track. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0034] like Figure 1 and Figure 2 As shown in the figure, this invention provides a heavy-duty transfer trolley system, mainly used for transferring large components on complex track networks in industries such as shipbuilding and metallurgy. The system mainly includes an intelligent hydraulic main trolley 2, a follow-up control console trolley 1, and a matching track 3. The follow-up control console trolley 1 is connected to the intelligent hydraulic main trolley 2 via a traction connection mechanism, moving synchronously with it, and is used to carry operators and operating platforms. and tools.

[0035] Combination Figures 5 to 10 The intelligent hydraulic main trolley 2 is the core load-bearing and driving unit of this system, and its specific composition is as follows: The vehicle frame 21, serving as the basic structure of the entire vehicle, is welded from Q355 low-alloy steel plates. Its structure has been optimized through finite element analysis to ensure that the overall deformation is controlled within a minimal range under a rated load of 200T, providing a stable mounting platform for other precision components. The surface of the vehicle frame 21 has undergone shot blasting treatment and epoxy resin anti-rust coating, giving it excellent environmental resistance.

[0036] The adaptive driven wheel mechanism 22 is the key to solving the track adaptability problem in this invention, such as... Figure 8 As shown, the adaptive driven wheel mechanism 22 mainly includes a driven wheel shaft 221, a driven wheel assembly 222, self-aligning roller bearings 223, self-lubricating boundary bearings 224, and a movable shaft 225. Specifically, the driven wheel assembly 222 is mounted on the driven wheel shaft 221 via multiple self-aligning roller bearings 223. Preferably, multiple, or more preferably four, ensure that the driven wheel shaft 221 itself remains relatively stationary when the wheel rotates, avoiding relative wear between the shaft and the wheel hub. Simultaneously, the self-aligning bearings automatically compensate for certain installation coaxiality deviations, ensuring smooth rotation. A pin hole is provided in the middle of the driven wheel shaft 221, and a self-lubricating boundary bearing 224 is embedded in the hole. The entire driven wheel shaft 221 is oscillatingly mounted on a transversely penetrating movable shaft 225 via the self-lubricating boundary bearings 224, and both ends of the movable shaft 225 are hinged to the vehicle frame 21. Thus, each driven wheel mechanism forms an independent suspension unit that can freely pitch and swing around the movable shaft 225 within a preset angle, preferably ±1°. When there are local unevenness or elevation differences in the track 3, the driven wheel assembly can rotate around the movable shaft 225 to eliminate the height difference of the platform and conform to the track surface, autonomously adjusting its height. This mechanical structure automatically distributes the weight of the car body and load evenly to all load-bearing wheels, completely avoiding overloading or detachment of a single wheel.

[0037] The hydraulic drive unit 23 is the driving source for the main trolley. For example... Figure 9 As shown, it includes a hydraulic motor 231, a planetary reducer 232, a transition transmission gear set 233, and a drive wheel 234. The power transmission path is as follows: the output shaft of the hydraulic motor 231 is directly connected to the input end of the planetary reducer 232. After the planetary reducer 232 reduces the speed by a single high ratio, its output end transmits torque to the drive wheel 234 through the transition transmission gear set 233. The drive wheel shaft 237 drives the other drive wheel to rotate synchronously. By precisely adjusting the speed of the hydraulic motor 231 through the electronic control system, the main trolley can achieve stepless speed change within the range of 0-5 m / min, and can be stabilized at 3 m / min under heavy load, with millimeter-level micro-motion control capability.

[0038] The vertical lifting device 24 is used to lift and place the load. For example... Figure 10As shown, it mainly consists of a main lifting cylinder 241, support cylinders 242, a slewing support 244, and sensors. The main lifting cylinder 241 is vertically mounted in the middle of the car body frame 21, responsible for providing the main lifting force, with a load capacity of 200-250T. A first displacement sensor 243, preferably a 16-bit D / A displacement sensor, is integrated inside or on its piston rod for real-time and accurate detection of the lifting height. Multiple support cylinders 242 are arranged at the bottom of the frame, with their upper ends connected to the car body via the slewing support 244. The support cylinders 242 assist in stabilizing the car body during lifting operations; furthermore, after the load is lifted, the slewing support 244 can drive the car body to achieve 360° unloaded steering. A second displacement sensor 245 is also installed on the support cylinders 242 to monitor the cylinder extension and retraction status, thereby determining whether the car body has been completely lowered to the rails or is in a lifting state, providing a safety interlock signal to the control system.

