Intelligent obstacle crossing transportation trailer for disc-type inner scaffold and method of using the same

Abstract

The application belongs to the technical field of building construction auxiliary equipment, and discloses an intelligent obstacle-crossing transport trailer for a disc buckle type inner scaffold and a use method thereof, which comprises a mechanical bearing and walking system, a walking wheel set, six universal wheels respectively installed at corner positions of a main body frame, an intelligent obstacle-crossing execution system, an environment sensing module, a lifting driving module, a stroke limiting module, an integrated control system, a central processing unit, a power supply unit, a voltage conversion unit, a signal acquisition and driving unit, a man-machine interaction unit, an auxiliary steering system, and small-radius steering and posture adjustment of the transport trailer. The application can autonomously and stably continuously cross obstacles in a scaffold filled with sweeping rods, and can realize flexible steering in a narrow grid space, thereby greatly improving material transportation efficiency and reducing labor intensity.

Description

Technical Field

[0001] This invention relates to the technical field of construction auxiliary equipment, specifically to an intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding, and also to a method of using the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding, for transporting materials inside the disc-lock internal scaffolding, and for automatically crossing ground sweeping poles approximately 200mm off the ground. Background Technology

[0002] In cast-in-place concrete structure construction, disc-lock internal scaffolding is widely used due to its convenient assembly and disassembly and high load-bearing capacity. However, its internal grid system composed of crisscrossing horizontal bars, especially the ground-level bars approximately 200mm from the ground, creates continuous low obstacles. More specifically, the upright spacing of disc-lock internal scaffolding is typically standardized at 1.2 meters, resulting in a regular, equidistant grid-like internal space. This specific geometric constraint makes it completely impossible for traditional wheeled transport vehicles with fixed dimensions to pass through the scaffolding.

[0003] Currently, when workers move materials such as scaffolding supports, short steel pipes, timber, and measuring instruments, they can only rely on manual labor, frequently bending over and stepping over sweeping poles. This method has prominent problems such as extremely high labor intensity, extremely low handling efficiency, and a high risk of tripping, sprains, and material falling. Although there are some general-purpose obstacle-crossing platforms or automated guided vehicles (AGVs) on the market, they are not specifically designed for the enclosed environment of "scaffolding grids," which have fixed geometric constraints (such as a 1.2m × 1.2m grid space) and specific obstacle shapes (continuous horizontal poles 200mm off the ground). These general-purpose devices generally have fundamental defects such as complex obstacle-crossing mechanisms, vehicle dimensions that do not match the standardized grid space, and inability to maneuver flexibly between narrow and equidistant columns. Therefore, they cannot meet the actual needs of construction sites for efficient, flexible, and adaptable internal transportation tools. Summary of the Invention

[0004] Based on the shortcomings of the existing technology, the technical problem to be solved by the present invention is to provide an intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding and its usage method, which can autonomously and smoothly cross obstacles continuously inside scaffolding filled with sweeping poles, and can flexibly turn in narrow grid space, thereby greatly improving material transportation efficiency and reducing the labor intensity and safety risks of workers.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: The present invention relates to an intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding, comprising: a mechanical load-bearing and walking system, including a main frame and a walking wheel set, wherein the walking wheel set includes six omnidirectional wheels respectively installed at the six corners of the base plate of the main frame, and the upper part of each omnidirectional wheel is vertically inserted through a rail rod at the corresponding corner of the upper and lower plates of the main frame to form a basic walking mechanism; an intelligent obstacle-crossing execution system, with an independent set corresponding to each omnidirectional wheel, including an environmental sensing module, a lifting drive module, and a travel limit module, wherein the environmental sensing module is installed below the base plate of the main frame and in front of the corresponding omnidirectional wheel, and uses an infrared sensor to detect sweeping pole obstacles in front within a preset distance of 250mm; the lifting drive module... The module includes a track rod, a rack and pinion track, and a drive unit consisting of a motor, a trapezoidal screw, and a compound gear, used to provide lifting power for the casters; the travel limit module includes rectangular magnets installed at both ends of the rack and pinion track, and Hall sensors that cooperate with the rectangular magnets to limit the lifting travel of the casters; the integrated control system includes a central processing unit, a power supply unit, a voltage conversion unit, a signal acquisition and drive unit, and a human-machine interaction unit, used for information processing and command coordination, issuing start, stop, and forward / reverse commands to the motors of each lifting drive module to achieve fully automatic obstacle-crossing cycles; the auxiliary steering system is located in the middle of both sides of the main frame, used to achieve small-radius steering and attitude adjustment of the transport trailer.

[0006] Preferably, the composite gear is a double coaxial gear set, in which the large gear meshes with a trapezoidal screw and the small gear meshes with a rack and pinion track. The large gear and the small gear are coaxially and fixedly connected. The output speed of the motor is converted into the linear velocity of the large gear of the composite gear by the trapezoidal screw, and the linear velocity of the pitch circle of the small gear is the lifting speed of the rack and pinion track.

[0007] Furthermore, the power supply unit includes a battery, a main power switch, a circuit breaker, a surge protector, a power distribution circuit, and a motor drive module. The battery is a 24V lithium iron phosphate battery pack, which communicates with the central processing unit via a bus to report the power level and operating status in real time. The main power switch is a lockable industrial-grade rocker switch, and the circuit breaker is used for vehicle overload and short-circuit protection. The surge protector is a DC power surge suppression device used to suppress the impact of transient overvoltages on the control system. The power distribution circuit provides centralized power to six sets of motor drive modules and the DC-DC step-down module of the voltage conversion unit.

[0008] Preferably, the signal acquisition and drive unit includes six independently configured signal circuit boards, each corresponding to a set of omnidirectional wheels, responsible for the signal acquisition and conditioning of the infrared sensor and Hall sensor of the wheel set, as well as the drive control of the corresponding motor: the motor drive module receives the PWM speed control signal, direction signal and enable signal sent by the central processing unit, and drives the motor through the power switching circuit to realize the forward and reverse rotation control and stepless speed regulation of the motor; the signal acquisition and drive unit provides a stable operating voltage for the infrared sensor and Hall sensor, and filters and shapes the switch signals output by the sensor before transmitting them to the central processing unit.

[0009] Preferably, the human-machine interface unit is integrated on the operation panel on the side of the main frame, including a left turn button, a right turn button, an emergency stop button, and status indicator lights. The left turn button and the right turn button are self-resetting type, sending a steering command to the central processing unit when pressed and automatically resetting when released. The emergency stop button is a red mushroom-shaped rotary reset type, connected in series to the drive end of the motor. When the emergency stop button is pressed, it can immediately cut off the drive power supply of all motors to achieve emergency braking. The status indicator lights include a power indicator light, a running indicator light, and a fault indicator light, which are used to indicate the system power-on status, working mode, and abnormal alarm, respectively, so that the operator can keep track of the equipment status in real time.

[0010] Preferably, the auxiliary steering system includes two pairs of steel pipe clamps installed on each side of the main frame in a vertical direction, totaling four pairs; each pair of steel pipe clamps consists of two symmetrically forged iron plates, with a semi-circular arc groove stamped in the middle of the iron plate, the radius of which is adapted to the diameter of the upright of the disc-lock internal scaffold; the roots of the two iron plates are hinged to the side plate of the main frame through a pin, so that the iron plates open and close horizontally around the pin; the ends of the iron plates are bent outward at 90° to form L-shaped locking lugs, and after the two iron plates are closed, the two L-shaped locking lugs fit together parallel to each other.

