Auxiliary positioning device for switching the distance between the axes of a spreader

Abstract

The present application provides a kind of special auxiliary positioning device for hoist axle distance switching, comprising: hoist beam part;Fixed part, fixed part is below hoist beam part, one end of fixed part is connected with hoist beam part, and fixed part is used to support part of target automobile chassis;Positioning part, part of fixed part is below hoist beam part, and positioning part is movably connected with hoist beam part, and positioning part is used to support part of target automobile chassis;Guide part, guide part is below hoist beam part, part of guide part is connected with hoist beam part, and guide part has guide rod, and guide rod is movably connected with positioning part;Wherein, control positioning part is slidably arranged along the length direction of guide rod, to adjust the distance between positioning part and fixed part, so that positioning part and fixed part can be adapted to clamp different types of target automobile chassis.

Description

Technical Field

[0001] This invention relates to the field of lifting gear technology, and more specifically, to a special auxiliary positioning device for switching the wheelbase of a lifting gear. Background Technology

[0002] In the current mixed production line conditions for non-load-bearing and load-bearing vehicles, the chassis hoist needs to frequently switch wheelbases to adapt to different vehicle models. The wheelbase switching is achieved by moving the rear support device of the hoist along the X direction. There is a gap in the moving parts of the rear support device, and the combined effect of its own weight will cause the X-direction tilting problem. After long-term repeated switching operation, the rear support device is prone to jamming failure, which will lead to the safety hazard of the vehicle body falling off and being damaged.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide a dedicated auxiliary positioning device for switching the wheelbase of a lifting device, in order to solve the technical problem that existing chassis lifting devices rely solely on the sliding of the rear support device to achieve wheelbase adjustment, and the sliding clearance and self-weight cause the rear support to tilt.

[0005] To achieve the above objectives, according to one aspect of the present invention, a special auxiliary positioning device for switching the wheelbase of a lifting device is provided, comprising: a lifting beam portion; a fixing portion located below the lifting beam portion, one end of which is connected to the lifting beam portion, the fixing portion being used to support a portion of a target vehicle chassis; a positioning portion partially located below the fixing portion, the positioning portion being movably connected to the lifting beam portion, the positioning portion being used to support a portion of the target vehicle chassis; and a guide portion located below the lifting beam portion, partially connected to the lifting beam portion, the guide portion having a guide rod, the guide rod being movably connected to the positioning portion; wherein the positioning portion is slidably disposed along the length direction of the guide rod to adjust the distance between the positioning portion and the fixing portion, enabling the positioning portion and the fixing portion to adapt to clamp different types of target vehicle chassis.

[0006] Furthermore, one end of the guide rod is connected to the fixing part, and the positioning part has a limiting hole, with part of the guide rod located inside the limiting hole.

[0007] Furthermore, the lifting beam section includes: two first lifting beam connecting rods, which are arranged at a distance from each other; and a second lifting beam connecting rod, through which the two first lifting beam connecting rods are connected; wherein, the positioning section includes two positioning components, which are arranged one-to-one with the two first lifting beam connecting rods, and one end of each positioning component is movably connected to the corresponding first lifting beam connecting rod; the guiding section includes two guiding components, which are arranged one-to-one with the two positioning components, and each guiding component has a guide rod, which is movably connected to the corresponding positioning component; the fixing section includes two fixing components, which are arranged one-to-one with the two positioning components, and one end of each fixing component is connected to the corresponding first lifting beam connecting rod, and one end of the guide rod is connected to the corresponding fixing component.

[0008] Furthermore, one of the two guide components also includes: a balance bar located below the lifting beam, one end of the balance bar being connected to the corresponding first lifting beam connecting rod, the balance bar being positioned at a distance from the corresponding fixing component, a positioning component being located between the balance bar and the fixing component, and the other end of the guide rod being connected to the balance bar.

[0009] Furthermore, one of the two guide components also includes an auxiliary support rod, which is located between the balance bar and the fixing component. One end of the auxiliary support rod is connected to the corresponding first lifting beam connecting rod, and the other end of the auxiliary support rod is connected to the guide rod.

[0010] Furthermore, one of the two positioning components includes: a positioning post having a limiting hole, with a portion of the guide rod located within the limiting hole; an adjusting block connected to one end of the positioning post, the adjusting block being spaced apart from the first lifting beam connecting rod, and a limiting block being provided on the adjusting block; a positioning bracket connected to the other end of the positioning post, the positioning bracket having a positioning space, with a portion of the first lifting beam connecting rod located within the positioning space; and an auxiliary positioning component, with the first lifting beam connecting rod and the positioning bracket being slidably connected via the auxiliary positioning component.

[0011] Furthermore, the positioning bracket includes: a positioning connecting plate, which is spaced apart from the first lifting beam connecting rod, and the positioning connecting plate has a positioning space; and two positioning side plates, which are spaced apart and connected by the positioning connecting plate.

[0012] Furthermore, the auxiliary positioning component includes: a first auxiliary positioning support plate, which is connected to one side of the first lifting beam connecting rod, and has multiple side limiting spaces, which are spaced apart along the length of the first auxiliary positioning support plate; an auxiliary shaft, which is movably connected to two positioning side plates and is spaced apart from the first auxiliary positioning support plate; and an auxiliary adjusting block, which is located between the two positioning side plates and is movably connected to the auxiliary shaft, wherein a portion of the auxiliary adjusting block has a working position located in any one of the side limiting spaces, and an adjusting position away from any one of the side limiting spaces.

[0013] Furthermore, the auxiliary positioning component also includes: a spring, which is sleeved on the auxiliary shaft between the two positioning side plates, with one end of the spring connected to the auxiliary adjusting block and the other end of the spring connected to the positioning side plate; wherein, when part of the auxiliary adjusting block is in the working position, the spring is in the initial state, and when the auxiliary adjusting block is in the adjusting position, the spring is in the compressed state.

[0014] Furthermore, the auxiliary positioning component includes: a second auxiliary positioning support plate, one side of which is connected to the other side of the first lifting beam connecting rod, and the second auxiliary positioning support plate and the positioning connecting plate are spaced apart; a guide column, which is connected to the other side of the second auxiliary positioning support plate, and the guide column and the positioning connecting plate are spaced apart; and a guide block, which is connected to the inner side of the positioning connecting plate, and the guide block and the guide column are slidably connected.

