Heavy-load walking beam mounted at bottom of trolley

Abstract

The invention relates to the technical field of tunnel engineering trolleys, in particular to a heavy-load walking beam mounted at the bottom of a trolley, which comprises a bearing beam connected to the bottom of the trolley and capable of being arranged in a tunnel cable trench, and a driving mechanism and a steering mechanism which are respectively arranged at the end parts of the bearing beam, the driving mechanism comprises a motor and a driving wheel set which are independently connected with the control system; the steering mechanism comprises a steering wheel, steering wheel sets and a guide frame, the guide frame extends towards the front end of the advancing direction, and the guide wheel sets are symmetrically arranged on the left side and the right side of the front end of the guide frame. According to the heavy-load walking beam, the guiding effect of a cable trench is fully utilized, mechanical guiding is achieved through contact of the guide wheel sets and the inner wall of the cable trench, and it is guaranteed that the trolley can stably, flexibly and accurately advance in a tunnel under the heavy-load condition with the assistance of differential adjustment of the driving wheel sets on the two sides.

Description

Technical Field

[0001] This invention relates to the field of tunnel engineering trolley technology, and particularly to a heavy-duty traveling beam installed at the bottom of the trolley. Background Technology

[0002] In tunnel engineering, after the excavation of the tunnel body is completed and preliminary construction such as monitoring and waterproofing is carried out, the lining of the tunnel walls is required. Current construction technology mainly relies on operators controlling lining trolleys to move within the tunnel for lining work. Traditional tunnel trolley traveling beam systems are installed at the bottom of the trolley and must simultaneously meet the functional requirements of supporting the total weight of the trolley and moving within the tunnel; their movement methods mostly employ rail or wheel systems. However, these traditional methods have many shortcomings in practical applications.

[0003] The track-based trolley operates and turns along a pre-set track, making it relatively stable. However, because a dedicated track needs to be laid in the tunnel beforehand, it not only increases construction costs but also makes the track laying and removal process cumbersome and requires additional track maintenance, thus affecting construction efficiency.

[0004] While wheeled trolleys offer slightly greater flexibility, under heavy loads, they place extremely stringent demands on the flatness of the tunnel construction site and the system's precise steering control. Without accurate guidance, the trolley is prone to veering off course. Current technologies either rely on on-site personnel to survey and direct steering, or use a trigger to scan both sides of the tunnel in real time, measuring the trolley's distance relative to the tunnel sidewalls, processing the information, and then positioning the trolley for steering. The former relies on human control, which carries a risk of error due to human experience and judgment. The latter, using a trigger, requires a certain degree of flatness of the tunnel sidewalls; in tunnels still under construction with numerous potholes or protrusions, inaccurate measurement data can occur, affecting the trolley's precise steering, posing safety hazards, and reducing construction efficiency. Under heavy loads, even a slight miscalculation during trolley movement can easily lead to instability, directly affecting the assembly accuracy and joint quality of subsequent segment rings, and even causing overturning accidents, severely impacting construction progress and personnel safety.

[0005] Therefore, for tunnels in an unfinished state, under construction scenarios with complex sidewall conditions and many uncertainties, developing a trolley traveling beam that can maintain the stable movement of the trolley under heavy loads, prevent the trolley from becoming unstable in complex tunnel environments, and adapt to the tunnel environment during construction for flexible and precise steering is of great significance for improving the construction efficiency and safety of tunnel lining projects. Summary of the Invention

[0006] The present invention aims to solve the problems of poor stability, inflexible and inaccurate steering, low construction efficiency, and numerous safety hazards of traditional trolley traveling beams in heavy-load and complex tunnel environments, as described in the prior art.

[0007] To solve the above-mentioned technical problems, the present invention provides a heavy-duty traveling beam installed at the bottom of a trolley, including a load-bearing beam connected to the bottom of the trolley and capable of being placed in a tunnel cable trench, and a drive mechanism and a steering mechanism respectively disposed at the ends of the load-bearing beam; the drive mechanism includes a motor fixed at the rear end of the load-bearing beam in the direction of travel, and a drive wheel assembly that is drivenly connected to the output end of the motor and fixed on the load-bearing beam, the motor being connected to a control system, the control system being used to independently control the motor to perform acceleration, deceleration and start / stop operations; the steering mechanism includes a steering wheel fixed at the front end of the load-bearing beam in the direction of travel, a steering wheel assembly fixedly connected to the steering wheel and a guide frame, the guide frame extending towards the front end in the direction of travel, and guide wheel assemblies symmetrically disposed on the left and right sides of the front end of the guide frame.