[0011] Furthermore, the steel pipe clamp is equipped with a plug clamp as a locking element; the upper part of the plug clamp is bent to form an outwardly inclined arc-shaped handle, and a rectangular groove is opened in the middle of its lower end. The width of the rectangular groove is adapted to the total thickness of the two L-shaped locking lugs after the two iron plates are closed; when the two iron plates are closed to hold the clamp upright, the operator holds the arc-shaped handle and inserts the plug clamp into the two L-shaped locking lugs from top to bottom. The rectangular groove at the bottom of the plug clamp then locks the ends of the two L-shaped locking lugs, thereby achieving forced locking of the closed state of the iron plates; pulling the handle of the plug clamp in the opposite direction will release the lock.

[0012] Preferably, the front end of the motor rotor connected to the output shaft of the motor is fixedly connected to the tail end of the trapezoidal screw by welding, forming a rigid transmission path; an annular limiting block is welded to the motor rotor near the motor housing. The annular limiting block is an annular metal component with an outer diameter larger than the diameter of the motor rotor, and is set close to the bearing seat end face of the motor rotor to form an axial limiting support structure; when the trapezoidal screw is subjected to a reverse axial thrust from the compound gear, the thrust is transmitted to the annular limiting block through the motor rotor, and the annular limiting block abuts against the motor housing, thereby directly unloading the axial force to the motor housing, effectively limiting the axial displacement of the trapezoidal screw and the motor rotor, and ensuring gear meshing accuracy and transmission stability.

[0013] Accordingly, the present invention also provides a method for using an intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding, the process method of the transport trailer crossing obstacles in a straight line includes the following steps: S11: Normal driving and obstacle detection; The transport trailer moves straight in the scaffold passage under manual towing. The infrared sensors installed under the bottom plate of the main frame and in front of each caster continuously emit detection signals. When the probe of any infrared sensor interacts with the sweeping pole obstacle 250mm away in front, the infrared sensor immediately generates a trigger signal. S12: Signal Acquisition and Command Generation The trigger signal is collected and filtered by the corresponding signal circuit board, and then uploaded to the central processing unit in real time via the CAN bus. The collaborative obstacle crossing algorithm inside the central processing unit independently determines the specific omnidirectional wheel that needs to perform the obstacle crossing action based on the signal, and accurately calculates the lifting command required for the omnidirectional wheel. S13: The actuator lifts over the obstacle. The central processing unit sends the lifting command to the motor drive module of the corresponding omnidirectional wheel. The motor drive module drives the motor to start, and the motor rod drives the trapezoidal screw to rotate. The rotational motion is converted into compound gear rotation through thread transmission. The pinion of the compound gear meshes with the rack and pinion on the track rod, thereby pushing the track rod to drive the omnidirectional wheel to lift rapidly in the vertical direction, so that the bottom height of the omnidirectional wheel exceeds the sweeping rod of 200mm. S14: Confirmation of lifting stroke and limit When the track rod rises to the preset limit position, the rectangular magnet embedded at the top of the rack track approaches the Hall sensor installed at the corresponding position. After the Hall sensor detects the magnetic field signal, it immediately sends a position signal to the central processing unit through the signal circuit board. The central processing unit then cuts off the power of the motor and activates the electromagnetic brake self-locking to lock the walking wheel set in the raised state to ensure safe passage. S15: Automatic reset detection after crossing Once the omnidirectional wheel has completely passed the sweeping bar obstacle as the main frame moves forward, the infrared sensor of the wheel assembly is reset due to the disappearance of the obstacle. After the central processing unit detects the disappearance of the infrared sensor signal, it automatically sends a descent command to the motor drive module. The motor rotates in the opposite direction, and the track rod drives the omnidirectional wheel to descend at a constant speed. S16: Descent Limit and Status Recovery When the track pole descends to its initial position, the rectangular magnet at the bottom triggers the Hall sensor below. Upon receiving the arrival signal, the central processing unit immediately stops the motor and locks itself, allowing the omnidirectional wheel to smoothly return to the ground and resume its load-bearing state. Thus, the omnidirectional wheel completes a full "detection-lifting-crossing-descending" obstacle-crossing cycle, and the trailer continues to move forward. The transport trailer simultaneously handles obstacle avoidance of the sweeping pole during turning. The specific control process is as follows: S21. Steering Preparation Stage: The operator pulls the trailer to the side of the target pole, aligning the upper and lower pairs of steel pipe clamps on one side of the main frame with the axis of the pole; the operator then closes the upper and lower pairs of iron plate clamps on the pole in sequence, and inserts the clamps to lock them in place, so that the vehicle body and the pole form a rigid rotary joint connection, and the pole becomes the fixed rotation fulcrum for the vehicle's steering; during this stage, all casters remain grounded, and the infrared sensors of each wheel set continue to work, so that the vehicle can still perform obstacle crossing actions normally when encountering a sweeping pole; S22, Command Input Stage: The operator presses the left turn button or right turn button on the operation panel of the human-machine interaction unit; after the central processing unit recognizes the command direction, it immediately enters the turning mode, pauses the obstacle crossing trigger response of the infrared sensors of each walking wheel group, and at the same time, it sends feedback to the operator that the command has been received through the status indicator light. S23, Wheel Set Lifting Stage: The central processing unit automatically calculates and selects the wheel set combination to be lifted based on the preset steering coordination algorithm and the steering direction. Taking right turn as an example, the central processing unit sends a lifting command to the corresponding signal circuit board via the CAN bus to control the three sets of omnidirectional wheels (left middle wheel, right upper wheel, and right lower wheel) to perform the lifting action, with the lifting height set at 300mm. When turning left, the three sets of omnidirectional wheels (right middle wheel, left upper wheel, and left lower wheel) are lifted in a mirror image. S24. Steering Execution Phase: After the designated casters are raised to their designated positions, the central processing unit emits a "beep" sound to signal the operator to execute traction steering. The operator pulls the tow bar to apply lateral force, and the entire vehicle rotates continuously in the horizontal plane with the locked upright as the center and the horizontal distance from the side of the vehicle to the upright axis as the radius. During this phase, the three raised casters maintain their raised height, and their infrared sensors are temporarily shielded by the central processing unit, not responding to any obstacle detection signals. Meanwhile, the infrared sensors of the three grounded casters remain in the grounded state. In the fully activated working state, the central processing unit continuously receives its detection signals and executes obstacle crossing control logic; when a sweeping pole appears within 250mm in front of any grounded swivel wheel, the swivel wheel still performs the complete action cycle of lifting-obstacle crossing-lowering according to the preset program; since the grounded swivel wheel still has two sets of swivel wheels grounded and the clamped upright as steering fulcrum after the grounded swivel wheel is lifted, and the lifted travel wheel set quickly falls back after the obstacle is crossed, the brief single-wheel obstacle crossing action does not affect the continuous rotation trajectory of the whole vehicle around the upright, and the operator can automatically complete the obstacle crossing during the steering process without interrupting traction; S25. Reset and Exit Phase: After the steering operation is completed, the operator resets the steering button. After the central processing unit detects the button level drop, it immediately issues a descent command to the three raised casters, causing the casters to smoothly fall back to the ground within 1.5 seconds. After all casters touch the ground, the central processing unit automatically exits the steering mode and restores the obstacle-crossing trigger response function of the infrared sensors of each caster. The operator pulls up the handle of the clamp to unlock it, opens the upper and lower pairs of steel pipe clamps, separates the vehicle body from the upright, the steering process ends, and the transport trailer resumes the straight-ahead obstacle-crossing mode.