[0015] By applying the technical solution of this invention, the positioning part is guided and limited throughout its sliding process by a guide rod, eliminating the tilting and offset problems caused by the sliding gap of the positioning part. This avoids the jamming and sticking caused by long-term reciprocating wheelbase adjustment, and stably controls the distance between the positioning part and the fixed part to accurately adapt to various vehicle chassis. This improves the stability of chassis clamping and support, completely avoids the risk of vehicle body falling and being damaged, and ensures smooth and reliable operation of the lifting device wheelbase switching during mixed production. It solves the technical problem that existing chassis lifting devices rely solely on the sliding of the rear support device to achieve wheelbase adjustment, and the sliding gap and self-weight cause the rear support to tilt. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the first embodiment of the special auxiliary positioning device for switching the bearing wheelbase according to the present application. Figure 2 This is a partial structural schematic diagram of a second embodiment of the auxiliary positioning device for switching the bearing wheelbase according to the present application. Figure 3 This is a partial structural schematic diagram of the third embodiment of the special auxiliary positioning device for switching the bearing wheelbase according to the embodiments of this application; Figure 4 This is a partial structural schematic diagram of the fourth embodiment of the special auxiliary positioning device for switching the bearing wheelbase according to the present application; Figure 5 This is a partial structural schematic diagram of the fifth embodiment of the special auxiliary positioning device for switching the bearing wheelbase according to the present application.

[0017] The above-mentioned icon numbers are explained as follows: The components are as follows: 10. Lifting beam section; 20. Fixing section; 30. Positioning section; 40. Balance bar; 50. Guide bar; 60. Auxiliary support bar; 101. First lifting beam connecting rod; 102. Second lifting beam connecting rod; 201. Fixed connecting rod; 202. Fixed support seat; 203. Fixed support cone; 301. Limiting block; 302. Adjusting block; 303. Positioning column; 304. Positioning bracket; 3041. Positioning side plate; 3042. Positioning connecting plate; 305. First auxiliary positioning support plate; 306. Auxiliary shaft; 307. Auxiliary adjusting block; 308. Spring; 309. Side limiting space; 310. Second auxiliary positioning support plate; 311. Guide column. Detailed Implementation

[0018] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0019] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0020] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0022] In the current trend of flexible mass production of multiple models in the automotive manufacturing industry, vehicle assembly lines have generally abandoned the single-model exclusive production model and fully implemented mixed-line production processes for vehicles with different architectures and structures. Among these, the mixed-line production of non-unibody and unibody vehicles is a core operating condition for major OEMs to produce SUVs, pickup trucks, and family sedans on the same line. This greatly improves production line utilization, reduces production line construction and maintenance costs, and meets the diversified and customized car-buying demands of the market. However, the fundamental differences in chassis structure, body size, wheelbase parameters, and load-bearing characteristics between the two types of vehicles place extremely high demands on the adaptability, stability, and reliability of the core assembly equipment—the chassis lifting fixture. Long-term mass production practice has shown that failure of the wheelbase switching mechanism of the chassis lifting fixture in mixed-line production has become a core hidden danger restricting stable production and causing safety and quality accidents. This article will comprehensively and deeply analyze the defects and derivative risks of this type of equipment by combining on-site production conditions, equipment structural principles, and failure evolution logic.

[0023] The core structural differences between body-on-frame and unibody vehicles are the fundamental reason why chassis cranes need to frequently switch wheelbases, and also the underlying operating condition for all equipment problems. Unibody vehicles are mainly used in passenger cars, urban SUVs, and other passenger vehicles. Their body and chassis are integrated, without an independent frame structure. The overall body rigidity is uniform, the wheelbase is smaller and the parameters are more regular, and the chassis support points are concentrated and the stress is balanced. Body-on-frame vehicles, on the other hand, are mostly used in rugged SUVs, pickup trucks, and other vehicles. They are equipped with an independent ladder frame, with the body fixed to the frame by rubber pads. These vehicles have a larger wheelbase and a longer chassis span, and the spacing of chassis support points, load-bearing capacity, and stress distribution are significantly different from unibody vehicles. The wheelbase difference between the two types of vehicles is generally 100mm-300mm, and the front and rear support spans and bottom support structures are completely different, making it impossible to achieve uniform clamping and transport using chassis cranes of fixed specifications.

[0024] To accommodate the mixed-line continuous production of two types of vehicles, the final assembly chassis conveyor hanger adopts a movable wheelbase adaptive structure. Its core relies on the X-axis (production line conveying direction) linear displacement adjustment of the hanger's rear support device to achieve precise adaptation to different wheelbase models. The entire chassis hanger uses a classic "front fixed support + rear movable support" structural layout. The front support mechanism of the hanger is a fixed structure with a constant positioning reference and support position. It is mainly responsible for clamping and fixing the rigid structures such as the front subframe and subframe of the chassis of the fixed vehicle model, playing a core role in reference positioning, lateral limitation, and longitudinal fixation. The rear support device at the rear of the hanger is a dynamic adjustment mechanism, the core execution component for wheelbase adaptation. It can move linearly back and forth along the X-axis guide rail of the hanger's main beam. By changing the center distance between the front and rear support mechanisms, it precisely matches the wheelbase dimensions of different vehicle models, ensuring that both load-bearing small frame vehicles and non-load-bearing large frame vehicles can achieve stable four-point lifting and precise positioning, meeting the production needs of the entire process, including final assembly chassis assembly, interior installation, exterior inspection, and off-line transfer.

[0025] In actual mixed-line production, the production line continuously alternates between producing load-bearing and non-load-bearing vehicles according to the production schedule. The chassis lifting device needs to follow the vehicle switching instructions and perform wheelbase extension and retraction adjustments at a high frequency. According to the mass production cycle of mainstream OEMs, the average daily vehicle switching frequency on a single line can reach 80-120 times, and the cumulative reciprocating travel of the rear support device can reach hundreds of meters per day. It is in a working state of high-frequency start-stop, reciprocating motion, and alternating load for a long time. This high-intensity, high-frequency, and variable-load operating mode amplifies the structural defects of the rear support device's moving parts, gradually leading to a series of equipment failures such as tilting, jamming, and positioning failure, becoming a major hidden danger to the safe and stable operation of the production line.