[0008] Furthermore, the steering wheel is connected to the load-bearing beam via an elastic element; the elastic element is a return spring, which is in an unloaded state, keeping the steering wheel assembly facing directly forward in the direction of travel of the traveling beam.

[0009] Furthermore, the guide frame has symmetrical guide grooves on the left and right sides of the front end, and a buffer spring is installed in the guide groove. The wheel axle of the guide wheel assembly is placed in the guide groove and connected to the buffer spring. The guide wheel assembly can slide in the guide groove and squeeze the buffer spring. The buffer spring is in a pre-compressed state, and the generated pre-tightening force drives the guide wheel assembly to move outward from the guide frame.

[0010] Furthermore, the steering mechanism is also equipped with a sensing component to sense the rotation of the steering mechanism and transmit the sensing information to the control system.

[0011] Optionally, the sensing component is a spring button located at the end of the guide frame corresponding to each guide groove on the outside; when the guide wheel assembly is located on the outside of the guide frame, the wheel axle presses the spring button, and when the steering mechanism rotates, the guide wheel assembly slides inward to the guide frame, and the spring button rebounds; the spring button is connected to the control system through a wire and transmits the pressing or rebound status information.

[0012] Optionally, the sensing component is an angle sensor installed on the steering wheel. The angle sensor is used to acquire the rotation angle data of the steering wheel in real time and transmit the information to the control system. The control system uses the equation "linear velocity = angular velocity × trajectory radius" to calculate the target speed difference between the left and right walking beams.

[0013] Furthermore, the load-bearing beam is also provided with at least one driven wheel set and a support mechanism; the support mechanism is connected to the control system and is located between the drive wheel set, the driven wheel set, and the steering wheel set, and includes a hydraulic press fixed on the load-bearing beam and a support beam connected to the output end of the hydraulic press.

[0014] Furthermore, a conical clearing plate is provided at the front end of the load-bearing beam in the direction of travel, with the tip of the clearing plate facing the direction of travel, for pushing away debris in the cable trench during the movement of the traveling beam.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0016] The present invention proposes a heavy-duty traveling beam installed at the bottom of a trolley. By setting a load-bearing beam at the bottom of the trolley as a load-bearing structure to connect the trolley and the traveling system, it can withstand the large loads of the trolley and the upper equipment, providing a solid guarantee for the stable movement of the trolley under heavy load conditions. The size of the load-bearing beam is adapted to the cable trenches that have been excavated and preliminarily constructed in the tunnel. The entire traveling system of the traveling beam can be placed in the cable trench, using the cable trench as a natural guide rail to achieve precise "track-like" guidance. It has the characteristics of flexible start-stop and movement of wheeled trolleys, and also eliminates the need for the laying, maintenance and dismantling of temporary tracks for track-like traveling beams, significantly reducing material and labor costs.

[0017] Furthermore, by installing an independent motor-driven drive wheel at the rear end of the traveling beam, differential speed adjustment between the left and right sides of the trolley can be achieved. Combined with the steering mechanism at the front end and the sensing components within the steering mechanism to detect steering, high-precision analysis of the trolley's travel path and more accurate differential turning adjustments can be realized. The entire guiding device is deployed in cable trenches with high completion rates, avoiding the impact of unevenness on steering caused by unfinished tunnel sidewalls. This achieves high-precision trolley movement, and the directional error can be controlled within a very small range. This ensures that the trolley can move stably, flexibly, and accurately within the tunnel under heavy loads, providing a fundamental guarantee for the high-precision assembly of the lining segments. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention.

[0019] Figure 1 This is a schematic diagram of the overall structure of a heavy-duty traveling beam installed at the bottom of a trolley according to the present invention;

[0020] Figure 2 This is a longitudinal cross-sectional schematic diagram of a heavy-duty traveling beam installed at the bottom of a trolley according to the present invention.

[0021] Figure 3This is a schematic cross-sectional view of a heavy-duty traveling beam installed at the bottom of a trolley according to the present invention.

[0022] Figure 4 This is a schematic diagram of a heavy-duty traveling beam steering mechanism installed at the bottom of a trolley according to the present invention.