[0014] Therefore, the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding and its method of use of the present invention have at least the following beneficial effects: 1. Addressing industry pain points: This invention addresses the technological gap where traditional transportation tools are completely unable to pass through the interior of disc-lock internal scaffolding due to continuous obstructions from 200mm high ground sweeping bars. It proposes for the first time a technical solution of "independent detection-independent lifting-coordinated obstacle crossing," fundamentally solving the mechanization problem of the "last 100 meters" of material transportation inside scaffolding and filling the market gap for specialized equipment in this niche field.

[0015] 2. Fully Automatic Obstacle Crossing: Through a distributed architecture of six independent sensing and execution units, each omnidirectional wheel pair of the sweeping rod can autonomously identify, quickly lift (completing a 300mm stroke within 1.5 seconds), smoothly cross obstacles, and automatically lower itself, all without human intervention. The dual protection of 250mm precise infrared sensor detection and Hall effect sensor hard limit ensures a 100% obstacle crossing rate and improves transportation efficiency by more than 5 times compared to traditional manual handling.

[0016] 3. Flexible Steering in Narrow Spaces: A creatively invented auxiliary steering mechanism combining a steel pipe clamp locking rod and partial lifting of the walking wheel assembly reuses the independent lifting function of the intelligent obstacle-crossing system for steering scenarios. With only three actions—clamping the pole, selecting a button, and manual traction—the 1400mm long vehicle can achieve 90° or even 180° small-radius turns within a standard 1.2m x 1.2m scaffolding grid, completely overcoming the maneuverability challenges of long vehicles in confined spaces.

[0017] 4. Collaborative operation for turning and overcoming obstacles: During the turning process, the infrared sensors of the ground-based walking wheel set remain fully activated and automatically perform obstacle-overcoming actions; the raised walking wheel set maintains a 300mm ground clearance, forming a safe avoidance space with the 200mm sweeping pole, realizing intelligent continuous operation of "turning without deceleration and overcoming obstacles without interruption". The obstacle-overcoming function does not need to be paused throughout the turning process, significantly improving traffic efficiency in complex environments.

[0018] 5. High system integration: Adopting a modular design concept, the mechanical structure, sensor detection, motor drive, and logic control are deeply integrated into a compact rectangular box-shaped body. Powered by a 24V lithium iron phosphate battery, it features DC-DC hierarchical power management, a CAN bus distributed control architecture, simple wiring harness, fault isolation, and convenient maintenance, making it fully adaptable to the harsh working conditions of construction sites, including dust, humidity, and vibration.

[0019] 6. User-friendly operation: The towing bar can rotate 360° in all directions, which is in line with the manual towing habits; the steel pipe clamp adopts a quick-locking structure, which can be completed by clamping the pole without tools; the steering button and status indicator are intuitive and clear; a single steering takes no more than 15 seconds, and ordinary workers can operate it proficiently with simple guidance without the need for professional technical training.

[0020] 7. Strong adaptability to different scenarios: The vehicle width is 800mm, which is compatible with the height of the scaffolding uprights (1.2m), allowing for smooth passage within the grid passage; the steel pipe hoop groove is compatible with the standard 48mm upright specifications; the loading platform railing height is 300-400mm, which can carry various materials such as fasteners, short steel pipes, and measuring instruments; the inward design of the railing effectively pulls the center of gravity of the materials inward and prevents the materials from colliding with the uprights during transportation.

[0021] 8. Significant economic benefits: A qualitative leap in equipment mobility is achieved with extremely low-cost incremental growth (only adding simple mechanical structures such as steel pipe clamps); a single piece of equipment can replace 3-5 handling workers, and the equipment investment payback period is no more than 6 months; it reduces the labor intensity of workers and reduces the risk of work-related injuries caused by handling, thus combining economic benefits with social value. Attached Figure Description

[0022] The accompanying drawings, which are provided to further illustrate this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application.

[0023] Figure 1 This is a full view of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding of the present invention. Figure 2 This is an exploded view of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding of the present invention. Figure 3 This is a partially enlarged view of the universal wheel of the present invention; Figure 4 This is a partially enlarged view of the traction bar of the present invention; Figure 5 This is one of the enlarged partial views of the intelligent obstacle-crossing execution system of the present invention; Figure 6 This is a second enlarged view of the intelligent obstacle-crossing execution system of the present invention; Figure 7 This is a third enlarged view of the intelligent obstacle-crossing execution system of the present invention; Figure 8 This is a partial enlarged view of the intelligent obstacle-crossing execution system of the present invention (Figure 4). Figure 9 This is a full view of the integrated control system of the present invention; Figure 10 This is a central enlarged view of the integrated control system of the present invention; Figure 11 This is an enlarged view of the signal acquisition and driving unit of the present invention; Figure 12 This is an enlarged view of the power supply unit and human-machine interaction unit of the present invention; Figure 13 This is an enlarged view of the steel pipe clamp of the present invention; Figure 14 This is an enlarged view of the clamp of the present invention; Figure 15 This is a flowchart of the straight-line obstacle-crossing mode of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding of the present invention; Figure 16 This is a flowchart of the intelligent obstacle-crossing transport trailer auxiliary steering mode for disc-lock internal scaffolding of the present invention; Figure 17 This is a schematic diagram of the straight-line obstacle-crossing mode of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding of the present invention; Figure 18 This is a schematic diagram of the auxiliary steering of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to the present invention. Figure 19This is a schematic diagram of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding of the present invention, which provides auxiliary steering.

[0024] In the picture: 1-Mechanical load-bearing and walking system; 101-Main frame; 1011-Hole; 10111-Rectangular inner groove; 102-Loading platform; 1021-Enclosed fence; 103-Wheelset; 1031-Swivel casters; 1032-Rail rod; 10321-Rectangular inner groove; 10322-Rectangular strip; 10323-Rack and pinion track; 10324-Rectangular groove; 10325-Rectangular magnet; 104-Tethering bar; 1041-Handle; 1042-Tethering bar; 1043-Four-way pivot; 2-Intelligent obstacle crossing execution system; 201-Environmental perception module; 2011-Infrared sensor; 202-Lifting drive module; 2023-Motor; 2024-Trapezoidal screw; 2025-Motor rotor; 2026-Annular limit block; 2027-Composite gear; 2028-Protective shell; 203-Travel limit module; 2031-Hall sensor; 3-Integrated control system; 301-Central processing unit; 302-Power supply unit; 3021-Battery; 3022-Main power switch; 3023-Circuit breaker; 3024-Surge protector; 3025-Power distribution circuit; 3026-Motor drive module; 303-Voltage conversion unit; 3031-DC-DC step-down module; 304-Signal acquisition and drive unit; 3041-Signal circuit board; 305-Human machine interaction unit; 3051-Left turn button; 3052-Right turn button; 3053-Emergency stop button; 3054-Status indicator light; 4-Auxiliary steering system; 4011-Steel pipe clamp; 40111-Iron sheet; 5-Plug clamp; 501-Arc-shaped handle; 502-Rectangular groove. Detailed Implementation

[0025] To facilitate understanding and implementation of the present invention by those skilled in the art, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0026] Below, in conjunction with Figures 1 to 19 This invention provides a detailed description of the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding and its usage method.

[0027] Depend on Figure 1 and Figure 2 As shown, the present invention provides an intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding, comprising: a mechanical load-bearing and walking system 1, an intelligent obstacle-crossing execution system 2, an integrated control system 3, and an auxiliary steering system 4.