[0026] The core cause of the X-axis tilting problem of the rear support device lies in the combined effect of the inherent clearance of the kinematic pairs and the self-weight load of the equipment. This is a systemic problem caused by both the equipment's structural design and mechanical motion characteristics, not an accidental equipment failure. The X-axis movement of the rear support device relies on a combination of kinematic pairs such as linear guides, sliding bearings, and ball screws. To ensure smooth movement and avoid operational jamming, reasonable assembly and movement clearances are reserved during the design phase for these mechanical kinematic pairs. These mainly include the fit clearance between the guide rail and the slider, the radial clearance of the bearing, the fit clearance of the screw nut, and the fit clearance of the positioning pin. For brand-new equipment or equipment that has just undergone maintenance, the clearances of the kinematic pairs are within the design standard range, the clearances are uniform and extremely small, and their impact on the equipment's operating posture is negligible. In this case, the rear support device moves smoothly, maintains a correct posture, and exhibits no tilting or offset.

[0027] However, under long-term, high-frequency reciprocating operation, the mating surfaces of moving parts will continuously experience mechanical wear. The significant difference in weight between load-bearing and non-load-bearing vehicles, with the non-load-bearing chassis frame being heavier, results in a higher instantaneous load on the rear support device, accelerating the wear rate of precision components such as guide rails, sliders, and bearings. Simultaneously, contaminants such as dust, paint debris, and carbonized impurities in the production environment can enter the clearances of the moving parts, causing abrasive wear and further widening these clearances. As operating time increases, the clearances of each moving part gradually change from uniformly small gaps to non-uniformly large gaps, and the degree of wear varies at different locations, leading to deviations in the mating clearances on the left and right sides and upper and lower parts of the rear support device, and a gradual loss of the equipment's operational accuracy.

[0028] Under the continuous action of the rear support device's own weight, gap deviations will directly cause equipment posture deformation, resulting in X-axis tilting. The rear support device is a steel structure component, including a lifting bracket, positioning clamps, drive connectors, and protective shell, weighing up to tens of kilograms, making it a heavy moving component. When uneven gaps appear in the moving parts, the equipment's own weight will disrupt its original horizontal balance. Under the action of gravitational torque, the rear support device will shift and tilt towards the side with larger gaps and weaker support stiffness. This tilting phenomenon is irreversible and progressively worsens. In the no-load switching state, the tilt amplitude is relatively small and not easily detected by on-site inspectors; however, when lifting the vehicle body under load, the tilt angle will increase significantly after the vehicle body's own weight is added, directly causing the rear support device's positioning reference to shift, and the lifting force point to deviate from the theoretical design position.

[0029] The persistent X-axis tilt completely alters the motion trajectory and stress state of the rear support device, becoming the core cause of subsequent jamming failures. Under normal conditions, the rear support device performs a purely linear horizontal reciprocating motion along the guide rail, with uniform force on each moving pair and constant frictional resistance, resulting in smooth and normal equipment operation. However, with X-axis tilt, the rear support device is in an eccentrically loaded and non-horizontal operating state. The moving pairs such as the guide rail slider, lead screw nut, etc., are no longer in a standard surface-to-surface fit, but instead exhibit localized hard contact, uneven wear, and jamming. Each time the equipment starts, stops, or reciprocates, the eccentric load generated by the tilt causes a sharp increase in localized friction on the moving pairs. The original sliding and rolling friction transforms into localized compressive and hard friction, further accelerating the wear, deformation, and fatigue damage of precision components.

[0030] With the equipment operating repeatedly over a long period, the aforementioned defects accumulated and layered, eventually leading to a jamming failure of the rear support device. This gradually progressed from minor operational difficulties to complete jamming and failure. The failure evolution can be divided into three stages: the first stage is the minor abnormality stage, where equipment clearances slightly exceed limits and tilt amplitudes are small, manifesting only as abnormal noises during wheelbase switching, uneven movement speed, and slight vibrations during start-stop operation. These do not affect basic production and are easily overlooked by on-site personnel. The second stage is the failure development stage, where wear on moving parts intensifies, tilt angles increase, and equipment operating resistance continuously rises. This results in frequent switching jams, excessive positioning deviations, and servo motor overload alarms, leading to extended cycle times for vehicle model switching and short production line interruptions, impacting production efficiency. The third stage is the failure outbreak stage, where moving parts are severely deformed, and some components become jammed. The rear support device cannot complete normal extension and retraction switching, resulting in complete jamming and failure. The equipment completely loses its wheelbase adjustment function and cannot adapt to the production of different vehicle models.

[0031] A jammed rear support device not only causes production line downtime, capacity loss, and increased equipment maintenance costs, but also poses a serious safety hazard of vehicle body falling and being damaged, making it a high-risk equipment safety hazard in the final assembly workshop. During mixed-line production, the chassis lifting device carries the vehicle body throughout the entire process of transportation, assembly, and transfer. If the rear support device jams or fails, it will directly disrupt the lifting device's stable support system for the vehicle body. Firstly, when jammed, the rear support device's positioning lock fails, making it impossible to accurately fix the wheelbase position. The support points are misaligned, suspended, and unevenly stressed, resulting in the front and rear support spans not meeting design standards and overall force imbalance. Secondly, equipment jamming can lead to the rear support device failing to return to its original position or accurately adapt to the new model's chassis support points during subsequent model changes, resulting in serious problems such as support gaps, one-sided support, and loose support.

[0032] Under the combined effects of the vehicle's own weight, the inertia of equipment starting and stopping, and slight vibrations in the workshop, an unbalanced support structure cannot withstand the vehicle's load, directly causing the vehicle to shift, tilt, and slip, ultimately leading to a vehicle falling off the line. A falling vehicle will directly cause complete damage to the entire vehicle shell, chassis components, and exterior panels, with losses for a single vehicle reaching tens or even hundreds of thousands of yuan, resulting in significant material waste and economic losses. Simultaneously, the falling vehicle will violently impact lifting equipment, the production line, and ground equipment, easily damaging core equipment such as conveyor rails, lifting mechanisms, and positioning devices, expanding the scope of equipment failure, and prolonging production line downtime for rectification.