[0039] like Figure 5 , Figure 6 As shown, the hydraulic pump station 25 is integrated at one end of the vehicle body and includes a motor, hydraulic pump, oil tank, filter, and cooler, providing stable and clean hydraulic power for the drive wheel hydraulic walking device 23 and the vertical lifting device 24. The vehicle system control box 26 houses a PLC controller, preferably a Siemens S7-1200, a walking encoder, various pressure and displacement sensor interfaces, and an emergency stop button, forming the brain of the main trolley. It is responsible for receiving instructions, coordinating the actions of various actuators, achieving synchronous control, and ensuring operational safety.

[0040] like Figure 3 and Figure 4 As shown, the servo control console trolley 1 is mainly responsible for carrying the control equipment and realizing convenient track changing.

[0041] The multi-directional traveling wheel set 11 includes a transverse wheel set 111 and a longitudinal wheel set 112. The wheel surface width of the transverse wheel set 111 matches the transverse track, while the longitudinal wheel set 112 matches the longitudinal track. The two wheel sets are independently installed via wheel frames. The track changing device 12 is the core component for achieving rapid and autonomous track changing. Its lifting drive unit includes a support cylinder 121, a connecting rod 122, a swing arm 123, an ultra-high pressure manual hydraulic pump 124, and a manual reversing valve 125. The support cylinder 121 is connected to the longitudinal wheel set 112 via the connecting rod 122 and the swing arm 123. The simultaneous operation of multiple support cylinders 121 can control the synchronous lifting and lowering of the longitudinal wheel set 112.

[0042] The ultra-high pressure manual hydraulic pump 124 is preferably of the KET-84 type, which, together with the manual directional valve 125, constitutes an independent hydraulic control unit. When rail switching is required, the operator cranks the manual pump 124, and through the operation of the directional valve 125, injects pressurized oil into the corresponding chamber of the support cylinder 121, driving all support cylinders 121 to extend and retract synchronously. When switching from longitudinal to lateral travel, the support cylinders 121 extend, and through the connecting rod system 122, the longitudinal wheel set 112 is lifted off the rail as a whole. As the longitudinal wheel set 112 is lifted, the lateral wheel set 111 makes contact with the rail surface, thus completing the wheel set switching. The entire process requires no external lifting equipment and can be completed by a single person within a few minutes.

[0043] The buffer section includes a spring shock absorber 126, which is installed on the traction connection end of the follow-up control console trolley 1. The spring shock absorber 126 is used to absorb inertial impacts during starting and stopping. When the main trolley pulls the follow-up trolley to start or brake, the resulting inertial impact force is transmitted through the traction mechanism and connecting rod 122. The spring shock absorber 126 compresses or expands at this time, absorbing and buffering this impact energy, effectively suppressing the forward / backward or left / right swaying of the follow-up trolley body, ensuring the stability of the piano-style control console, tool cabinet, and other equipment loaded on it, and preventing cables from falling off or wearing out due to violent shaking.

[0044] To facilitate understanding of the above technical solutions of the present invention, the following detailed description of the above technical solutions of the present invention will be provided through specific usage methods.