[0023] In the attached diagram: 1. Load-bearing beam; 2. Drive mechanism; 21. Motor; 22. Drive wheel assembly; 23. Driven wheel assembly; 3. Steering mechanism; 31. Steering wheel; 32. Steering wheel assembly; 33. Guide frame; 34. Guide groove; 35. Guide wheel assembly; 36. Buffer spring; 37. Return spring; 38. Spring button; 4. Support mechanism; 41. Hydraulic press; 42. Support beam; 5. Clearing plate. Detailed Implementation

[0024] The technical solution of the present invention will now be described with reference to the accompanying drawings. However, the described embodiments are only some embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0025] It should be noted that in the description of this invention, the terms "upper," "lower," "inner," "outer," "front," and "rear," etc., indicating directional or positional relationships, are based on the directional or positional relationships shown in the accompanying drawings and the direction of travel of the trolley. For example, in the accompanying drawings... Figure 1 This describes the placement of a heavy-duty traveling beam installed at the bottom of a trolley under normal operating conditions. This is merely for ease of description and is not intended to indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0026] like Figure 1-4 As shown, specific embodiments of the present invention are as follows:

[0027] A heavy-duty traveling beam installed at the bottom of a trolley includes a load-bearing beam 1 connected to the bottom of the trolley and capable of being placed in a tunnel cable trench, and a drive mechanism 2 and a steering mechanism 3 respectively disposed at the ends of the load-bearing beam 1. The drive mechanism 2 includes a motor 21 fixed to the rear end of the load-bearing beam 1 in the direction of travel, and a drive wheel set 22 that is drivenly connected to the output end of the motor 21 and fixed to the load-bearing beam 1. The motor 21 is connected to a control system, which is used to independently control the motor 21 to perform acceleration, deceleration and start / stop operations. The steering mechanism 3 includes a steering wheel 31 fixed to the front end of the load-bearing beam 1 in the direction of travel, a steering wheel set 32 ​​fixedly connected to the steering wheel 31, and a guide frame 33. The guide frame 33 extends towards the front end in the direction of travel, and guide wheel sets 35 are symmetrically arranged on the left and right sides of the front end of the guide frame 33.

[0028] The dimensions of the load-bearing beam 1, drive mechanism 2, and steering mechanism 3 are all adapted to allow movement within the cable trench in the tunnel. In practical use, to adapt to the dimensions of the initially constructed cable trench within the tunnel, the dimensions of each component of the heavy-duty traveling beam described in this invention must first be determined. In the construction scenario described in this embodiment, the selected load-bearing beam 1 is a rectangular strip structure with a width of 440 mm and a height of 680 mm. The distance between the ends of each guide wheel group 35 on the steering mechanism 3 is 640 mm. With this size configuration, coupled with drive wheel group 22 and steering wheel group 32 with a radius of 230 mm, and the drive wheel group 22 connected to the motor 21 via chain drive, it can be ensured that the entire traveling beam is accommodated within the cable trench and can move within the tunnel cable trench. This size configuration is suitable for conventional standard sizes, such as cable trenches with a cross-sectional width greater than or equal to 700 mm and a height greater than or equal to 800 mm, and therefore can be applied to most mountain tunnel construction scenarios.

[0029] In tunnel engineering, cable trenches are excavated first and initially leveled. The inner wall of the cable trench is then constructed together with the lining. Due to the smaller construction volume, the inner wall of the cable trench has a higher degree of flatness in its initial leveling state compared to the tunnel inner wall. By placing the entire traveling beam system within the cable trench, using the cable trench as a natural guide rail, the laying, maintenance, and dismantling of temporary tracks for track-type traveling beams are eliminated, significantly reducing material and labor costs. Furthermore, guide wheel assemblies 35 are provided on both sides of the front end of the steering mechanism. When the trolley turns in the cable trench, the contact status of the guide wheel assemblies 35 with the cable trench is transmitted to the corresponding steering wheel 31, enabling simultaneous steering of both steering wheel assemblies 32. Compared to traditional trolleys where the traveling wheels travel on the tunnel surface, and the steering guide wheels can only contact one side of the tunnel inner wall for steering of one side of the steering wheel assemblies 32, with the other side being passively steered, the traveling beam of this invention offers more flexible steering.