[0033] More importantly, this hazard poses a significant risk to personal safety and production safety. The final assembly workshop operates on a continuous assembly line, with workers routinely performing chassis assembly, parts installation, quality inspection, and debugging. A falling car body is a sudden and unpredictable risk of falling objects from a height, easily injuring on-site workers and causing injuries such as crushing, impact, and falls, potentially leading to a production safety accident. Furthermore, the violent collision of a falling car body with equipment and the ground could generate sparks. The workshop also contains flammable and explosive materials such as paint and cleaning agents, posing a potential risk of fire and explosion, seriously threatening the overall safety and production order of the workshop.

[0034] From the perspective of on-site operation and maintenance and production management, this type of failure is highly concealed, cumulative, and sudden, further exacerbating the difficulty of safety control. In the early stages, gap wear and minor tilting may not elicit obvious alarms or visible fault symptoms, making it difficult to accurately identify potential hazards during routine daily inspections. Equipment failures accumulate in a hidden state. When these hazards reach a critical threshold, jamming failures and the risk of vehicle bodies falling off can erupt instantly without any clear warning process. Furthermore, the high-frequency switching conditions in mixed-line production cannot be paused, keeping the equipment in a continuous operating state. Potential hazards cannot be completely eliminated through routine shutdown inspections, and the alternating loads from different vehicle models continuously exacerbate equipment damage.

[0035] In addition, equipment malfunctions causing vehicle body positioning deviations can indirectly affect the overall vehicle assembly quality, leading to batch quality defects. When the rear support device is tilted or misaligned, the vehicle body assembly reference will shift, causing positioning deviations in processes such as chassis bolt tightening, suspension installation, piping layout, and interior assembly. This can easily lead to quality problems such as chassis noise, loose assembly, and insufficient fit of parts. Even without a falling accident, it will still produce a large number of defective products, increasing rework and repair costs, and affecting the overall vehicle quality and brand reputation.

[0036] In summary, the failure chain of the chassis hanger rear support device wheelbase switching mechanism under mixed-line production conditions for both non-load-bearing and load-bearing vehicles is the result of multiple factors, including operating conditions, equipment structure, mechanical wear, and maintenance management. The inherent properties of the clearance between moving parts are the source of the problem; self-weight load and high-frequency switching conditions amplify the problem; and long-term accumulated wear drives the failure evolution, ultimately leading to multiple safety and quality risks such as jamming failure, vehicle body falling off, equipment damage, and personal injury. This problem is not merely a single equipment failure, but a systemic safety hazard that requires key management under flexible mixed-line production models. It directly affects the production line's stability, safety, and economy, and urgently requires thorough rectification through targeted measures such as structural optimization, precision calibration, maintenance upgrades, and operating condition management to break the failure evolution chain and eliminate safety hazards.

[0037] According to one aspect of the embodiments of this application, a dedicated auxiliary positioning device for switching the axis of a lifting device is provided.

[0038] Specifically, such as Figure 1 As shown, a special auxiliary positioning device for switching the wheelbase of a lifting device includes: a lifting beam 10; a fixing part 20, located below the lifting beam 10, with one end connected to the lifting beam 10, and used to support a portion of the target vehicle chassis; a positioning part 30, partially located below the fixing part 20, movably connected to the lifting beam 10, and used to support a portion of the target vehicle chassis; and a guide part, located below the lifting beam 10, partially connected to the lifting beam 10, the guide part having a guide rod 50, movably connected to the positioning part 30; wherein, the positioning part 30 is slidably arranged along the length direction of the guide rod 50 to adjust the distance between the positioning part 30 and the fixing part 20, allowing the positioning part 30 and the fixing part 20 to adapt and clamp different types of target vehicle chassis.

[0039] This special auxiliary positioning device for switching the wheelbase of the lifting device includes a lifting beam 10, a fixing part 20, a positioning part 30, a guide part, and a guide rod 50. The overall structure is simple and compact, suitable for mixed production line conditions of load-bearing and non-load-bearing vehicles. The fixing part 20 is stably assembled below the lifting beam 10 to form a constant support benchmark. The guide part is equipped with a guide rod 50 that works in conjunction with the positioning part 30, which can constrain the positioning part 30 to slide smoothly only along the axial direction of the guide rod 50, and accurately adjust the support distance between the positioning part 30 and the fixing part 20.

[0040] The device relies on guide rod 50 to limit the offset and sway of positioning part 30 throughout its entire length, effectively eliminating the X-axis tilting problem caused by the superposition of self-weight and gaps in the original rear support device's moving parts. This significantly reduces the probability of uneven wear on components and minimizes jamming and stuttering malfunctions caused by long-term repetitive switching. The sliding guide structure provides uniform force distribution and reliable guidance and limiting. It operates smoothly without eccentric loads when switching wheelbases, stably adapting to various wheelbase specifications for chassis clamping and lifting. This avoids the risk of vehicle slippage caused by support point misalignment, reducing the safety hazards of vehicle damage and personnel injury. The clear division of labor among components facilitates disassembly, assembly, and maintenance. Guide rod 50 assists in correcting the sliding trajectory, improving the positioning accuracy of wheelbase adjustment, reducing overall vehicle quality defects caused by assembly dimensional deviations, extending the service life of moving parts of the lifting device, reducing production line downtime for maintenance, and improving the stability and production efficiency of multi-model mixed-line conveying operations.

[0041] Furthermore, one end of the guide rod 50 is connected to the fixing part 20, and the positioning part 30 has a limiting hole, with part of the guide rod 50 located inside the limiting hole.

[0042] In this embodiment, one end of the guide rod 50 is directly connected to the fixing part 20. The positioning part 30 has a limiting hole and is fitted onto the outside of the guide rod 50. The overall limiting constraint logic is clear and adaptable to the frequent spacing adjustment conditions of mixed load-bearing and non-load-bearing vehicle models. The guide rod 50 forms a stable rigid reference based on the fixing part 20 and achieves all-round radial limiting by passing through the limiting hole of the positioning part 30. This can completely constrain the X-direction offset during the sliding process of the positioning part 30 and offset the tilting phenomenon caused by the original kinematic pair clearance and self-overlap. The limiting hole and the guide rod 50 are in full contact and guide, keeping the sliding trajectory of the positioning part 30 straight, with uniform force and no one-sided wear, greatly slowing down the wear rate of the guide rail slider and avoiding the rear guide jamming failure caused by long-term reciprocating switching.