[0028] like Figure 3 , Figure 4 As shown, the mechanical load-bearing and walking system 1 constitutes the physical foundation and mobile platform of the equipment, including the main frame 101, the cargo platform 102, the walking wheel set 103, and the towing rod 104. The main frame 101 is a rigid rectangular enclosed box-shaped structure (vehicle body) with a width of 800mm, a length of 1400mm, and a height of 150mm, forming an internal storage space and providing a mounting base for various functional systems. The cargo platform 102 is located on top of the main frame 101, and its area is defined by a small rectangular area that is parallel to the long and wide sides of the main frame 101 and tapers inward by 40mm. The edge of this small rectangular area is equipped with an enclosed fence 1021 with a height of 300mm to 400mm for supporting materials such as fasteners, short steel pipes, and measuring instruments. The traveling wheel assembly 103 includes six omnidirectional wheels 1031, which are respectively installed at the six corners of the main frame 101 base plate: upper left, upper right, middle left, middle right, lower left, and lower right (with the front of the vehicle as the front). Each omnidirectional wheel 1031 has a diameter of 80mm, and its upper part is vertically inserted through a 400mm long track rod 1032 at the corresponding corners of the upper and lower plates of the main frame 101, forming the basic traveling mechanism. The track rod 1032 is a rigid non-metallic cylinder with a diameter of 16mm. Its two sides have symmetrical rectangular grooves 10321 that run vertically through it, with a groove depth of 3mm and a groove width of 4mm. The upper and lower plates of the main frame 101 have holes 1011 at corresponding corner positions that match the cross-sectional profile of the track rod 1032. Each hole 1011 has a rectangular inner protrusion 10111 that slides within a rectangular inner groove 10321, allowing the track rod 1032 to slide vertically up and down only along its axial direction. A rectangular strip 10322 of equal length is fixed to one side of the track rod 1032 along its length. A rack and pinion track 10323 is machined onto this rectangular strip 10322. The starting end of the rack and pinion track 10323 is 47mm from the top of the track rod 1032, and its ending end is 32mm from the bottom of the track rod 1032. The rack and pinion track 10323 has a module of 1.0, a tooth pitch of 3.14 mm, and a tooth height of 2.25 mm. This module selection ensures reliable meshing with the composite gear 2027 (described later) to transmit driving force, while also adapting to the compact space constraint of the track rod 1032's 16 mm diameter and the requirement for a rapid response to complete a 300 mm stroke within 1.5 seconds. At the ends of the serrations at both ends of the rack and pinion track 10323, double-sided rectangular grooves 10324 (3 mm × 4 mm) are formed. Each rectangular groove 10324 contains a rectangular magnet 10325, which works in conjunction with the Hall sensor 2031 to limit the lifting stroke of the caster wheel 1031.

[0029] The towing bar 104 is located at the front center of the upper plate of the main frame 101. It consists of a handle 1041 and a towing bar 1042. Its base is connected to the front center of the upper plate of the main frame 101 through a four-way pivot 1043, so that the towing bar 104 can swing up and down around the axis and rotate 360° on the horizontal axis to adapt to manual towing operations in different directions.

[0030] like Figure 5 , Figure 6 , Figure 7 , Figure 8 As shown, the intelligent obstacle-crossing execution system 2 is the core of the system, enabling automatic and independent crossing of sweeping poles. One system is independently installed for each omnidirectional wheel 1031, for a total of six systems. Each system includes: an environmental perception module 201, a lifting drive module 202, and a travel limit module 203. The environmental perception module 201 is installed below the base plate of the main frame 101, in front of the omnidirectional wheel 1031. It uses an infrared sensor 2011 to detect sweeping pole obstacles within a preset distance of 250mm. The lifting drive module 202 includes a track rod 1032, a rack and pinion track 10323, and a drive unit consisting of a motor 2023, a trapezoidal screw 2024, and a compound gear 2027, providing lifting power for the omnidirectional wheels 1031. The motor 2023 is a 24V DC brushless geared motor with a rated power of 200W and a rated speed of 3000rpm. A planetary reducer is integrated at the output end with a reduction ratio of 5:1, ensuring a constant output shaft speed of 600rpm. The motor 2023 has a built-in electromagnetic brake for power-off self-locking. The trapezoidal screw 2024 is a Tr16×4 specification with a nominal diameter of 16mm, a lead of 4mm, a pitch of 4mm, a thread count of 1, and a thread length of 200mm. It is made of 45# steel, heat-treated and high-frequency quenched on the tooth surface, and forms a sliding helical transmission pair with a copper alloy nut. Its self-locking angle is less than the equivalent friction angle, providing reliable reverse self-locking characteristics. The front end of the motor rotor 2025, which is connected to the output shaft of the motor 2023, is fixedly connected to the tail end of the trapezoidal screw 2024 by welding, forming a rigid transmission path. To prevent the composite gear 2027 from generating axial displacement force on the trapezoidal screw 2024 during reverse drive, which could lead to disengagement or transmission failure... Effectively, an annular limiting block 2026 is welded to the motor rotor 2025 near the outer casing of the motor 2023. The annular limiting block 2026 is an annular metal component with an outer diameter larger than that of the motor rotor 2025. It is set close to the bearing seat end face of the motor rotor 2025 to form an axial limiting support structure. When the trapezoidal screw 2024 is subjected to a reverse axial thrust from the compound gear 2027, the thrust is transmitted to the annular limiting block 2026 via the motor rotor 2025. The annular limiting block 2026 abuts against the casing of the motor 2023, thereby directly unloading the axial force to the casing of the motor 2023, effectively limiting the axial displacement of the trapezoidal screw 2024 and the motor rotor 2025, and ensuring gear meshing accuracy and transmission stability.

[0031] The compound gear 2027 is a double coaxial gear set. Its large gear meshes with the trapezoidal screw 2024, with a module of 1.5, 60 teeth, a pitch circle diameter of 90mm, and a tooth width of 15mm. Its small gear meshes with the rack and pinion track 1032, with a module of 1.0, 20 teeth, a pitch circle diameter of 20mm, and a tooth width of 15mm. The large and small gears are coaxially integrated and machined with high coaxiality. The material is 42CrMo alloy steel, carburized and quenched, with a tooth surface hardness of HRC55-60. Based on transmission chain calculations: the output speed of motor 2023 is 600 rpm, which is converted into the linear velocity of the large gear of composite gear 2027 via a 4mm lead of trapezoidal screw 2024. After increasing the speed by a ratio of 60:20=3:1, the pitch circle linear velocity of the small gear is the lifting speed of rack and pinion track 1032, calculated to be 200mm / s, meeting the design goal of completing a 300mm stroke within 1.5 seconds. The drive unit is externally equipped with a non-metallic hard-sealed protective shell 2028, with openings at the positions of Hall sensors 2031 of the upper and lower stroke limit modules 203. The protective shell 2028 is filled with lubricating grease to ensure long-term stable operation of the transmission components.

[0032] like Figures 9-12 As shown, the integrated control system 3 is the "brain" of the vehicle, responsible for processing all information and coordinating commands. Through internal logic judgment, it independently and accurately sends start, stop, forward and reverse commands to the motors 2023 of each lifting drive module 202 to achieve fully automatic obstacle crossing cycle. It includes: central processing unit 301, power supply unit 302, voltage conversion unit 303, signal acquisition and drive unit 304, and human-machine interaction unit 305.

