A gauge adaptive engineering machinery chassis system, engineering machinery and a chassis system control method

Abstract

The application discloses a track gauge adaptive engineering machinery chassis system, engineering machinery and a chassis system control method, and belongs to the technical field of railway engineering machinery. The chassis system comprises a frame, a rail walking module, a distance detection module and a controller. The rail walking module comprises two side guide wheels, and the two side guide wheels realize wheel-to-wheel distance adjustment through a bidirectional synchronous telescopic mechanism. The distance detection module comprises a first laser range finder and a second laser range finder, which respectively collect wheel-to-rail distance and wheel-to-wheel distance. The controller is configured to perform two-stage adjustment, i.e., on-track state confirmation according to the wheel-to-rail distance and off-track state confirmation according to the wheel-to-wheel distance. The two side guide wheels are rigidly and synchronously moved through the bidirectional synchronous telescopic mechanism, and the two laser ranging closed-loop control is matched, so that continuous adaptive adjustment of various track gauges is realized, presetting of a fixed mode or manual input of a target value is not needed, and the working continuity and the intelligent level of a multi-track-gauge railway scene are remarkably improved.

Description

Technical Field

[0001] This invention belongs to the field of railway engineering machinery technology, and particularly relates to an engineering machinery chassis system with adaptive track gauge, engineering machinery and chassis system control method. Background Technology

[0002] Railway track gauge refers to the distance between two steel rails. There are more than 30 different track gauges worldwide, categorized into standard gauge, broad gauge, and narrow gauge. China's railways mainly use standard gauge, with some regions using narrow gauge. India, Pakistan, Russia, and other countries primarily use broad gauge; Japan, Guinea, Cameroon, and other countries mainly use narrow gauge. In addition, some countries and regions construct double-gauge or multi-gauge railways on key sections to ensure the passage of trains of different gauges.

[0003] Currently, there are dedicated railway equipment that relies on railway running systems to achieve smooth travel and operation on railways. These existing railway running systems, borrowing from train mechanisms, use front and rear guide wheels to coordinate with the rails and control the equipment's direction of travel. The spacing of these guide wheels needs to be customized according to the track gauge at the construction site, making them only applicable to fixed track gauges. Once the track gauge changes, they become unusable or require significant manpower and time to replace the relevant structural components before they can be restored to operation.

[0004] Therefore, developing an automatic gauge-changing mechanism to improve the adaptability of railway special equipment to railways with different track gauges and its self-adaptive capability to multi-gauge sections has significant application value. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a track gauge adaptive engineering machinery chassis system, engineering machinery and chassis system control method. By combining a laser rangefinder, a bidirectional synchronous telescopic mechanism and a track-changing logic of on-track confirmation and off-track confirmation by the controller, the engineering machinery chassis system can achieve automatic track changing during operation.

[0006] To achieve the above objectives, the present invention is implemented using the following technical solution:

[0007] In a first aspect, the present invention provides a track gauge adaptive engineering machinery chassis system, including a chassis, a rail travel module, a distance detection module and a controller; The chassis is connected to the bottom of the construction machinery and the tracked wheels respectively; The rail travel module includes a travel support frame and a travel wheel assembly; The traveling support is rotatably connected to both ends of the vehicle frame and extends along the direction of travel of the engineering machinery. The traveling wheel assembly includes a first sliding shaft, a second sliding shaft, a first guide wheel, a second guide wheel, and a bidirectional synchronous telescopic mechanism. The bearing seats of the first sliding shaft and the second sliding shaft are respectively connected to the two ends of the walking bracket. The two ends of the bidirectional synchronous telescopic mechanism are respectively connected to the inner ends of the journals of the first sliding shaft and the second sliding shaft. The first guide wheel and the second guide wheel are respectively linked to the outer ends of the journals of the first sliding shaft and the second sliding shaft. The distance detection module includes a first laser rangefinder and a second laser rangefinder installed on the rail travel module. The first laser rangefinder is used to collect the wheel-rail distance between the wheel flange of any guide wheel and the corresponding side rail edge. The second laser rangefinder is used to collect the wheel-to-wheel distance between the inner edge of the first guide wheel and the inner edge of the second guide wheel. The controller is configured to: place the rail-walking module inside the rail, receive the wheel-rail distance collected by the first laser rangefinder, and control the bidirectional synchronous telescopic mechanism to adjust the wheel-to-wheel distance according to the wheel-rail distance until the wheel-rail distance meets the preset on-rail gauge requirement; when the preset on-rail gauge requirement is met, prevent the rail-walking module from contacting the rail, receive the wheel-to-wheel distance collected by the second laser rangefinder, and control the bidirectional synchronous telescopic mechanism to adjust the wheel-to-wheel distance according to the wheel-to-wheel distance until the preset off-rail gauge requirement is met; when the preset off-rail gauge requirement is met, place the rail-walking module inside the rail.