[0043] During the wheelbase adjustment operation, the guide rod 50 continuously corrects the posture of the positioning part 30, ensuring that the support points of the positioning part 30 and the fixed part 20 are always in a standard relative position. This ensures balanced force when lifting chassis of various wheelbases, eliminating the problem of weak support on one side and effectively avoiding safety hazards such as vehicle body slippage and damage, and personnel collisions. The guide rod 50 and the limiting hole have fewer structural parts, making assembly and debugging simple and daily cleaning and lubrication convenient, which can reduce equipment maintenance time and reduce production line downtime. At the same time, precise limiting improves the repeatability of wheelbase adjustment, stabilizes the chassis assembly benchmark, reduces the dimensional deviation of the whole vehicle assembly, extends the service life of the moving parts of the lifting device, and effectively improves the operational stability and overall production efficiency of multi-model co-line transportation.

[0044] Specifically, the lifting beam section 10 includes: two first lifting beam connecting rods 101, which are arranged at a distance from each other; and a second lifting beam connecting rod 102, through which the two first lifting beam connecting rods 101 are connected. The positioning section 30 includes two positioning components, each corresponding to one of the two first lifting beam connecting rods 101, with one end of each positioning component movably connected to the corresponding first lifting beam connecting rod 101. The guiding section includes two guiding components, each corresponding to one of the two positioning components, with each guiding component having a guide rod 50, which is movably connected to the corresponding positioning component. The fixing section 20 includes two fixing components, each corresponding to one of the two positioning components, with one end of each fixing component connected to the corresponding first lifting beam connecting rod 101, and one end of each guide rod 50 connected to the corresponding fixing component.

[0045] In this embodiment, the lifting beam section 10 is equipped with two spaced-apart first lifting beam connecting rods 101, which, together with the second lifting beam connecting rod 102, complete the overall frame connection, forming a symmetrical and stable load-bearing base. The positioning section 30 is provided with two sets of positioning components, which are matched one-to-one with the two first lifting beam connecting rods 101. The two sets of fixing components in the fixing section 20 and the two sets of guiding components in the guiding section all adopt a one-to-one symmetrical arrangement structure. Each set of guiding components is equipped with an independent guide rod 50, and the end of the guide rod 50 is connected to the corresponding fixing component. The guide rod 50 slides synchronously with the matching positioning component.

[0046] The fixing assembly includes a fixing connecting rod 201, a fixing support base 202, and a fixing support cone 203. One end of the fixing connecting rod 201 is connected to the corresponding first lifting beam connecting rod 101, the fixing support base 202 is connected to the other end of the fixing connecting rod 201, and the fixing support cone 203 is located on top of the fixing support base 202.

[0047] The dual-sided synchronous guide and limit structure can simultaneously constrain the sliding posture of the positioning components on both sides, offsetting the X-axis tilt caused by the clearance of the single-sided moving pair and its own weight. The force is evenly distributed on both sides without eccentric wear, significantly reducing jamming failures caused by frequent wheelbase switching over long periods. Dual independent supports lift the chassis, with symmetrical and balanced clamping forces, stably adapting to mixed-model production lines of both load-bearing and non-load-bearing vehicles, avoiding one-sided support and eliminating the safety risk of vehicle body falling and damage. The overall symmetrical modular layout is well-organized, with each component corresponding to its counterpart for easy individual inspection and lubrication, reducing maintenance downtime. Dual guide rods synchronously correct the sliding trajectory, improving the repeatability and positioning accuracy of wheelbase adjustment, stabilizing the chassis assembly benchmark, reducing assembly dimensional defects, and extending the service life of all moving parts in the lifting beam section, positioning section, fixing section, and other components. This effectively improves the stability of multi-model mixed-line transport and the overall operational efficiency of the production line.

[0048] In this embodiment, one of the two guide components further includes a balance bar 40, which is located below the lifting beam 10. One end of the balance bar 40 is connected to the corresponding first lifting beam connecting rod 101. The balance bar 40 is set at a distance from the corresponding fixing component. The positioning component is located between the balance bar 40 and the fixing component. The other end of the guide rod 50 is connected to the balance bar 40.

[0049] In this embodiment, one of the two sets of guide components is equipped with a balance bar 40. The balance bar 40 is located below the lifting beam 10, and one end of the balance bar 40 is connected to the matching first lifting beam connecting rod 101. The balance bar 40 and the corresponding fixed component maintain a distance. The positioning component is placed between the balance bar 40 and the fixed component. The guide rod 50 has its two ends connected to the fixed component and the balance bar 40, respectively, so that the guide rod 50 forms a rigid support structure at both ends. The guide rod 50 fixed at both ends has stronger rigidity, which can effectively limit the X-direction offset that occurs when the positioning component slides, offset the tilting problem caused by the superposition of the kinematic pair clearance and its own weight, avoid unilateral wear, and reduce jamming failures caused by long-term frequent wheelbase switching.

[0050] The stabilizer bar 40 and the fixing assembly provide bidirectional limiting and correction for the guide bar 50. The sliding trajectory of the positioning assembly is straight and stable, ensuring symmetrical force distribution when lifting both load-bearing and non-load-bearing vehicle chassis, eliminating one-sided lifting and removing safety hazards such as vehicle body falling and damage or personnel injury. The stabilizer bar 40 also assists in distributing the load of the guide bar 50, reducing the probability of guide bar 50 deformation and extending its service life. The overall structural layout is clearly layered, the stabilizer bar 40 does not interfere with the chassis conveying space, and disassembly, assembly, and lubrication are simple, reducing equipment maintenance downtime, improving the repeatability and positioning accuracy of wheelbase adjustment, stabilizing the chassis assembly benchmark, reducing overall vehicle assembly dimensional deviations, and comprehensively improving the reliability of lifting equipment operation and production line efficiency in multi-model mixed-line production.

[0051] Furthermore, one of the two guide components also includes an auxiliary support rod 60, which is located between the balance bar 40 and the fixing component. One end of the auxiliary support rod 60 is connected to the corresponding first lifting beam connecting rod 101, and the other end of the auxiliary support rod 60 is connected to the guide rod 50.