[0045] The specific working process is as follows: The operator first starts the system on the control panel of the follow-up control console trolley 1. The hydraulic pump station 25 and the electrical control system of the intelligent hydraulic main trolley 2 are powered on and perform a self-test. The operator manipulates the main trolley 2, causing it to slowly move along the track 3 to directly under the large component to be transferred. By operating the vertical lifting device 24 for fine adjustments, and with the feedback from the first displacement sensor 243 installed on the main lifting cylinder 241, the support point on the trolley body is precisely aligned with the preset lifting position at the bottom of the component, preparing for stable load-bearing. After confirming accurate alignment, the operator issues a lifting command. The electrical control system controls the hydraulic valve group, causing multiple main lifting cylinders 241 to lift synchronously, smoothly lifting the component off the ground or support seat. During this process, the adaptive driven wheel mechanism 22 begins to play a crucial role, as any slight unevenness in the track will be amplified due to the enormous weight of the component. At this time, under load pressure, each driven wheel set 222 independently pitches and swings according to the actual height of its corresponding track contact point through the hinge point of its movable shaft 225 and the self-lubricating boundary bearing 224. Combined with the elastic deformation of the spring damping element of its suspension assembly, the load ratio of each wheel set is automatically and in real time redistributed, ensuring that all driven wheels remain effectively grounded and the vehicle frame 21 remains horizontally stable, fundamentally preventing severe overload caused by wheel set slippage or protrusion due to local track depressions. After the component is lifted and stabilized, the system makes a judgment based on the preset transfer path. If the path needs to change from the longitudinal track to the transverse track or vice versa, the follow-up control console trolley 1 needs to be operated to change the track. After the intelligent hydraulic main trolley 2 completes the track change, the follow-up control console trolley 1 is disengaged from the intelligent hydraulic main trolley 2 due to the track change connection device. The intelligent hydraulic main trolley 2 is then started and moved forward, stopping at the distance required by the follow-up control console trolley 1. The intelligent hydraulic main trolley 2 is equipped with a speed and distance detection device. The operator pushes the trolley 1 to the track intersection, walks to the trolley 1, operates its track-changing device 12, and cranks the handle of the ultra-high pressure manual hydraulic pump 124 to establish oil pressure. According to the target direction, the operator activates the manual directional valve 125. High-pressure oil flows through the directional valve 125 into the rodless or rod-type chambers of multiple support cylinders 121, driving the piston rods of all support cylinders 121 to extend or retract synchronously. Through the rigid linkage mechanism formed by the swing arm 123 and the connecting rod 122, this action controls the longitudinal wheel set 112 to complete synchronous lifting and lowering movements. During lifting, the load is transferred from the longitudinal wheel set 112 to the transverse wheel set 111; during lowering, the load is transferred from the transverse wheel set 111 to the longitudinal wheel set 112, completing the switching of the travel wheel set. The entire track-changing process can be operated locally by a single person, completed quickly, without the need to call for external equipment such as overhead cranes or forklifts.

[0046] After the track change is completed, the operator returns to the control console. The hydraulic travel device 23 of the main trolley 2 is activated. The hydraulic motor 231 transmits power to the drive wheel 234 via the planetary reducer 232 and transition gear set 233, driving the entire system to carry the heavy-duty components along the track. The electronic control system collects signals from the travel encoder in real time and performs closed-loop control of the travel speed, achieving stepless smooth speed adjustment within the range of 0-5 m / min. During start-up, acceleration, deceleration, or braking, the buffer spring damper 126 begins to work. The connecting rod 122 and the traction connection end of the follow-up control console trolley 1 transmit the traction inertial force to the spring damper 126, which absorbs impact energy through compression or extension, greatly suppressing the shaking and swaying of the follow-up trolley 1 and the precision instruments and tool cabinets on it, ensuring the stability of the transfer process and the normal operation of the follow-up cable retraction device. When the system reaches the target workstation, the operator issues a stop command. The electronic control system controls the travel drive to brake smoothly and, combined with displacement sensor feedback, achieves millimeter-level precise positioning. Subsequently, the vertical lifting device 24 is manipulated to cause the main lifting cylinder 241 to descend synchronously with high precision under the monitoring of the displacement sensor 243, so as to place the large component smoothly and accurately on the target support base. During the placement process, the adaptive driven wheel mechanism 22 is dynamically adjusted again to ensure that the load transfer is smooth and the vehicle body is not impacted during the unloading process.

[0047] After completing one transfer, the intelligent hydraulic main trolley 2 and the follow-up control console trolley 1 can be separated or kept connected, and the system will move to the next work point according to instructions to start a new transfer cycle. The entire system achieves efficient and safe operation throughout the entire process from alignment, lifting, adaptive leveling, rail changing, smooth transfer to precise unloading through electromechanical-hydraulic integration.

[0048] In the description of this invention, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0049] It should be noted that in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0050] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention described herein.

Claims

1. A heavy load transfer trolley system comprising a follow-up console trolley (1) and an intelligent hydraulic main trolley (2) connected therewith, characterized in that, The follow-up console trolley (1) comprises a multi-direction walking wheel set (11) and a rail changing device (12), the multi-direction walking wheel set (11) comprises at least two wheel sets for walking on different direction rails, the rail changing device (12) comprises a lifting driving part and a buffer part, the lifting driving part is configured to switch the contact of different wheel sets in the multi-direction walking wheel set (11) with the rail (3) to change the walking direction, and the buffer part is configured to reduce the inertial impact when starting and stopping walking. The intelligent hydraulic main trolley (2) comprises a trolley body frame (21) and a self-adaptive driven wheel mechanism (22) arranged thereon, the self-adaptive driven wheel mechanism (22) is configured to be able to swing adaptively in response to the unevenness of the rail (3), so as to automatically adjust the height of the wheel set and ensure that all four wheels can be in contact with the rail surface, thereby ensuring the balanced and stable overall load.