[0008] Optionally, the walking support frame includes a first support frame and a second support frame; One end of the first support frame and the second support frame are respectively connected to the vehicle frame, and the other end is respectively connected to the side of the bearing seat of the first sliding shaft and the second sliding shaft. The first support frame and the second support frame extend along the direction of travel of the construction machinery. A protective cover and a reinforcing plate that are parallel to each other are connected between the first support frame and the second support frame. The protective cover is sleeved on the first sliding shaft, the bidirectional synchronous telescopic mechanism and the outer ring of the second sliding shaft, and connects the first support frame and the second support frame.

[0009] Optionally, the bidirectional synchronous telescopic mechanism includes a first telescopic tube, a second telescopic tube, and a double-acting double-outlet rod; The first telescopic tube and the second telescopic tube are respectively connected to the inner ends of the journals of the first sliding shaft and the second sliding shaft. The inner cavity of the first telescopic tube and the inner cavity of the second telescopic tube are slidably connected to the outer ring of the double-acting double-outlet rod. The double-acting double-output rod has a large-cavity oil inlet and a small-cavity oil return port, both of which are connected to the inner cavities of the first telescopic tube and the second telescopic tube.

[0010] Optionally, a first motor cover and a first motor assembly are further connected between the first guide wheel and the first sliding shaft; The first motor cover is mounted on the outer end of the first sliding shaft, the first motor assembly is installed inside the first motor cover, and the first guide wheel is installed outside the first motor assembly and connected to the output shaft of the first motor assembly. A second motor cover and a second motor assembly are also connected between the second guide wheel and the second sliding shaft; The second motor cover is mounted on the outer end of the second sliding shaft, the second motor assembly is installed inside the second motor cover, and the second guide wheel is installed outside the second motor assembly and connected to the output shaft of the second motor assembly.

[0011] Optionally, the first laser rangefinder and the second laser rangefinder are connected to the first motor cover or the second motor cover, and are located on the same vertical plane as the inner edge of the first guide wheel or the second guide wheel; The measuring surface of the first laser rangefinder faces the same side as the side where the first motor cover or the second motor cover is located. The measuring surface of the second laser rangefinder faces the opposite side of the side where the first motor cover or the second motor cover is located.

[0012] Optionally, the chassis system further includes a first hydraulic cylinder and a second hydraulic cylinder; The two ends of the first hydraulic cylinder are respectively rotatably connected to one side of the vehicle frame and the corresponding side of the traveling support; the two ends of the first hydraulic cylinder are respectively rotatably connected to the other side of the vehicle frame and the other side of the traveling support. The controller is also configured to: control the first and second hydraulic cylinders to extend so that the rail travel module is placed inside the rail; and control the first and second hydraulic cylinders to retract so that the rail travel module is lifted up and does not contact the rail.

[0013] In a second aspect, the present invention provides a gauge-adaptive engineering machinery, which applies a gauge-adaptive engineering machinery chassis system as described in any one of the first aspects.