[0052] In this embodiment, one of the two sets of guide components is equipped with an auxiliary support rod 60. The auxiliary support rod 60 is arranged between the balance bar 40 and the fixed component. One end of the auxiliary support rod 60 is connected to the corresponding first lifting beam connecting rod 101, and the other end is connected to the guide rod 50, providing a new central support point for the guide rod 50. The auxiliary support rod 60 can share the radial load borne by the guide rod 50, reduce the bending deformation of the guide rod 50 under long-distance sliding force, further reduce the offset of the positioning component during sliding, improve the X-direction tilting defect caused by the superposition of the original kinematic pair clearance and self-weight, reduce the unilateral wear rate of the component, and alleviate the jamming and sticking faults caused by frequent wheelbase switching of multiple vehicle models.

[0053] The overall rigidity of the guide rod 50 is significantly improved, ensuring the sliding trajectory of the positioning components remains straight. This guarantees balanced force on both sides when supporting various chassis, including load-bearing and non-load-bearing types, preventing one-sided support and point misalignment. This effectively avoids safety hazards such as vehicle body slippage and damage, and personnel collisions. The auxiliary support rod 60 and the stabilizer bar 40 fixing components form a three-dimensional support frame with higher structural strength, stronger resistance to workshop vibration and start-stop impacts, and extended service life of moving components such as the guide rod 50 and stabilizer bar 40. The partitioned arrangement of each component does not interfere with the chassis transfer space, simplifying disassembly, assembly, and lubrication processes, reducing equipment maintenance downtime, improving the repeatability of wheelbase adjustment, stabilizing chassis assembly benchmarks, reducing overall vehicle assembly dimensional deviations, and effectively improving the operational stability of lifting equipment and the overall production line efficiency in mixed-line production.

[0054] like Figures 2-5 As shown, one of the two positioning components includes: a positioning post 303, which has a limiting hole, and a portion of the guide rod 50 is located within the limiting hole; an adjusting block 302, which is connected to one end of the positioning post 303, and is spaced apart from the first lifting beam connecting rod 101, with a limiting block 301 provided on the adjusting block 302; a positioning bracket 304, which is connected to the other end of the positioning post 303, and has a positioning space, with a portion of the first lifting beam connecting rod 101 located within the positioning space; and an auxiliary positioning component, which slidably connects the first lifting beam connecting rod 101 and the positioning bracket 304.

[0055] In this embodiment, a single positioning assembly consists of an adjusting block 302, a positioning post 303, a positioning bracket 304, and an auxiliary positioning component. The positioning post 303 has a limiting hole for the guide rod 50 to pass through and be limited. The adjusting block 302 is fixed to the end of the positioning post 303 and maintains a distance from the first lifting beam connecting rod 101. The other end of the positioning post 303 is equipped with the positioning bracket 304, which has reserved positioning space to accommodate the first lifting beam connecting rod 101. The auxiliary positioning component enables the positioning bracket 304 to slide with the first lifting beam connecting rod 101. The double-layer limiting structure, through the bidirectional constraint of the guide rod 50 and the limiting hole of the positioning post 303, and the first lifting beam connecting rod 101 and the positioning bracket 304, effectively counteracts the X-axis tilt caused by the clearance of the moving parts and its own weight. The sliding trajectory is straight and without deviation, greatly reducing unilateral wear and alleviating jamming faults caused by frequent wheelbase switching.

[0056] The positioning bracket 304 and adjusting block 302 work together to support chassis of different vehicle models, ensuring even force distribution and preventing one-sided support, thus avoiding the risk of vehicle body falling and damage or personnel injury. The split structure allows for independent disassembly and assembly of each component, facilitating lubrication and cleaning, reducing maintenance downtime, and improving the repeatability of wheelbase adjustment with double-layer limiters. This stabilizes the chassis assembly benchmark and reduces overall vehicle assembly dimensional deviations. The overall force is distributed to the adjusting block 302, positioning post 303, and positioning bracket 304, reducing the load on individual components, extending the service life of the entire positioning assembly, and significantly improving the stability of the lifting device and the overall production line efficiency under mixed-model conveyor conditions.

[0057] In this embodiment, the positioning bracket 304 includes: a positioning connecting plate 3042, which is spaced apart from the first lifting beam connecting rod 101 and has a positioning space; and two positioning side plates 3041, which are spaced apart and connected by the positioning connecting plate 3042.

[0058] In this embodiment, the positioning bracket 304 is formed by splicing two spaced positioning side plates 3041 and a positioning connecting plate 3042. The two positioning side plates 3041 are connected by the positioning connecting plate 3042. The positioning connecting plate 3042 is separated from the first hanging beam connecting rod 101 and has a positioning space to accommodate the sliding of the rod. The double positioning side plates 3041, together with the middle positioning connecting plate 3042, form a frame-type limiting structure, which simultaneously constrains the first hanging beam connecting rod 101 on both sides, effectively limiting the left and right sway when the positioning bracket 304 slides. Together with the guide rod 50 passing through the positioning column 303, it forms a bidirectional limiting, offsetting the X-direction tilt caused by the superposition of the weight of the kinematic pair clearance, avoiding one-sided wear of the parts, and reducing jamming failures caused by frequent adjustment of the distance of multiple vehicle models. The frame-type bracket has a uniform force distribution, and the support point is stable when carrying both load-bearing and non-load-bearing chassis, without one-sided support, which can effectively prevent the vehicle body from sliding and being damaged, and personnel from being bumped.

[0059] The split-welded structure offers high rigidity and excellent resistance to start-stop impacts and workshop vibrations, extending the overall service life of the positioning bracket 304. The positioning connecting plate 3042 and the two side positioning plates 3041 are easy to assemble and disassemble, and the internal positioning space facilitates daily dust removal and lubrication, reducing equipment downtime for maintenance. Symmetrical limiting on the double side plates improves the repeatability of wheelbase adjustment positioning accuracy, prevents chassis assembly benchmark misalignment, reduces overall vehicle assembly dimensional defects, and optimizes the overall stability of the lifting equipment under mixed-line production conditions, continuously improving production line conveying efficiency.

[0060] In this embodiment, the auxiliary positioning component includes: a first auxiliary positioning support plate 305, which is connected to one side of the first lifting beam connecting rod 101, and has multiple side limiting spaces 309, which are spaced apart along the length of the first auxiliary positioning support plate 305; an auxiliary shaft 306, which is movably connected to two positioning side plates 3041, and is spaced apart from the first auxiliary positioning support plate 305; and an auxiliary adjusting block 307, which is located between the two positioning side plates 3041, and is movably connected to the auxiliary shaft 306. A portion of the auxiliary adjusting block 307 has a working position located in any one of the side limiting spaces 309, and an adjusting position away from any one of the side limiting spaces 309.