[0030] In the overall trolley assembly, the traveling beams are respectively located on both sides of the bottom of the trolley. A control system with a separate drive motor 21 allows for independent operation control of each traveling beam on one side. When the trolley needs to travel straight, the control system controls the motors 21 on both traveling beams to operate at the same speed, driving the trolley forward smoothly. When the trolley needs to turn, the control system, based on the turning requirements, controls one side motor 21 to decelerate while the other side motor 21 maintains its original speed or accelerates. This differential speed between the two traveling beams enables flexible steering of the trolley, ensuring high-precision steering operations even in complex tunnel environments.

[0031] Specifically, in actual implementation scenarios, when the trolley is working, the motor 21 starts, driving the drive wheel set 22 to rotate via a chain, thus propelling the traveling beam along the cable trench. During travel, when turning is required, the guide wheel sets 35 at the front ends of the traveling beams on both sides of the trolley contact the inner wall of the cable trench. Under the pressure of the inner wall, the steering wheel 31 connected to the guide frame 33 rotates towards the side not in contact with the inner wall, thereby causing the steering wheel sets 32 at the front ends of the traveling beams on both sides of the trolley to rotate accordingly, achieving the turning of the trolley.

[0032] This traveling beam not only achieves precise "track-like" guidance but also possesses the flexible start-stop and movement characteristics of a wheeled trolley. The entire traveling beam assembly and its steering mechanism are deployed in cable trenches with high completion rates, avoiding the impact of unevenness on steering caused by unfinished tunnel sidewalls. Furthermore, with differential speed adjustment on both sides of the trolley, the trolley's directional error can be controlled within a minimal range. This ensures that the trolley can move stably, flexibly, and accurately within the tunnel under heavy loads, providing a fundamental guarantee for the high-precision assembly of the lining segments.

[0033] Furthermore, the guide frame 33 has a guide groove 34 at its front end, and a buffer spring 36 is provided in the guide groove 34. The wheel axle of the guide wheel assembly 35 is connected to the buffer spring 36 and installed in the guide groove 34. The guide wheel assembly 35 can slide in the guide groove 34 and squeeze the buffer spring 36. The buffer spring 36 is in a pre-compressed state, and the generated pre-tightening force drives the guide wheel assembly 35 to tend to move outward from the guide frame 33.

[0034] Furthermore, the steering wheel 31 is connected to the load-bearing beam 1 through an elastic element, which is a return spring 37; the return spring 37 is initially in an unloaded state, keeping the steering wheel 31 and the steering wheel assembly 32 facing directly forward in the direction of travel of the traveling beam.

[0035] By incorporating a return spring 37, the steering wheel assembly 32 can quickly and accurately return to the forward direction after the trolley has completed its turn, preventing deviation in the trolley's travel direction due to the steering mechanism 3 remaining in the turning state, thus improving the stability and accuracy of the trolley's movement. Simultaneously, the design of the buffer spring 36 and the guide groove 34 transforms the rigid contact between the guide wheel assembly 35 and the inner wall of the cable trench into a flexible contact, preventing damage to the guide wheel assembly 35 due to excessive impact when in contact with the inner wall of the cable trench, thereby improving the overall stability and service life of the traveling beam.

[0036] Specifically, in the actual implementation scenario, in its initial state, the guide wheel assembly 35 is located outside the guide frame 33 due to the preload of the buffer spring 36, so as to be the first component in the traveling beam to contact the inner wall of the cable trench. When the guide wheel assembly 35 contacts the inner wall of the cable trench, it first compresses the buffer spring 36 and slides along the guide groove 34 towards the inside of the guide frame 33, simultaneously causing the guide frame 33 and the steering wheel 31 to rotate towards the side not in contact with the inner wall. At this time, the steering wheel assembly 32 rotates at a certain angle, and the return spring 37 generates a torsional force. After the steering is completed and the trolley resumes straight-line travel, the return spring 37 rebounds, restoring the steering wheel assembly 32 to the forward direction. At the same time, the buffer spring 36 rebounds, returning the guide wheel assembly 35 to the outside of the guide frame 33.

[0037] In addition, for some uneven areas or protrusions on the inner wall of the cable trench, the cooperation of the return spring 37 and the buffer spring 36 allows the steering wheel assembly 32 and the guide wheel assembly 35 to make buffered contact first, avoiding too frequent direction adjustments due to some uneven areas, and also avoiding hard collisions with some local protrusions, further realizing the stability of the trolley operation.

[0038] Furthermore, the steering mechanism 3 is also equipped with a sensing component to sense the rotation of the steering mechanism 3 and transmit the sensing information to the control system.