[0014] Thirdly, the present invention provides a chassis system control method, applied to a gauge-adaptive engineering machinery chassis system as described in any of the first aspects, the control method comprising: S1, the rail travel module is placed inside the rail and receives the wheel-rail distance collected by the first laser rangefinder; S2, compare the wheel-rail spacing with the preset wheel-rail spacing threshold. If the wheel-rail spacing is greater than the wheel-rail spacing threshold, control the bidirectional synchronous telescopic mechanism to adjust the wheel spacing until the wheel-rail spacing is not greater than the wheel-rail spacing threshold. S3, when the wheel-rail distance is not greater than the wheel-rail distance threshold, the rail travel module does not contact the rail and receives the wheel-to-wheel distance collected by the second laser rangefinder; S4, calculate the current running gauge of the traveling wheel assembly based on the wheel spacing; S5 compares the current running gauge with the preset gauge range. If the current running gauge is not within the gauge range, it controls the bidirectional synchronous telescopic mechanism to adjust the wheel spacing until the current running gauge is within the gauge range. S6, when the current running gauge is within the gauge range, the rail travel module is placed inside the rail.

[0015] Optionally, the rail travel module can be placed inside the rail by controlling the extension of the first and second hydraulic cylinders; By controlling the retraction of the first and second hydraulic cylinders, the rail travel module is raised so that it does not contact the rail.

[0016] Optionally, the preset wheel-rail spacing threshold is 10mm; The preset track gauge range is between 10mm and 5mm less than the track gauge of the rail to be changed. The formula for calculating the current running track gauge of the traveling wheel assembly based on the wheel spacing is: Current running track gauge = wheel spacing + 2 × guide wheel width.

[0017] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: By integrating the distance detection module into the rail travel module and combining it with the preset automatic track changing control logic, the on-rail gauge is confirmed based on the wheel-rail distance collected by the first laser rangefinder, ensuring that the wheel flange and the rail maintain a reasonable gap in the on-rail state, avoiding the risk of derailment caused by wheel flange collision with the rail or excessive gap. The off-rail gauge is confirmed based on the current running gauge calculated from the wheel-to-wheel distance collected by the second laser rangefinder, verifying whether the extension and retraction of both sides of the bidirectional synchronous telescopic mechanism are symmetrical. By controlling the extension and retraction of the bidirectional synchronous telescopic mechanism in two stages to change the current running gauge, the gauge is adaptively and continuously adjusted, and it can adapt to a variety of different gauge requirements. Attached Figure Description

[0018] Figure 1 The diagram shown is a schematic representation of a gauge-adaptive engineering machinery chassis system in one embodiment of the present invention.

[0019] Figure 2 The diagram shown is a schematic representation of the vehicle frame structure in one embodiment of the present invention;

[0020] Figure 3 The diagram shown is a schematic diagram of the rail travel module structure in one embodiment of the present invention;

[0021] Figure 4 The present invention is shown. Figure 3 A schematic diagram of the track-moving module shown in the AA direction;

[0022] Figure 5The diagram shown is a schematic representation of a walking support structure in one embodiment of the present invention.

[0023] Figure 6 The diagram shown is a schematic diagram of a bidirectional synchronous telescopic mechanism in one embodiment of the present invention;

[0024] Figure 7 The diagram shown is a flowchart of a control method for an engineering machinery chassis system in one embodiment of the present invention.

[0025] In the diagram: 1. Chassis; 1-1. First hinge hole; 1-2. Second hinge hole; 1-3. Third hinge hole; 1-4. Fourth hinge hole; 2. First hydraulic cylinder; 3. Second hydraulic cylinder; 4. Rail travel module; 4-1. Traveling bracket; 4-1-1. Fifth hinge hole; 4-1-2. Eighth hinge hole; 4-1-3. First cylinder; 4-1-4. First tube cover; 4-1-5. Slide rail; 4-1-6. Second tube cover; 4-1-7. Second cylinder; 4-1-8. Seventh hinge hole; 4-1-9. Sixth hinge hole; 4-2. First guide wheel; 4-3. First motor assembly ; 4-4, First motor cover; 4-5, First motor oil pipe cover; 4-6, First sliding shaft; 4-7, Bidirectional synchronous telescopic mechanism; 4-7-1, Large cavity oil inlet; 4-7-2, First telescopic tube; 4-7-3, Double-acting double-outlet rod; 4-7-4, Small cavity oil return port; 4-7-5, Second telescopic tube; 4-8, Second sliding shaft; 4-9, Second motor oil pipe cover; 4-10, Second motor cover; 4-11, Second motor assembly; 4-12, Second guide wheel; 5, Distance detection module; 5-1, First laser rangefinder; 5-2, Second laser rangefinder. Detailed Implementation