[0061] This embodiment's auxiliary positioning component includes a first auxiliary positioning support plate 305, an auxiliary shaft 306, and an auxiliary adjusting block 307. The first auxiliary positioning support plate 305 is fixed to one side of the first lifting beam connecting rod 101, and has multiple side limiting spaces 309 spaced at intervals along its length. The auxiliary shaft 306 spans two positioning side plates 3041, and the auxiliary adjusting block 307 is slidably mounted on the auxiliary shaft 306, allowing for switching between a locking position where it engages with the side limiting space 309 and an adjustment position where it disengages from the limiting space. The multi-level side limiting spaces 309 can precisely lock different wheelbase adjustment positions. Combined with the guide rod 50 and the double-constraint positioning bracket 304, it suppresses X-axis tilt caused by the clearance of the moving parts and its own weight, reduces sliding wear, and alleviates jamming faults caused by frequent vehicle model switching.

[0062] The auxiliary shaft 306, in conjunction with the two positioning side plates 3041, forms a stable sliding pair. The auxiliary adjustment block 307 allows for simple switching operations, eliminating the need for a complex drive structure. Maintenance and lubrication are convenient, reducing production line downtime for repairs. Multi-position limiters significantly improve the repeatability of wheelbase adjustment, stabilize the chassis assembly benchmark, reduce overall vehicle assembly dimensional deviations, distribute the sliding load of the positioning bracket 304, and extend the service life of components such as the first auxiliary positioning support plate 305 and the auxiliary shaft 306. This comprehensively improves the stability of the lifting device and overall production efficiency under mixed-model production line conditions.

[0063] Furthermore, the auxiliary positioning component also includes a spring 308, which is positioned between two positioning side plates 3041. The spring 308 is sleeved on the auxiliary shaft 306. One end of the spring 308 is connected to the auxiliary adjusting block 307, and the other end of the spring 308 is connected to the positioning side plate 3041. When part of the auxiliary adjusting block 307 is in the working position, the spring 308 is in the initial state. When the auxiliary adjusting block 307 is in the adjustment position, the spring 308 is in the compressed state.

[0064] In this embodiment, the auxiliary positioning component is equipped with a spring 308. The spring 308 is arranged between the two positioning side plates 3041 and fitted onto the outside of the auxiliary shaft 306. The two ends of the spring 308 are respectively connected to the auxiliary adjustment block 307 and the positioning side plate 3041. When the auxiliary adjustment block 307 is engaged in the side limiting space 309 and is in the working position, the spring 308 maintains its initial state. When the auxiliary adjustment block 307 is pulled out of the limiting space and switched to the adjustment position, the spring 308 is compressed and contracts. Relying on the continuous elastic thrust of the spring 308, the auxiliary adjustment block 307 can be stably pressed and locked inside the side limiting space 309, eliminating the adjustment gap. Together with the guide rod 50, it constrains the positioning bracket 304, effectively suppressing the X-axis tilt caused by the superposition of the gap between the moving parts and its own weight, avoiding unilateral wear, and reducing jamming failures caused by frequent shaft spacing switching.

[0065] No additional locking drive is required; the device automatically locks in position after adjustment, ensuring no looseness or offset at the support points. It evenly supports both load-bearing and non-load-bearing chassis, eliminating one-sided support issues and mitigating safety hazards such as vehicle fall damage and personnel collisions. Spring 308 buffers the impact of conveyor start-stop and workshop vibrations, reducing fatigue wear on the auxiliary shaft 306 and positioning side plate 3041, extending the service life of these parts. The overall structure is simple, and spring 308 is easy to disassemble and replace. Daily lubrication and cleaning are simple, shortening equipment maintenance downtime. Multi-position elastic positioning improves the accuracy of wheelbase adjustment and repeatability, stabilizing the chassis assembly benchmark, reducing overall vehicle assembly dimensional deviations, and effectively improving the stability of the lifting equipment and the efficiency of production line conveying operations in multi-model mixed-line production.

[0066] Specifically, the auxiliary positioning component includes: a second auxiliary positioning support plate 310, one side of which is connected to the other side of the first lifting beam connecting rod 101, and the second auxiliary positioning support plate 310 and the positioning connecting plate 3042 are spaced apart; a guide post 311, which is connected to the other side of the second auxiliary positioning support plate 310, and the guide post 311 and the positioning connecting plate 3042 are spaced apart; and a guide block, which is connected to the inner side of the positioning connecting plate 3042, and the guide block and the guide post 311 are slidably connected.

[0067] In this embodiment, the auxiliary positioning component is supplemented with a second auxiliary positioning support plate 310, a guide post 311, and a guide block. The second auxiliary positioning support plate 310 is fixedly installed on the other side of the first lifting beam connecting rod 101, maintaining a reasonable distance from the positioning connecting plate 3042. The guide post 311 is fixed to the outer side of the second auxiliary positioning support plate 310, and the guide block is assembled on the inner side of the positioning connecting plate 3042, forming a sliding fit structure with the guide post 311. This structure, together with the single-sided auxiliary limiting structure, forms a double-sided symmetrical guiding and limiting system, which can constrain the sliding posture of the positioning bracket 304 in all directions, effectively making up for the limiting shortcomings of the single-sided guiding structure, completely offsetting the X-axis tilt problem caused by the clearance of the moving parts and the self-overlap of the equipment, and avoiding the swaying and unilateral wear of the positioning component. Under the condition of frequent wheelbase switching between load-bearing and non-load-bearing vehicle models, the precise sliding fit between the guide post 311 and the guide block can ensure that the positioning component's running trajectory is straight and stable, greatly reducing the probability of jamming and stuttering failures caused by the reciprocating motion of the equipment.

[0068] The dual-sided synchronous limiting mechanism ensures more balanced force distribution on the spreader support, effectively preventing chassis lifting misalignment and avoiding damage from vehicle bodies falling off the vehicle and other safety hazards during on-site operations. Simultaneously, this auxiliary guiding structure can share the load-bearing pressure of the main guide rod 50, improving overall structural rigidity and vibration and impact resistance, and extending the service life of equipment components. The overall layout is compact and rational, without interfering with production work space. The structure is easy to disassemble, assemble, and maintain, effectively improving the accuracy of spreader wheelbase adjustment and positioning stability, and significantly enhancing equipment reliability and overall production line efficiency under mixed-model production conditions.