[0039] Optionally, in the first embodiment of the present invention, the sensing component is a spring button 38 disposed at the end of each guide groove 34 corresponding to the outer side of the guide frame 33; when the guide wheel assembly 35 is located outside the guide frame 33, the wheel axle presses the spring button 38, and when the steering mechanism 3 rotates, the guide wheel assembly 35 slides inward toward the guide frame 33, and the spring button 38 rebounds; the spring button 38 is connected to the control system through a wire and transmits the pressing or rebound status information.

[0040] This differential steering assist steering mechanism 3, which uses contact with the cable trench for steering, combines the advantages of both mechanical guidance and electronic control adjustment. It retains the guiding accuracy of the track while incorporating the flexibility of a wheeled trolley. When the trolley reaches a turning section of the cable trench, the front steering mechanism 3 first achieves initial guidance by contacting the trench wall through the guide wheel assembly 35. Simultaneously, the control system adjusts the speed difference between the two motors 21 in real time based on the feedback from the spring button 38. Furthermore, the spring button 38 can also adjust its rebound sensitivity according to the flatness of the cable trench, avoiding frequent differential speed adjustments by the control system caused by frequent pressing and rebound.

[0041] In specific application scenarios, such as when turning right, the left guide wheel assembly 35 at the front end of the left traveling beam contacts the inner wall of the cable trench. This guide wheel assembly 35 compresses the corresponding buffer spring 36 and slides inward toward the guide frame 33. The wheel axle disengages from the spring button 38, which rebounds and transmits the rebound status information to the control system on that side via a wire for processing. The control system then controls the motor 21 on the left traveling beam to accelerate appropriately. Correspondingly, the right guide wheel assembly 35 at the front end of the right traveling beam contacts the inner wall of the cable trench, and the spring button 38 transmits relevant information to the right control system. The control system then controls the motor 21 on the right traveling beam to decelerate appropriately or maintain its original speed. Thus, a speed difference is created between the two sides of the trolley, allowing the trolley to form a natural arc trajectory for turning. After the steering is completed, the return spring 37 and the buffer spring 36 rebound, returning the steering wheel assembly 32 to the center and the guide wheel assembly 35 to the outside of the guide frame 33. The axle of the guide wheel assembly 35 presses the button 38 again. At this time, the button 38 transmits the pressing status information to the control system through the wire. The control systems on both sides simultaneously control the motor 21 to speed up or decelerate, so that the motors 21 on both sides of the traveling beam operate at the same speed, driving the trolley forward smoothly.

[0042] Given the working condition of the trolley traveling beam being placed in a cable trench, the narrow and relatively flat cable trench provides convenience for the sensing components to acquire information. The design of the spring button 38 makes full use of the spatial characteristics of the cable trench; its compact size does not occupy too much space, and it is installed on the outer end of the guide frame 33. Information is transmitted through the contact between the guide wheel assembly 35 and the inner wall of the narrow cable trench. The collaborative working mode of the information-controlled differential speed and the mechanical steering mechanism 3 not only enables the trolley steering to be intelligently adjusted according to the information transmission and processing of the sensing components, but also significantly improves steering reliability through the dual redundancy design. If the steering mechanism 3 on one side jams unexpectedly, it can still rely on the sensing mechanism on the other side of the steering mechanism 3 to transmit information and drive the control system to control the motor 21 on that side to perform acceleration and deceleration operations. The system can still achieve emergency steering through differential speed adjustment to avoid the risk of trolley deviation or overturning.

[0043] Optionally, the sensing component can be replaced with other sensors, such as distance sensors, pressure sensors, angle sensors, etc., whose function must ensure that they can identify the rotation information of the steering mechanism 3.

[0044] Preferably, in the second embodiment of the present invention, the sensing component is an angle sensor installed on the steering wheel 31. The angle sensor is used to acquire the rotation angle data of the steering wheel 31 in real time and transmit the information to the control system. The control system uses the equation relationship of "linear velocity = angular velocity × trajectory radius" to calculate the target speed difference between the left and right walking beams.