[0026] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0027] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are used 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. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0028] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0029] Example 1

[0030] like Figure 1 As shown, this embodiment provides a track gauge adaptive engineering machinery chassis system, including a frame 1, a first hydraulic cylinder 2, a second hydraulic cylinder 3, a rail travel module 4, a distance detection module 5, and a controller.

[0031] like Figure 2 As shown, the frame 1 is connected to the bottom of the engineering machinery and the tracked wheels. The frame 1 has a first hinge hole 1-1, a second hinge hole 1-2, a third hinge hole 1-3 and a fourth hinge hole 1-4 on both sides for connecting to the rail travel module and the hydraulic cylinder. The connecting lines of each hinge hole form a rectangle.

[0032] like Figure 3 and Figure 4 As shown, the rail travel module 4 includes a travel support 4-1 and a travel wheel assembly. With the tracked travel wheel traveling in the forward direction, the travel support 4-1 is rotatably connected to both ends of the frame 1 and extends along the travel direction of the engineering machinery. The travel wheel assembly includes a first sliding shaft 4-6, a second sliding shaft 4-8, a first guide wheel 4-2, a second guide wheel 4-12, and a bidirectional synchronous telescopic mechanism 4-7.

[0033] like Figure 5 As shown, the walking support 4-1 includes a first support frame and a second support frame extending along the walking direction of the tracked wheels. The rear ends of the first and second support frames are rotatably connected to the second hinge holes 1-2 and 1-4 of the frame 1 via fifth hinge holes 4-1-1 and 4-1-9, respectively, through pins. The front ends are connected to the bearing seats of the first sliding shaft 4-6 and the second sliding shaft 4-8 via first cylinder 4-1-3 and second cylinder 4-1-7, respectively. A protective cover and a reinforcing plate that are parallel to each other are also connected between the first and second support frames. The protective cover is sleeved on the outer ring of the first sliding shaft 4-6, the bidirectional synchronous telescopic mechanism 4-7, and the second sliding shaft 4-8, and connects the first and second support frames to form a closed protective space.

[0034] The bearing seats of the first sliding shaft 4-6 and the second sliding shaft 4-8 are respectively connected to the first cylinder 4-1-3 and the second cylinder 4-1-7 at the front ends of both sides of the walking bracket 4-1. The two ends of the bidirectional synchronous telescopic mechanism 4-7 are respectively connected to the inner ends of the journals of the first sliding shaft 4-6 and the second sliding shaft 4-8. The first guide wheel 4-2 and the second guide wheel 4-12 are respectively linked to the outer ends of the journals of the first sliding shaft 4-6 and the second sliding shaft 4-8.

[0035] Specifically, refer to Figure 3 and Figure 4 A first motor cover 4-4 and a first motor assembly 4-3 are connected between the first guide wheel 4-2 and the first sliding shaft 4-6. The first motor cover 4-4 is mounted on the outer end of the first sliding shaft 4-6, the first motor assembly 4-3 is installed inside the first motor cover 4-4, and the first guide wheel 4-2 is installed outside the first motor assembly 4-3 and connected to the output shaft of the first motor assembly 4-3. A second motor cover 4-10 and a second motor assembly 4-11 are connected between the second guide wheel 4-12 and the second sliding shaft 4-8. The second motor cover 4-10 is mounted on the outer end of the second sliding shaft 4-8, the second motor assembly 4-11 is installed inside the second motor cover 4-10, and the second guide wheel 4-12 is installed outside the second motor assembly 4-11 and connected to the output shaft of the second motor assembly 4-11. The top of the first motor cover 4-4 is also equipped with a first motor oil pipe cover 4-5, and the top of the second motor cover 4-10 is also equipped with a second motor oil pipe cover 4-9, which are used to protect the motor oil pipe from external damage.