[0033] The central processing unit 301 uses a 32-bit microcontroller as the core of the vehicle control system. It has built-in necessary program memory and running memory, and has sufficient general-purpose input / output interfaces to realize PWM speed regulation, direction control, enable control of six sets of walking wheels, and parallel acquisition of 18 sensor signals. Its chip has a built-in CAN controller, which supports the CAN communication protocol for high-speed and reliable bidirectional data communication with the six signal circuit boards 3041. It has a built-in multi-channel PWM generator, which can output multiple independent PWM signals for motor speed control. It has a built-in analog-to-digital conversion module, which is reserved for battery power monitoring and system self-testing of the 3021. The chip operates at 3.3V, and the input / output pins are compatible with 5V level. It supports a standard serial debugging interface for easy program burning and on-site maintenance.

[0034] The power supply unit 302 includes a replaceable battery 3021, a main power switch 3022, a circuit breaker 3023, a surge protector 3024, a power distribution circuit 3025, and a motor drive module 3026. The battery 3021 is a 24V lithium iron phosphate battery pack with a nominal capacity of 60-80Ah. Its size is compatible with the battery compartment inside the main frame 101. It has a built-in battery management system with overcharge, over-discharge, overcurrent, short-circuit, and temperature protection functions. It communicates with the central processing unit 301 via a bus to report the power level and operating status in real time. The main power switch 3022 is a lockable industrial-grade rocker switch with rated voltage and current meeting the peak power requirements of the vehicle and possessing the corresponding protection level. The circuit breaker 3023 is a DC-specific type, with rated voltage and current matched to the battery 3021 and the vehicle load, used for vehicle overload and short-circuit protection. Surge protector 3024 is a DC power surge suppression device with nominal discharge current and voltage protection levels, used to suppress the impact of transient overvoltages on the control system. Power distribution circuit 3025 uses copper core wires of sufficient cross-sectional area to form a 24V power bus, providing centralized power to six motor drive modules 3026 and DC-DC step-down module 3031.

[0035] The voltage conversion unit 303 uses a DC-DC step-down module 3031 to convert the 24V power supply into a stable 5V logic power supply, providing operating voltage for the central processing unit 301, the signal acquisition and drive unit 304, and all sensors. The input voltage range of the DC-DC step-down module 3031 is compatible with the vehicle power supply, its output voltage accuracy meets the power supply requirements of digital circuits, and its output current capability is sufficient to support the peak load of the entire vehicle control circuit and sensors. The module has built-in output short-circuit protection, over-temperature protection, and enable control functions, low static power consumption, and a compact structure, which is compatible with the internal installation space of the main frame 101. The output of the module is connected in parallel to multiple 5V power buses, which are respectively connected to each signal circuit board 3041 and the central processing unit 301. Each bus is equipped with an independent overcurrent protection element to achieve single-path fault isolation and ensure the safe and reliable power supply of the system.

[0036] The signal acquisition and drive unit 304 includes six independently configured signal circuit boards 3041, each corresponding to a set of omnidirectional wheels 1031. It is responsible for the signal acquisition and conditioning of the infrared sensor 2011 and Hall sensor 2031 of the walking wheel set, as well as the drive control of the corresponding motor 2023. The motor drive module 3026 receives the PWM speed regulation signal, direction signal and enable signal sent by the central processing unit 301, and drives the motor 2023 through the power switching circuit to realize the forward and reverse rotation control and stepless speed regulation of the motor 2023. The motor drive module 3026 has overcurrent, overtemperature, and undervoltage lockout protection functions. Its drive capability matches the power of the selected motor 2023, ensuring fast, accurate, and reliable lifting operations. The signal acquisition and drive unit 304 provides a stable operating voltage for the infrared sensor 2011 and the Hall sensor 2031, and filters and shapes the switch signals output by the sensors before transmitting them to the central processing unit 301. The infrared sensor 2011 is a digital output type with adjustable detection distance, fast response speed, and protection level suitable for harsh construction site environments. The Hall sensor 2031 is an omnipolar type. The switching chip has magnetic sensitivity and response bandwidth that meet the requirements for detecting the end point of the lifting stroke. The communication interface module enables bidirectional data communication between the signal circuit board 3041 and the central processing unit 301. Each group of signal circuit boards 3041 is connected to the central processing unit 301 via a bus, uploading the real-time status of each sensor and the operating parameters of the motor 2023, while receiving control commands such as speed adjustment, direction adjustment, and enable from the central processing unit 301. This distributed architecture enables the parallel access of multiple groups of signal circuit boards 3041 with a small number of bus lines, significantly simplifying the overall vehicle wiring harness layout and improving system reliability.

[0037] The human-machine interface unit 305 is integrated on the operation panel on the side of the main frame 101, including a left turn button 3051, a right turn button 3052, an emergency stop button 3053, and a status indicator 3054. The left turn button 3051 and the right turn button 3052 are self-resetting. When pressed, they send a steering command to the central processing unit 301, and automatically reset when released. The emergency stop button 3053 is a red mushroom-shaped rotary reset button, connected in series to the drive end of the motor 2023. When the emergency stop button 3053 is pressed, it can immediately cut off the drive power supply of all motors 2023 to achieve emergency braking. The status indicator 3054 includes a power indicator, a running indicator, and a fault indicator, which are used to indicate the system power-on status, working mode, and abnormal alarm, respectively, so that the operator can keep track of the equipment status in real time.

[0038] like Figure 13 , Figure 15As shown, the overall working logic of the integrated control system 3 is as follows: The 24V power output from the battery 3021 is divided into two paths after passing through the main power switch 3022, circuit breaker 3023, and surge protector 3024: one path is directly supplied as power to the motor drive module 3026 of the six signal circuit boards 3041; the other path is converted into 5V logic power by the DC-DC step-down module 3031 to power the central processing unit 301, the logic section of the six signal circuit boards 3041, and all 18 sensors (6 infrared sensors 2011 and 12 Hall sensors 2031); the six signal circuit boards 3041... Circuit board 3041 communicates with central processing unit 301 via CAN bus, uploading the switching status of infrared sensors 2011 and Hall sensors 2031 of each walking wheel set in real time. The central processing unit 301 runs a multi-task real-time control program. Based on the input signals of the sensors of each walking wheel set, it independently and accurately sends PWM speed regulation, direction and enable commands to each signal circuit board 3041 through preset cooperative obstacle crossing algorithm and steering assist algorithm, controlling the corresponding motor 2023 to complete start, stop, forward rotation, reverse rotation and other actions, realizing fully automatic obstacle crossing cycle and assisted steering function.

[0039] The auxiliary steering system 4 is used to enable small-radius steering and attitude adjustment of long-body transport trailers within a standardized scaffolding grid filled with 200mm high sweeping bars. Its main component is the fixing mechanism.

[0040] The fixing mechanism is located at the middle of both sides of the main frame 101, including two pairs of steel pipe clamps 4011 arranged vertically on each side of the main frame 101, for a total of four pairs; each pair of steel pipe clamps 4011 is composed of two symmetrically forged iron plates 40111, and a semi-circular arc groove is stamped in the middle of the iron plate 40111. The radius of the semi-circular arc groove is adapted to the nominal diameter (48mm) of the upright of the disc-lock type internal scaffold; the roots of the two iron plates 40111 are hinged to the side plate of the main frame 101 through pins, so that the iron plates 40111 can be opened and closed horizontally around the pins. The end of the iron sheet 40111 is bent outward at 90° to form an L-shaped locking lug. After the two iron sheets 40111 are closed, the two L-shaped locking lugs fit together and are parallel. The installation height of the steel pipe clamp 4011 is located in the middle of the main frame 101, and is not less than 250mm away from the bottom plate of the main frame 101, so as to ensure that there is no space interference between the clamp and the 200mm high sweeping bar on the ground when the clamp is erected. The steel pipe clamp 4011 is equipped with an independent insert clamp 5 as a locking element. The insert clamp 5 is a rigid strip with a thickness of 20mm and a width of 30mm. Its upper part is bent to form an outward-curved handle 501, and a rectangular groove 502 is opened in the middle of its lower end. The width of the rectangular groove 502 is adapted to the total thickness of the two L-shaped locking lugs after the two iron plates 40111 are closed (tolerance +0.2mm). When the two iron plates 40111 are closed to clamp the upright, the operator holds the curved handle 501 and inserts the insert clamp 5 from top to bottom into the two L-shaped locking lugs. The rectangular groove 502 at the bottom of the insert clamp 5 then locks the ends of the two L-shaped locking lugs, realizing the forced locking of the iron plates 40111 in the closed state. Pulling the handle 501 of the insert clamp 5 in the opposite direction can release the lock. This insert clamp locking structure is convenient to operate, self-locking and reliable, and can realize the quick clamping and release of the upright without additional tools.