[0045] Specifically, the detailed calculation process of the equation "linear velocity = angular velocity × trajectory radius" is as follows:

[0046] Step S1, parameter definition; define the trolley steering angle as δ (unit: rad), right turn as positive, left turn as negative; trolley travel speed as V (unit: m / s); wheel distance between the trolley guide wheel set and drive wheel set 22 as B (unit: m); trolley wheelbase as L (unit: m); maximum allowable differential speed threshold as ΔV-max;

[0047] Step S2, establish the core geometric relationship; outer wheel trajectory radius in the steering direction: R1=R+B / 2, inner wheel trajectory radius: R2=RB / 2; trolley center trajectory radius: R=L / tanδ;

[0048] Step S3: Analyze the relationship between angular velocity and wheel speed; when the vehicle turns, the angular velocities ω of the left and right wheels are the same, and the linear velocity of the trolley center line satisfies V=ω·R, so ω=V / R;

[0049] Step S4: Calculate the target speeds of the inner and outer wheels; the target speed of the outer wheel in the steering direction is V1 = ω·R1 = V / R·(R+B / 2), and the target speed of the inner wheel is V2 = ω·R2 = V / R·(RB / 2); substituting R = L / tanδ, the speed difference between the inner and outer wheels ΔV = V1 - V2 = V·B·tanδ / L;

[0050] Step S5, differential speed calculation; verify whether ΔV is less than or equal to ΔV-max. If it is, the control system executes the differential speed value to adjust the speed of the left and right wheels.

[0051] Preferably, in the above steps, the maximum differential speed threshold ΔV-max is determined by referring to the steering parameters of large vehicles and conducting real vehicle tests under test scenarios, with the trolley structure limitations, steering flexibility, and stability as the core test objectives. The final values ​​are: 0.3-0.4 m / s for loaded operation scenarios, 0.4-0.6 m / s for unloaded transfer scenarios, and 0.2-0.3 m / s for wet and slippery road surfaces.

[0052] Compared to the spring-loaded sensor-based differential control method, the angle sensor-based differential control provides more continuous and precise steering data feedback. When the trolley travels within the cable trench, the guide wheel sets 35 on both sides of the traveling beam simultaneously contact the inner wall of the trench, enabling the steering wheel sets 32 to turn simultaneously and at the same angle. The angle sensor captures the minute changes in the rotation angle of the steering wheels 31 on both sides in real time and transmits this data to the control system. The control system quickly calculates the target speed difference required between the left and right traveling beams based on preset parameters and equations. During this process, the control system's adjustment of the differential speed between the left and right wheel sets considers not only the trolley's current travel speed and steering angle, but also structural parameters such as the trolley's wheelbase and track width, as well as the preset maximum differential speed threshold, ensuring that the calculated differential value meets steering requirements without exceeding the mechanical structure's tolerance.

[0053] During the trolley's turning process, the angle sensor continuously monitors the rotation of the steering wheel 31 and feeds the real-time data back to the control system. This allows the control system to dynamically adjust the differential value based on the turning situation, ensuring that the trolley can smoothly and accurately complete the turn along the expected trajectory. When the trolley completes the turn and re-enters straight-line driving mode, the angle sensor also detects the steering wheel 31 returning to center and transmits this information to the control system. This controls the motors 21 on both sides of the traveling beam to resume operating at the same speed, allowing the trolley to continue moving forward smoothly.

[0054] Furthermore, under different cable trench scenarios, drive wheel set 22 wheel diameters, or load conditions, by simply adjusting the relevant parameters in the control system, such as the maximum differential speed threshold and the transmission ratio between the motor 21 output and the drive wheel set 22, the trolley can adapt to different steering requirements and achieve optimal steering performance.

[0055] Furthermore, the control system also integrates a fault self-diagnosis function. When an abnormal speed of motor 21 is detected, the trolley steering angle will be automatically calculated. When the steering angle deviation exceeds the set threshold, the speed limit protection will be triggered immediately and an alarm will be issued. At the same time, the relevant data will be uploaded to the engineering monitoring platform to provide data support for subsequent equipment maintenance.

[0056] Furthermore, the load-bearing beam 1 is also provided with at least one driven wheel set 23 and a support mechanism 4. The support mechanism 4 is located between the drive wheel set 22, the driven wheel set 23, and the steering wheel set 32, and includes a hydraulic press 41 fixed on the load-bearing beam 1 and a support beam 42 connected to the output end of the hydraulic press 41.

[0057] Furthermore, the hydraulic press 41 is connected to the control system. When the control system controls the motor 21 to stop and the trolley to stop moving, the hydraulic press 41 starts synchronously, lowers the support beam 42, and supports the traveling beam.