[0036] like Figure 6As shown, the bidirectional synchronous telescopic mechanism 4-7 includes a first telescopic tube 4-7-2, a second telescopic tube 4-7-5, and a double-acting double-outlet rod 4-7-3. The first telescopic tube 4-7-2 and the second telescopic tube 4-7-5 are fixedly connected to the inner ends of the journals of the first sliding shaft 4-6 and the second sliding shaft 4-8, respectively. The inner cavities of the first telescopic tube 4-7-2 and the second telescopic tube 4-7-5 are slidably connected to the outer ring of the double-acting double-outlet rod 4-7-3. The double-acting double-outlet rod 4-7-3 has a large-cavity oil inlet 4-7-1 and a small-cavity oil return port 4-7-4, both of which communicate with the inner cavities of the first telescopic tube 4-7-2 and the second telescopic tube 4-7-5. When hydraulic oil enters from the large cavity inlet 4-7-1, it pushes the double-acting double-outlet rod 4-7-3 to extend to both ends, causing the first telescopic tube 4-7-2 and the second telescopic tube 4-7-5 to move outward synchronously, thus increasing the wheel spacing. When hydraulic oil enters from the small cavity return port 4-7-4, the double-acting double-outlet rod 4-7-3 retracts inward, causing the first telescopic tube 4-7-2 and the second telescopic tube 4-7-5 to move inward synchronously, thus decreasing the wheel spacing. Because the same double-acting double-outlet rod 4-7-3 is used for driving, the displacement of the first telescopic tube 4-7-2 and the second telescopic tube 4-7-5 is strictly equal, ensuring that the first guide wheel 4-2 and the second guide wheel 4-12 always move symmetrically.

[0037] Specifically, the protective cover includes a first tube cover 4-1-4, a slide rail 4-1-5, and a second tube cover 4-1-6 connected in sequence, which respectively serve as the covers for the first telescopic tube 4-7-2, the double-acting double-outlet rod 4-7-3, and the second telescopic tube 4-7-5.

[0038] The distance detection module 5 includes a first laser rangefinder 5-1, a second laser rangefinder 5-2, a first column, and a second column. The first column and the second column are respectively connected to the outer edges of the sides of the first motor cover 4-4 and the second motor cover 4-10, and are on the same vertical plane as the inner edge of the first guide wheel 4-2. The first laser rangefinder 5-1 and the second laser rangefinder 5-2 are fixedly connected to the first column. The measuring surface of the first laser rangefinder 5-1 faces the rail edge on the same side as the first column, and is used to collect the wheel-rail distance between the rim of any guide wheel and the corresponding rail edge. The measuring surface of the second laser rangefinder 5-2 faces the second column, and is used to collect the wheel-to-wheel distance between the inner edges of the first guide wheel 4-2 and the inner edges of the second guide wheel 4-12.

[0039] The piston rod pin hole and cylinder pin hole of the first hydraulic cylinder 2 are respectively connected to the third hinge hole 1-3 and the seventh hinge hole 4-1-8 on the upper part of the second support frame via pins. The piston rod pin hole and cylinder pin hole of the second hydraulic cylinder 3 are respectively connected to the first hinge hole 1-1 and the eighth hinge hole 4-1-2 on the upper part of the first support frame via pins. By controlling the extension and retraction of the first hydraulic cylinder 2 and the second hydraulic cylinder 3, the rail travel module 4 can be placed inside the rail or raised without contacting the rail.