[0041] Accordingly, the method for using the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding of the present invention, wherein the process method for the transport trailer to cross obstacles in a straight line includes the following steps: Step 1: Normal Driving and Obstacle Detection The transport trailer moves straight within the scaffolding passageway under manual towing. Infrared sensors 2011, installed below the base plate of the main frame 101 and located in front of each caster wheel 1031, continuously emit detection signals. When the probe of any infrared sensor 2011 interacts with a sweeping pole obstacle 250mm away, the infrared sensor 2011 immediately generates a trigger signal.

[0042] Step 2: Signal Acquisition and Command Generation The trigger signal is acquired and filtered by the corresponding signal circuit board 3041, and then uploaded to the central processing unit 301 in real time via the CAN bus. The collaborative obstacle-crossing algorithm inside the central processing unit 301 independently determines the specific omnidirectional wheel 1031 that needs to perform the obstacle-crossing action based on the signal, and accurately calculates the lifting command (including PWM speed regulation, forward rotation direction and enable signal) required for the omnidirectional wheel 1031.

[0043] Step 3: The executing agency lifts the obstacle over. The central processing unit 301 sends a lifting command to the motor drive module 3026 corresponding to the omnidirectional wheel 1031. The motor drive module 3026 drives the motor 2023 to start, and the motor rotor 2025 drives the trapezoidal screw 2024 to rotate. The rotational motion is converted into the rotation of the compound gear 2027 through threaded transmission. The pinion of the compound gear 2027 meshes with the rack and pinion track 10323 on the track rod 1032, thereby pushing the track rod 1032 to drive the omnidirectional wheel 1031 to lift rapidly in the vertical direction. Within 1.5 seconds, the omnidirectional wheel 1031 completes a lifting stroke of 300mm, so that the bottom surface of the omnidirectional wheel 1031 is higher than the sweeping rod of 200mm.

[0044] Step 4: Confirm lifting stroke and limit When the track rod 1032 rises to the preset limit position, the rectangular magnet 10325 embedded at the top of the rack track 10323 approaches the Hall sensor 2031 installed at the corresponding position. After detecting the magnetic field signal, the Hall sensor 2031 immediately sends a position signal to the central processing unit 301 through the signal circuit board 3041. The central processing unit 301 then cuts off the power to the motor 2023 and activates the electromagnetic brake self-locking mechanism, locking the traveling wheel assembly in the raised state to ensure safe passage.

[0045] Step 5: Automatic Reset Detection After Crossing Once the omnidirectional wheel 1031 has completely passed the sweeping bar obstacle as the vehicle moves forward, the infrared sensor 2011 of the wheel assembly resets due to the disappearance of the obstacle. After the central processing unit 301 detects the disappearance of the signal from the infrared sensor 2011, it automatically sends a descent command (reverse rotation) to the motor drive module 3026. The motor 2023 rotates in the opposite direction, and the track rod 1032 drives the omnidirectional wheel 1031 to descend at a constant speed.

[0046] Step Six: Descent Limit and State Recovery When the track pole 1032 descends to its initial position, the rectangular magnet 10325 at its bottom triggers the Hall sensor 2031 below. Upon receiving the arrival signal, the central processing unit 301 immediately stops the motor 2023 and self-locks, allowing the caster wheel 1031 to smoothly return to the ground and resume its load-bearing state. Thus, the caster wheel 1031 completes a full "detection-lifting-crossing-descending" obstacle-crossing cycle, and the trailer continues forward.

[0047] like Figure 14 , Figure 16 , Figure 17 As shown, the independent lifting function of the "intelligent obstacle crossing execution system" is creatively reused in the steering assistance scenario, and the transport trailer simultaneously handles obstacle avoidance of the sweeping pole during the steering process. The specific control process is as follows: 1. Steering preparation stage: The operator pulls the trailer to the side of the target pole, aligning the upper and lower pairs of steel pipe clamps 4011 on one side of the main frame 101 with the axis of the pole; the operator then sequentially closes the upper and lower pairs of iron plates 40111 to clamp the pole, and inserts the clamps 5 to lock them in place, so that the vehicle body and the pole form a rigid rotary joint connection, and the pole becomes the fixed rotation fulcrum for the vehicle's steering; during this stage, all casters 1031 remain grounded, and the infrared sensors 2011 of each traveling wheel set continue to work, so that the vehicle can still perform obstacle crossing actions normally when encountering a sweeping pole.

[0048] 2. Command input stage: The operator presses the left turn button 3051 or the right turn button 3052 on the operation panel of the human-machine interaction unit 305; after the central processing unit 301 recognizes the command direction, it immediately enters the turning mode, pauses the obstacle crossing trigger response of the infrared sensors 2011 of each walking wheel group (to avoid the walking wheel group from being accidentally lifted during the turning process), and at the same time, it sends feedback to the operator through the status indicator light 3054 that the command has been received.

[0049] 3. Wheel group lifting stage: The central processing unit 301 automatically calculates and selects the combination of traveling wheels to be lifted according to the preset steering coordination algorithm and the steering direction. Taking right turn as an example, the central processing unit 301 sends a lifting command to the corresponding signal circuit board 3041 through the CAN bus to control the three sets of omnidirectional wheels 1031 of left middle wheel, right upper wheel and right lower wheel to perform lifting action, and the lifting height is set to 300mm. When turning left, the three sets of omnidirectional wheels of right middle wheel, left upper wheel and left lower wheel are lifted in the same way.

[0050] 4. Steering Execution Phase: After the designated caster wheel 1031 is raised to the correct position (confirmed by feedback signal from Hall sensor 2031), the central processing unit 301 emits a "beep" sound via buzzer, indicating to the operator that traction steering can be performed. The operator pulls the towing bar 104 to apply lateral force, and the entire vehicle rotates continuously in the horizontal plane with the locked upright as the center and the horizontal distance from the side of the vehicle body to the upright axis as the radius. During this phase, the three sets of caster wheels 1031 that have been raised maintain their raised height, and their infrared sensors 2011 are temporarily shielded by the central processing unit 301, not responding to any obstacle detection signals; while the three sets of caster wheels 1031 in the grounded state have their infrared sensors 2011 still in a fully activated working state, and the central processing unit 301 continues to receive their detection signals and execute obstacle crossing control logic; when a sweeping bar appears within 250mm in front of any grounded caster wheel 1031, that caster wheel 1031 will still be raised according to the preset program. The complete obstacle crossing-descent action cycle; because after the grounded caster 1031 is raised, the whole vehicle still has two sets of casters 1031 grounded and the clamped upright as the steering fulcrum, and the raised travel wheel set quickly falls back after crossing the obstacle. The brief single-wheel obstacle crossing action does not affect the continuous rotation trajectory of the whole vehicle around the upright. The operator can automatically complete the obstacle crossing during the turning process without interrupting the traction. This design ensures that the whole vehicle always maintains the autonomous obstacle crossing ability of the sweeping pole during the entire turning process, realizing intelligent continuous operation of "turning without deceleration and obstacle crossing without interruption".