2. The heavy load transfer trolley system of claim 1, wherein, The multi-direction walking wheel set (11) comprises a transverse wheel set (111) and a longitudinal wheel set (112), which are adapted to longitudinal rails and transverse rails respectively; the lifting driving part comprises a plurality of supporting oil cylinders (121) and connecting rods (122), the supporting oil cylinders (121) are connected with the longitudinal wheel set (112) through the connecting rods (122) and swing arms (123), and the simultaneous work of the plurality of supporting oil cylinders (121) can control the synchronous lifting and lowering of the longitudinal wheel set (112).

3. The heavy load transfer trolley system of claim 2, wherein, The lifting driving part further comprises an ultrahigh-pressure manual hydraulic pump (124), an output port of the ultrahigh-pressure manual hydraulic pump (124) is connected with an oil inlet of a manual reversing valve (125) through a high-pressure oil pipe, working oil ports of the manual reversing valve (125) are connected with two working cavities of the supporting oil cylinder (121) through high-pressure oil pipes, and the manual reversing valve (125) divides the oil liquid of the ultrahigh-pressure manual hydraulic pump (124) into different cavities of the supporting oil cylinder (121) to drive the supporting oil cylinder (121) to stretch or retract, so as to lift or lower the longitudinal wheel set (112) and complete the rail changing action.

4. The heavy load transfer trolley system of claim 2, wherein, The buffer part comprises a spring shock absorber (126), the spring shock absorber (126) is arranged on a traction connection end of the follow-up console trolley (1) and is used for absorbing the inertial impact when starting and stopping.

5. The heavy load transfer trolley system of claim 1, wherein, The self-adaptive driven wheel mechanism (22) comprises a driven wheel shaft (221) and a driven wheel set (222), the driven wheel set (222) is installed on the driven wheel shaft (221) through a self-aligning roller bearing (223), a self-lubricating boundary bearing (224) is embedded in a pin hole in the middle of the driven wheel shaft (221) shaft, the driven wheel shaft (221) is swingably installed on the movable shaft (225) through the self-lubricating boundary bearing (224), and the movable shaft (225) is hinged to the trolley body frame (21), so that the self-adaptive driven wheel mechanism can swing within a preset angle around the movable shaft (225).

6. The heavy load transfer trolley system of claim 5, wherein, The intelligent hydraulic main trolley (2) further comprises: A driven wheel hydraulic walking device (23) for driving the main trolley to walk; A vertical jacking device (24) for jacking and lowering the load on the top of the trolley; A hydraulic pump station (25) provides hydraulic power for the hydraulic driving device (23) and the vertical lifting device (24).

7. The heavy load transfer trolley system of claim 6, wherein, The hydraulic driving device (23) comprises a hydraulic motor (231), a planetary reducer (232), a transition transmission gear set (233) and a driving wheel (234); the output shaft of the hydraulic motor (231) is in driving connection with the input end of the planetary reducer (232), the output end of the planetary reducer (232) is in driving connection with the input gear (235) of the transition transmission gear set (233), the output gear (236) of the transition transmission gear set (233) is in driving connection with the driving wheel (234), the two driving wheels (234) are respectively connected with the driving wheel shaft (237) through a flat key, and one side wheel set drives the rotation of the other side wheel set through the driving wheel shaft (237) to realize synchronous driving and walking; the rotation speed of the hydraulic motor (231) is adjusted to realize stepless variable speed walking of 0-5m / min.

8. The heavy load transfer cart system of claim 6, wherein, The vertical lifting device (24) comprises a main lifting oil cylinder (241) and at least one supporting oil cylinder (242); the main lifting oil cylinder (241) is installed on the vehicle body frame (21), and a first displacement sensor (243) for detecting the lifting height is arranged in the cylinder barrel or on the piston rod of the main lifting oil cylinder (241); the supporting oil cylinder (242) is connected between the slewing support (244) and the vehicle body frame (21), and a second displacement sensor (245) for detecting the relative position between the vehicle body and the track is arranged in the cylinder barrel or on the piston rod of the supporting oil cylinder (242).

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