[0040] The controller is configured to perform a two-stage adjustment process: placing the rail travel module 4 inside the rail, receiving the wheel-rail spacing L1 collected by the first laser rangefinder 5-1, comparing the wheel-rail spacing L1 with a preset wheel-rail spacing threshold (10mm), and if the wheel-rail spacing L1 is greater than 10mm, controlling the bidirectional synchronous telescopic mechanism 4-7 to adjust the wheel spacing until the wheel-rail spacing L1 is not greater than 10mm. When the wheel-rail spacing L1 is no greater than 10mm, the first hydraulic cylinder 2 and the second hydraulic cylinder 3 are controlled to retract, causing the rail travel module 4 to lift without contacting the rail. The wheel spacing L2 is received by the second laser rangefinder 5-2. The current running track gauge L3 of the traveling wheel assembly is calculated according to the formula L3=L2+2×153mm (where 153mm is the structural distance from the outer edge of the motor cover to the outer edge of the guide wheel, i.e., the guide wheel width). The current running track gauge L3 is compared with the preset track gauge range (the current track gauge L4 to be changed is reduced by 10mm to 5mm, i.e., L4-10mm≤L3≤L4-5mm). If the current running track gauge L3 is not within this range, the bidirectional synchronous telescopic mechanism 4-7 is controlled to adjust the wheel spacing until the current running track gauge L3 is within the track gauge range. Then, the first hydraulic cylinder 2 and the second hydraulic cylinder 3 are controlled to extend, causing the rail travel module 4 to be placed inside the rail, thus completing the track change.

[0041] Example 2

[0042] This embodiment provides a gauge-adaptive engineering machine, which can be a tracked railway sleeper changer, a railway screen cleaner, or other engineering machines that need to operate on railway tracks. The engineering machine utilizes the gauge-adaptive engineering machine chassis system described in Embodiment 1.

[0043] When the engineering machinery is in operation, it can travel on the rails via the rail travel module 4 of the chassis system, or on ordinary roads via the tracked wheels. When it is necessary to switch from one gauge railway to another, no parts need to be replaced; the gauge adjustment can be completed simply by controlling the controller automatically or manually. The applicable gauge range is 1100mm-1520mm.

[0044] Specifically, the track-changing process of the engineering machinery is as follows:

[0045] Drive the construction machinery to the track-changing position;

[0046] Choose between manual or automatic track changing mode;

[0047] In automatic track changing mode, the controller automatically executes the two-stage adjustment process described in Example 1. First, it confirms on track by the first laser rangefinder 5-1, and then confirms off track by the second laser rangefinder 5-2, so that the track gauge meets the requirements.

[0048] In manual track changing mode, the operator manually presses the adjustment button according to the L1 and L3 parameters displayed on the instrument to control the bidirectional synchronous telescopic mechanism 4-7 to extend and retract until the conditions are met.

[0049] After the track gauge change is completed, the construction machinery can operate normally on the new track gauge railway.

[0050] Example 3

[0051] like Figure 7 As shown, this embodiment provides a chassis system control method, applied to the gauge-adaptive engineering machinery chassis system as described in Embodiment 1. The control method includes the following steps:

[0052] Step S1: On-orbit Confirmation Phase

[0053] The first hydraulic cylinder 2 and the second hydraulic cylinder 3 are extended to place the rail travel module 4 inside the rail. The wheel-rail distance L1 collected by the first laser rangefinder 5-1 is received and compared with the preset wheel-rail distance threshold of 10mm. If the wheel-rail distance L1 is greater than 10mm, it indicates that the gap between the wheel flange and the rail is too large. The bidirectional synchronous telescopic mechanism 4-7 is extended to adjust the wheel gap until the wheel-rail distance L1 is no greater than 10mm, ensuring that the guide wheel flange is close to the rail but does not collide with it.