[0069] Through the coordinated cooperation and deep integration of various systems, the vehicle in this embodiment not only possesses excellent power performance, handling performance, safety performance and range, but also creates a quiet, comfortable and immersive in-vehicle acoustic environment for drivers and passengers through comprehensive acoustic optimization design, vibration isolation measures and intelligent linkage between the in-vehicle audio system and other vehicle systems, significantly improving the overall quality of the vehicle and the driving experience.

[0070] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0071] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0072] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0073] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A special auxiliary positioning device for switching the wheelbase of a lifting device, characterized in that, include: Suspension beam (10); The fixing part (20) is located below the lifting beam part (10), and one end of the fixing part (20) is connected to the lifting beam part (10). The fixing part (20) is used to support part of the target vehicle chassis. The positioning part (30) is located below the hanging beam part (10), and the positioning part (30) is movably connected to the hanging beam part (10). The positioning part (30) is used to support the target vehicle chassis of part; A guide portion is located below the lifting beam portion (10), a portion of the guide portion is connected to the lifting beam portion (10), the guide portion has a guide rod (50), the guide rod (50) is movably connected to the positioning portion (30); The positioning part (30) is slidably arranged along the length direction of the guide rod (50) to adjust the distance between the positioning part (30) and the fixing part (20), so that the positioning part (30) and the fixing part (20) can be adapted to clamp different types of target car chassis.

2. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 1, characterized in that, One end of the guide rod (50) is connected to the fixing part (20), and the positioning part (30) has a limiting hole, with a portion of the guide rod (50) located inside the limiting hole.

3. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 1 or 2, characterized in that, The lifting beam (10) includes: The first lifting beam connecting rod (101) includes two rods, which are arranged at a distance from each other. The second lifting beam connecting rod (102) connects the two first lifting beam connecting rods (101) through the second lifting beam connecting rod (102); The positioning part (30) includes two positioning components, which are respectively arranged in correspondence with the two first lifting beam connecting rods (101). One end of each positioning component is movably connected to the corresponding first lifting beam connecting rod (101). The guiding part includes two guiding components, which are respectively arranged in correspondence with the two positioning components. Each guiding component has a guide rod (50), which is movably connected to the corresponding positioning component. The fixing part (20) includes two fixing components, which are respectively arranged in correspondence with the two positioning components. One end of each fixing component is connected to the corresponding first lifting beam connecting rod (101), and one end of the guide rod (50) is connected to the corresponding fixing component.

4. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 3, characterized in that, One of the two guide components further includes: A balance bar (40) is located below the lifting beam (10). One end of the balance bar (40) is connected to the corresponding first lifting beam connecting rod (101). The balance bar (40) is set at a distance from the corresponding fixing component. The positioning component is located between the balance bar (40) and the fixing component. The other end of the guide rod (50) is connected to the balance bar (40).

5. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 4, characterized in that, One of the two guide components further includes: An auxiliary support rod (60) is located between the balance bar (40) and the fixing assembly. One end of the auxiliary support rod (60) is connected to the corresponding first lifting beam connecting rod (101), and the other end of the auxiliary support rod (60) is connected to the guide rod (50).

6. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 4 or 5, characterized in that, One of the two positioning components includes: A positioning post (303) has a limiting hole, and a portion of the guide rod (50) is located within the limiting hole; Adjusting block (302), one end of the adjusting block (302) is connected to the positioning column (303), the adjusting block (302) is spaced apart from the first lifting beam connecting rod (101), and a limit block (301) is provided on the adjusting block (302). A positioning bracket (304) is connected to the other end of the positioning column (303). The positioning bracket (304) has a positioning space, and a portion of the first lifting beam connecting rod (101) is located within the positioning space. An auxiliary positioning component is provided, wherein the first lifting beam connecting rod (101) and the positioning bracket (304) are slidably connected through the auxiliary positioning component.

7. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 6, characterized in that, The positioning bracket (304) includes: A positioning connecting plate (3042) is provided at a distance from the first lifting beam connecting rod (101), and the positioning connecting plate (3042) has the positioning space; Positioning side plate (3041), the positioning side plate (3041) includes two, the two positioning side plates (3041) are arranged at a distance, and the two positioning side plates (3041) are connected by the positioning connecting plate (3042).

8. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 7, characterized in that, The auxiliary positioning component includes: The first auxiliary positioning support plate (305) is connected to one side of the first lifting beam connecting rod (101). The first auxiliary positioning support plate (305) has multiple side limiting spaces (309), and the multiple side limiting spaces (309) are spaced apart along the length direction of the first auxiliary positioning support plate (305). An auxiliary shaft (306) is movably connected to two positioning side plates (3041), and the auxiliary shaft (306) is spaced apart from the first auxiliary positioning support plate (305). An auxiliary adjustment block (307) is located between the two positioning side plates (3041). The auxiliary adjustment block (307) is movably connected to the auxiliary shaft (306). A portion of the auxiliary adjustment block (307) has a working position located in either of the side limiting spaces (309), and the auxiliary adjustment block (307) has an adjustment position away from either of the side limiting spaces (309).

9. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 8, characterized in that, The auxiliary positioning component also includes: Spring (308), the spring (308) is between the two positioning side plates (3041), the spring (308) is sleeved on the auxiliary shaft (306), one end of the spring (308) is connected to the auxiliary adjusting block (307), and the other end of the spring (308) is connected to the positioning side plate (3041); When part of the auxiliary adjustment block (307) is in the working position, the spring (308) is in the initial state; when the auxiliary adjustment block (307) is in the adjustment position, the spring (308) is in the compressed state.

10. The special auxiliary positioning device for switching the wheelbase of the lifting device according to claim 7, characterized in that, The auxiliary positioning component includes: The second auxiliary positioning support plate (310) is connected on one side to the other side of the first lifting beam connecting rod (101), and the second auxiliary positioning support plate (310) and the positioning connecting plate (3042) are spaced apart. A guide post (311) is connected to the other side of the second auxiliary positioning support plate (310), and the guide post (311) is spaced apart from the positioning connecting plate (3042); The guide block is connected to the inner side of the positioning connecting plate (3042) and is slidably connected to the guide post (311).

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