[0051] 5. Reset and Exit Phase: After the steering operation is completed, the operator resets the steering button. After the central processing unit 301 detects the button level drop, it immediately issues a descent command to the three raised casters 1031, causing the casters 1031 to smoothly fall back to the ground within 1.5 seconds (confirmed by feedback signal from the Hall sensor 2031). After all casters 1031 touch the ground, the central processing unit 301 automatically exits the steering mode and restores the obstacle-crossing trigger response function of the infrared sensor 2011 of each caster 1031. The operator pulls up the handle 501 of the clamp 5 to unlock it, opens the upper and lower pairs of steel pipe clamps 4011, separates the vehicle body from the upright, ends the steering process, and the transport trailer resumes the straight-ahead obstacle-crossing mode.

[0052] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any transformations or substitutions that can be understood by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of the present invention.

Claims

1. An intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding, characterized in that, include: The mechanical load-bearing and walking system (1) includes a main frame (101) and a walking wheel set (103). The walking wheel set (103) includes six omnidirectional wheels (1031) installed at the six corners of the bottom plate of the main frame (101). The upper part of each omnidirectional wheel (1031) is vertically inserted through a rail rod (1032) at the corresponding corners of the upper and lower plates of the main frame (101) to form a basic walking mechanism. The intelligent obstacle crossing execution system (2) is set up independently for each omnidirectional wheel (1031), including an environmental perception module (201), a lifting drive module (202), and a travel limit module (203). The environmental perception module (201) is installed below the bottom plate of the main frame (101) and in front of the corresponding omnidirectional wheel (1031). It uses an infrared sensor (2011) to detect sweeping pole obstacles in front within a preset distance of 250mm. The lifting drive module (202) includes The track rod (1032), rack and pinion track (10323), and drive unit consisting of motor (2023), trapezoidal screw (2024) and compound gear (2027) are used to provide lifting power for the caster wheel (1031); the travel limit module (203) includes rectangular magnets (10325) installed at both ends of the rack and pinion track (10323) and Hall sensor (2031) that cooperates with the rectangular magnets (10325) to realize the travel limit of the caster wheel (1031) lifting stroke. The integrated control system (3) includes a central processing unit (301), a power supply unit (302), a voltage conversion unit (303), a signal acquisition and drive unit (304), and a human-machine interaction unit (305), which is used for information processing and command coordination, and sends start, stop, forward and reverse commands to the motor (2023) of each lifting drive module (202) to realize fully automatic obstacle crossing cycle; The auxiliary steering system (4) is located in the middle of both sides of the main frame (101) to enable small-radius steering and attitude adjustment of the transport trailer.

2. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 1, characterized in that, The composite gear (2027) is a double coaxial gear set, with its large gear meshing with the trapezoidal screw (2024) and its small gear meshing with the rack and pinion (1032). The large gear and the small gear are coaxially fixedly connected. The output speed of the motor (2023) is converted into the linear velocity of the large gear of the composite gear (2027) through the trapezoidal screw (2024), and the linear velocity of the pitch circle of the small gear is the lifting speed of the rack and pinion (1032).

3. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 2, characterized in that, The power supply unit (302) includes a battery (3021), a main power switch (3022), a circuit breaker (3023), a surge protector (3024), a power distribution circuit (3025), and a motor drive module (3026); the battery (3021) is a 24V lithium iron phosphate battery pack, which communicates with the central processing unit (301) via a bus to report the power and operating status in real time; The main power switch (3022) is an industrial-grade marine switch with a lock; the circuit breaker (3023) is used for overload and short-circuit protection of the whole vehicle; the surge protector (3024) is a DC power surge suppression device used to suppress the impact of transient overvoltage on the control system; the power distribution circuit (3025) provides centralized power supply for the six sets of motor drive modules (3026) and the DC-DC step-down module (3031) of the voltage conversion unit (303).

4. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 3, characterized in that, The signal acquisition and drive unit (304) includes six independently configured signal circuit boards (3041), each corresponding to a set of omnidirectional wheels (1031), responsible for the signal acquisition and conditioning of the infrared sensor (2011) and Hall sensor (2031) of the wheel set, as well as the drive control of the corresponding motor (2023): The motor drive module (3026) receives the PWM speed control signal, direction signal and enable signal sent by the central processing unit (301), and drives the motor (2023) through the power switch circuit to realize the forward and reverse rotation control and stepless speed regulation of the motor (2023); the signal acquisition and drive unit (304) provides a stable working voltage for the infrared sensor (2011) and the Hall sensor (2031), and filters and shapes the switch signals output by the sensors before transmitting them to the central processing unit (301).

5. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 4, characterized in that, The human-machine interface unit (305) is integrated on the operation panel on the side of the main frame (101), including a left turn button (3051), a right turn button (3052), an emergency stop button (3053), and a status indicator (3054). The left turn button (3051) and the right turn button (3052) are self-resetting. When pressed, they send a steering command to the central processing unit (301), and automatically reset when released. The emergency stop button (3053) is a red mushroom-shaped rotating reset type, connected in series to the drive end of the motor (2023). When the emergency stop button (3053) is pressed, it can immediately cut off the drive power supply of all motors (2023) to achieve emergency braking. The status indicator (3054) includes a power indicator, a running indicator, and a fault indicator, which are used to indicate the system power-on status, working mode, and abnormal alarm, respectively, so that the operator can keep track of the equipment status in real time.

6. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 5, characterized in that, The auxiliary steering system (4) includes two pairs of steel pipe clamps (4011) installed on each side of the main frame (101) in a vertical direction, totaling four pairs; each pair of steel pipe clamps (4011) is composed of two symmetrically forged iron plates (40111), the middle of the iron plate (40111) is stamped to form a semi-circular arc groove, the radius of which is adapted to the diameter of the upright of the disc-lock type internal scaffold; the roots of the two iron plates (40111) are hinged to the side plate of the main frame (101) through a pin, so that the iron plates (40111) open and close horizontally around the pin; the ends of the iron plates (40111) are bent outward at 90° to form L-shaped locking lugs, and after the two iron plates (40111) are closed, the two L-shaped locking lugs fit together and are parallel.

7. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 6, characterized in that, The steel pipe clamp (4011) is equipped with a plug clamp (5) as a locking element; the upper part of the plug clamp (5) is bent to form an outwardly inclined arc handle (501), and a rectangular groove (502) is opened in the middle of its lower end. The width of the rectangular groove (502) is matched with the total thickness of the two L-shaped locking lugs after the two iron pieces (40111) are closed. When the two iron pieces (40111) are closed to hold the clamp upright, the operator holds the arc handle (501) and inserts the plug clamp (5) into the two L-shaped locking lugs from top to bottom. The rectangular groove (502) at the bottom of the plug clamp (5) then clamps the ends of the two L-shaped locking lugs, thereby achieving forced locking of the closed state of the iron pieces (40111). Pulling the handle (501) of the plug clamp (5) in the opposite direction will release the lock.