[0054] Step S2: Off-track confirmation phase

[0055] When the wheel-rail spacing L1 is no greater than 10mm, the first hydraulic cylinder 2 and the second hydraulic cylinder 3 are retracted, causing the rail travel module 4 to lift without contacting the rail. At this time, the wheel-rail constraint is released, and the guide wheel can move freely. The wheel spacing L2 collected by the second laser rangefinder 5-2 is received, and the current running track gauge L3 of the traveling wheel assembly is calculated according to the formula L3=L2+2×153. The current running track gauge L3 is compared with the preset track gauge range (the current track gauge L4 to be changed is reduced by 10mm to 5mm). If the current running track gauge L3 is not within this range, it indicates that there is a deviation in the extension and retraction dimensions on both sides of the bidirectional synchronous telescopic mechanism 4-7. The bidirectional synchronous telescopic mechanism 4-7 is controlled to continue to extend and retract to adjust the wheel spacing (the direction of extension or retraction is determined according to the deviation direction between L3 and the target range) until the current running track gauge L3 is within the track gauge range.

[0056] Step S3: Reset Lock

[0057] When the current track gauge L3 satisfies L4-10mm≤L3≤L4-5mm, the bidirectional synchronous telescopic mechanism 4-7 is locked, and the first hydraulic cylinder 2 and the second hydraulic cylinder 3 are controlled to extend, so that the rail travel module 4 is placed inside the rail, completing the entire track changing process.

[0058] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A track gauge adaptive engineering machinery chassis system, characterized in that, Includes a chassis, a rail travel module, a distance detection module, and a controller; The chassis is connected to the bottom of the construction machinery and the tracked wheels respectively; The rail travel module includes a travel support frame and a travel wheel assembly; The traveling support is rotatably connected to both ends of the vehicle frame and extends along the direction of travel of the engineering machinery. The traveling wheel assembly includes a first sliding shaft, a second sliding shaft, a first guide wheel, a second guide wheel, and a bidirectional synchronous telescopic mechanism. The bearing seats of the first sliding shaft and the second sliding shaft are respectively connected to the two ends of the walking bracket. The two ends of the bidirectional synchronous telescopic mechanism are respectively connected to the inner ends of the journals of the first sliding shaft and the second sliding shaft. The first guide wheel and the second guide wheel are respectively linked to the outer ends of the journals of the first sliding shaft and the second sliding shaft. The distance detection module includes a first laser rangefinder and a second laser rangefinder installed on the rail travel module. The first laser rangefinder is used to collect the wheel-rail distance between the wheel flange of any guide wheel and the corresponding side rail edge. The second laser rangefinder is used to collect the wheel-to-wheel distance between the inner edge of the first guide wheel and the inner edge of the second guide wheel. The controller is configured to: place the rail-walking module inside the rail, receive the wheel-rail distance collected by the first laser rangefinder, and control the bidirectional synchronous telescopic mechanism to adjust the wheel-to-wheel distance according to the wheel-rail distance until the wheel-rail distance meets the preset on-rail gauge requirement; when the preset on-rail gauge requirement is met, prevent the rail-walking module from contacting the rail, receive the wheel-to-wheel distance collected by the second laser rangefinder, and control the bidirectional synchronous telescopic mechanism to adjust the wheel-to-wheel distance according to the wheel-to-wheel distance until the preset off-rail gauge requirement is met; when the preset off-rail gauge requirement is met, place the rail-walking module inside the rail.

2. The track gauge adaptive engineering machinery chassis system according to claim 1, characterized in that, The walking support frame includes a first support frame and a second support frame; One end of the first support frame and the second support frame are respectively connected to the vehicle frame, and the other end is respectively connected to the side of the bearing seat of the first sliding shaft and the second sliding shaft. The first support frame and the second support frame extend along the direction of travel of the construction machinery. A protective cover and a reinforcing plate that are parallel to each other are connected between the first support frame and the second support frame. The protective cover is sleeved on the first sliding shaft, the bidirectional synchronous telescopic mechanism and the outer ring of the second sliding shaft, and connects the first support frame and the second support frame.

3. The track gauge adaptive engineering machinery chassis system according to claim 1, characterized in that, The bidirectional synchronous telescopic mechanism includes a first telescopic tube, a second telescopic tube, and a double-acting double-outlet rod. The first telescopic tube and the second telescopic tube are respectively connected to the inner ends of the journals of the first sliding shaft and the second sliding shaft. The inner cavity of the first telescopic tube and the inner cavity of the second telescopic tube are slidably connected to the outer ring of the double-acting double-outlet rod. The double-acting double-output rod has a large-cavity oil inlet and a small-cavity oil return port, both of which are connected to the inner cavities of the first telescopic tube and the second telescopic tube.