[0058] By setting the driven wheel set 23, the weight of the trolley can be evenly distributed across the drive wheel set 22, driven wheel set 23, and steering wheel set 32, further improving the stable load-bearing capacity of the traveling beam during trolley movement. When the trolley stops moving to perform construction work at the current location, the hydraulic press 41 can be controlled to lower the support beam 42, causing the support mechanism 4 to lift the traveling beam, and the drive wheel set 22, driven wheel set 23, and steering wheel set 32 ​​to leave the ground, transferring the weight of the trolley to the support mechanism 4. This ensures stable support for the trolley while also preventing the entire weight of the trolley from being applied to the drive wheel set 22, driven wheel set 23, and steering wheel set 32 ​​during construction when the trolley is stationary, thus avoiding the deformation or even damage of these wheel sets due to prolonged pressure.

[0059] Furthermore, a cone-shaped clearing plate 5 is provided at the front end of the load-bearing beam 1 in the direction of travel. The tip of the clearing plate 5 faces the direction of travel and is used to push away debris in the cable trench during the travel of the traveling beam to prevent debris in the cable trench from getting stuck in the traveling beam and causing the trolley to travel poorly.

[0060] It should be noted that the above-disclosed embodiments are merely preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention. Those skilled in the art can understand that implementing all or part of the above-described embodiments and making equivalent changes in accordance with the claims of the present invention are still within the scope of the present invention.

Claims

1. A heavy-duty traveling beam installed at the bottom of a trolley, characterized in that, It includes a load-bearing beam connected to the bottom of the trolley and placed in the tunnel cable trench, as well as a drive mechanism and a steering mechanism respectively set at the ends of the load-bearing beam; The drive mechanism includes a motor fixed at the rear end of the load-bearing beam in the direction of travel, and a drive wheel set that is connected to the output end of the motor and fixed on the load-bearing beam. The motor is connected to the control system, which is used to independently control the motor to perform acceleration, deceleration and start / stop operations. The steering mechanism includes a steering wheel fixed to the front end of the load-bearing beam in the direction of travel, a steering wheel assembly fixedly connected to the steering wheel, and a guide frame. The guide frame extends to the front end in the direction of travel, and guide wheel assemblies are symmetrically arranged on the left and right sides of the front end of the guide frame for contacting and guiding with the inner wall of the cable trench.

2. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 1, characterized in that, The steering wheel is connected to the load-bearing beam via an elastic element; the elastic element is a return spring, which is in an unloaded state, keeping the steering wheel assembly facing directly forward in the direction of travel of the traveling beam.

3. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 1, characterized in that, The guide frame has symmetrical guide grooves on the left and right sides at the front end. A buffer spring is installed in the guide groove. The axle of the guide wheel assembly is placed in the guide groove and connected to the buffer spring. The guide wheel assembly can slide in the guide groove and squeeze the buffer spring. The buffer spring is in a pre-compressed state, and the generated pre-tightening force drives the guide wheel assembly to move outward from the guide frame.

4. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 3, characterized in that, The steering mechanism is also equipped with a sensing component to sense the rotation of the steering mechanism and transmit the sensing information to the control system.

5. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 4, characterized in that, The sensing component is a spring button located at the end of the guide frame corresponding to each guide groove on the outside; when the guide wheel assembly is located on the outside of the guide frame, the wheel axle presses the spring button, and when the steering mechanism rotates, the guide wheel assembly slides inward to the guide frame, and the spring button rebounds; the spring button is connected to the control system through a wire and transmits the pressing or rebound status information.

6. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 4, characterized in that, The sensing component is an angle sensor installed on the steering wheel. The angle sensor is used to acquire the rotation angle data of the steering wheel in real time and transmit the information to the control system. The control system uses the equation relationship of linear velocity = angular velocity × trajectory radius to calculate the target speed difference between the left and right walking beams.

7. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 1, characterized in that, The load-bearing beam is also provided with at least one driven wheel set and a support mechanism; the support mechanism is connected to the control system and is located between the drive wheel set, the driven wheel set, and the steering wheel set, and includes a hydraulic press fixed on the load-bearing beam and a support beam connected to the output end of the hydraulic press.

8. The heavy-duty traveling beam installed at the bottom of the trolley as described in claim 1, characterized in that, A conical clearing plate is provided at the front end of the load-bearing beam in the direction of travel, with the tip of the clearing plate facing the direction of travel, for pushing away debris in the cable trench during the movement of the traveling beam.

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