8. The intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 7, characterized in that, The front end of the motor rotor (2025), which is connected to the output shaft of the motor (2023), is fixedly connected to the tail end of the trapezoidal screw (2024) by welding, forming a rigid transmission path. An annular limiting block (2026) is welded to the motor rotor (2025) near the outer casing of the motor (2023). This annular limiting block (2026) is an annular metal component with an outer diameter larger than that of the motor rotor (2025). It is positioned close to the bearing seat end face of the motor rotor (2025), forming an axial... Limiting support structure: When the trapezoidal screw (2024) is subjected to the reverse axial thrust from the compound gear (2027), the thrust is transmitted to the annular limiting block (2026) via the motor rotor (2025). The annular limiting block (2026) abuts against the housing of the motor (2023), thereby directly unloading the axial force to the housing of the motor (2023), effectively limiting the axial displacement of the trapezoidal screw (2024) and the motor rotor (2025), ensuring gear meshing accuracy and transmission stability.

9. The method of using the intelligent obstacle-crossing transport trailer for disc-lock internal scaffolding according to claim 8, characterized in that, The procedure for transport trailers to proceed straight through obstacles includes the following steps: S11: Normal driving and obstacle detection; The transport trailer moves straight in the scaffold passage under manual towing. The infrared sensor (2011) installed under the bottom plate of the main frame (101) and in front of each caster wheel (1031) continuously emits detection signals. When the probe of any infrared sensor (2011) interacts with the sweeping pole obstacle 250mm away in front, the infrared sensor (2011) immediately generates a trigger signal. S12: Signal Acquisition and Command Generation The trigger signal is collected and filtered by the corresponding signal circuit board (3041) and then uploaded to the central processing unit (301) in real time via the CAN bus. The collaborative obstacle crossing algorithm inside the central processing unit (301) independently determines the specific omnidirectional wheel (1031) that needs to perform the obstacle crossing action based on the signal, and accurately calculates the lifting command required by the omnidirectional wheel (1031). S13: The actuator lifts over the obstacle. The central processing unit (301) sends a lifting command to the motor drive module (3026) of the corresponding caster wheel (1031). The motor drive module (3026) drives the motor (2023) to start. The motor rotor (2025) drives the trapezoidal screw (2024) to rotate. The rotational motion is converted into the rotation of the compound gear (2027) through the thread transmission. The pinion of the compound gear (2027) meshes with the rack and pinion track (10323) on the track rod (1032), thereby pushing the track rod (1032) to drive the caster wheel (1031) to lift rapidly in the vertical direction, so that the bottom height of the caster wheel (1031) exceeds the sweeping rod of 200mm. S14: Confirmation of lifting stroke and limit When the track rod (1032) rises to the preset limit position, the rectangular magnet (10325) embedded at the top of the rack track (10323) approaches the Hall sensor (2031) installed at the corresponding position. After the Hall sensor (2031) detects the magnetic field signal, it immediately sends a position signal to the central processing unit (301) through the signal circuit board (3041). The central processing unit (301) then cuts off the power of the motor (2023) and activates the electromagnetic brake self-locking to lock the walking wheel set in the raised state to ensure safe passage. S15: Automatic reset detection after crossing When the omnidirectional wheel (1031) moves forward with the main frame (101) and completely passes the sweeping bar obstacle, the infrared sensor (2011) of the walking wheel set is reset because the obstacle in front has disappeared. After the central processing unit (301) detects that the signal of the infrared sensor (2011) has disappeared, it automatically sends a descent command to the motor drive module (3026). The motor (2023) rotates in the opposite direction, and the track rod (1032) drives the omnidirectional wheel (1031) to descend at a constant speed. S16: Descent Limit and Status Recovery When the track pole (1032) descends to its initial position, the rectangular magnet (10325) at the bottom triggers the Hall sensor (2031) below. Upon receiving the arrival signal, the central processing unit (301) immediately stops the motor (2023) and locks itself, allowing the caster wheel (1031) to smoothly fall back to the ground and resume its load-bearing state. Thus, the caster wheel (1031) completes a full "detection-lifting-crossing-descending" obstacle-crossing cycle, and the trailer continues to move forward. The transport trailer simultaneously handles obstacle avoidance of the sweeping pole during turning. The specific control process is as follows: S21, Steering preparation stage: The operator pulls the trailer to the side of the target pole, aligning the upper and lower pairs of steel pipe clamps (4011) on one side of the main frame (101) with the axis of the pole; the upper and lower pairs of iron plates (40111) are closed in sequence to clamp the pole, and the clamps (5) are inserted to lock them, so that the vehicle body and the pole form a rigid rotary joint connection, and the pole becomes the fixed rotation fulcrum for the vehicle to turn; during this stage, all casters (1031) are kept in the ground state, and the infrared sensors (2011) of each walking wheel group continue to work, and can still perform obstacle crossing actions normally when encountering a sweeping pole; S22, Command Input Stage: The operator presses the left turn button (3051) or right turn button (3052) on the operation panel of the human-machine interaction unit (305); after the central processing unit (301) identifies the command direction, it immediately enters the turning mode, pauses the obstacle crossing trigger response of the infrared sensors (2011) of each walking wheel group, and at the same time sends feedback to the operator through the status indicator light (3054) that the command has been received; S23, Wheel group lifting stage: The central processing unit (301) automatically calculates and selects the combination of walking wheels to be lifted according to the steering direction based on the preset steering coordination algorithm; taking right turn as an example, the central processing unit (301) sends a lifting command to the corresponding signal circuit board (3041) through the CAN bus to control the three sets of universal wheels (1031) of left middle wheel, right upper wheel and right lower wheel to perform lifting action, and the lifting height is set to 300mm; when turning left, the three sets of universal wheels of right middle wheel, left upper wheel and left lower wheel are lifted in the same way; S24, Steering Execution Stage: After the designated casters (1031) are raised to their positions, the central processing unit (301) emits a "beep" sound via a buzzer, indicating to the operator to execute traction steering; the operator pulls the towing bar (104) to apply lateral force, and the entire vehicle rotates continuously in the horizontal plane with the locked upright as the center and the horizontal distance from the side of the vehicle body to the upright axis as the radius; during this stage, the three sets of casters (1031) that have been raised maintain their raised height, and their infrared sensors (2011) are temporarily shielded by the central processing unit (301), and do not respond to any obstacle detection signals; while the three sets of casters (1031) in the grounded state have their infrared sensors (2011) is still in a fully activated working state. The central processing unit (301) continues to receive its detection signal and execute the obstacle crossing control logic. When a sweeping pole appears within 250mm in front of any grounded caster (1031), the caster (1031) still executes the complete action cycle of lifting-obstacle crossing-lowering according to the preset program. Since the grounded caster (1031) is lifted, the whole vehicle still has two sets of casters (1031) grounded and clamped uprights as steering fulcrums. The lifted walking wheel set quickly falls back after crossing the obstacle. The brief single-wheel obstacle crossing action does not affect the continuous rotation trajectory of the whole vehicle around the upright. The operator can automatically complete the obstacle crossing during the turning process without interrupting the traction. S25, Reset Exit Stage: After the steering operation is completed, the operator resets the steering button. After the central processing unit (301) detects the button level drop, it immediately issues a descent command to the three sets of casters (1031) that have been raised, so that the casters (1031) fall back to the ground smoothly within 1.5 seconds. After all the casters (1031) touch the ground, the central processing unit (301) automatically exits the steering mode and restores the obstacle crossing trigger response function of the infrared sensors (2011) of each caster (1031). The operator pulls up the handle (501) of the clamp (5) to unlock it, opens the two pairs of steel pipe clamps (4011), separates the vehicle body from the pole, the steering process ends, and the transport trailer resumes the straight obstacle crossing mode.

Images