4. The track gauge adaptive engineering machinery chassis system according to claim 1, characterized in that, A first motor cover and a first motor assembly are also connected between the first guide wheel and the first sliding shaft; The first motor cover is mounted on the outer end of the first sliding shaft, the first motor assembly is installed inside the first motor cover, and the first guide wheel is installed outside the first motor assembly and connected to the output shaft of the first motor assembly. A second motor cover and a second motor assembly are also connected between the second guide wheel and the second sliding shaft; The second motor cover is mounted on the outer end of the second sliding shaft, the second motor assembly is installed inside the second motor cover, and the second guide wheel is installed outside the second motor assembly and connected to the output shaft of the second motor assembly.

5. The track gauge adaptive engineering machinery chassis system according to claim 4, characterized in that, The first laser rangefinder and the second laser rangefinder are connected to the outer edge of the first motor cover or the second motor cover, and are located on the same vertical plane as the inner edge of the first guide wheel or the second guide wheel. The measuring surface of the first laser rangefinder faces the same side as the side where the first motor cover or the second motor cover is located. The measuring surface of the second laser rangefinder faces the opposite side of the side where the first motor cover or the second motor cover is located.

6. The track gauge adaptive engineering machinery chassis system according to claim 1, characterized in that, The chassis system also includes a first hydraulic cylinder and a second hydraulic cylinder; The two ends of the first hydraulic cylinder are respectively rotatably connected to one side of the vehicle frame and the corresponding side of the traveling support; the two ends of the first hydraulic cylinder are respectively rotatably connected to the other side of the vehicle frame and the other side of the traveling support. The controller is also configured to: control the first and second hydraulic cylinders to extend so that the rail travel module is placed inside the rail; and control the first and second hydraulic cylinders to retract so that the rail travel module is lifted up and does not contact the rail.

7. A track gauge adaptive engineering machine, characterized in that, The track gauge adaptive engineering machinery chassis system as described in any one of claims 1-6 is applied.

8. A chassis system control method, characterized in that, The control method, applied to the gauge-adaptive engineering machinery chassis system as described in any one of claims 1-6, comprises: S1, the rail travel module is placed inside the rail and receives the wheel-rail distance collected by the first laser rangefinder; S2, compare the wheel-rail spacing with the preset wheel-rail spacing threshold. If the wheel-rail spacing is greater than the wheel-rail spacing threshold, control the bidirectional synchronous telescopic mechanism to adjust the wheel spacing until the wheel-rail spacing is not greater than the wheel-rail spacing threshold. S3, when the wheel-rail distance is not greater than the wheel-rail distance threshold, the rail travel module does not contact the rail and receives the wheel-to-wheel distance collected by the second laser rangefinder; S4, calculate the current running gauge of the traveling wheel assembly based on the wheel spacing; S5 compares the current running gauge with the preset gauge range. If the current running gauge is not within the gauge range, it controls the bidirectional synchronous telescopic mechanism to adjust the wheel spacing until the current running gauge is within the gauge range. S6, when the current running gauge is within the gauge range, the rail travel module is placed inside the rail.

9. The chassis system control method according to claim 8, characterized in that, By controlling the extension of the first and second hydraulic cylinders, the rail travel module is placed inside the rail; By controlling the retraction of the first and second hydraulic cylinders, the rail travel module is raised so that it does not contact the rail.

10. The chassis system control method according to claim 8, characterized in that, The preset wheel-rail spacing threshold is 10mm; The preset track gauge range is between 10mm and 5mm less than the track gauge of the rail to be changed. The formula for calculating the current running track gauge of the traveling wheel assembly based on the wheel spacing is: Current running track gauge = wheel spacing + 2 × guide wheel width.

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