A large vehicle hoisting and transferring device and method in a tunnel

Abstract

This invention provides a lifting and transfer device and method for large vehicles in tunnels, belonging to the technical field of tunnel construction equipment. It includes a lifting device, a transfer frame, a monitoring mechanism, and a positioning mechanism. The lifting device is located at the top of the tunnel and equipped with a hook. The transfer frame consists of a symmetrical frame body, with a transfer mechanism on the upper part and a moving mechanism on the lower part, capable of carrying vehicles to move along the tunnel. The monitoring mechanism includes a laser positioning marker and a position sensor; the former indicates the transfer path, and the latter provides real-time feedback on alignment deviations. The positioning mechanism consists of a lifting unit and a blocking part, which can be raised and lowered to limit and reset the vehicle. This equipment reliably limits the vehicle through the positioning mechanism, preventing slippage and deviation during lifting; the monitoring mechanism guides precise alignment, eliminating safety hazards; the symmetrical frame ensures smooth transfer, forming an integrated process of guidance, limiting, monitoring, alignment, and lifting in conjunction with the lifting device. This solves the problems of inaccurate alignment and unreliable limiting, improving operational safety and efficiency.

Description

Technical Field

[0001] This invention belongs to the technical field of tunnel construction equipment, and more specifically, it relates to a large vehicle hoisting and transfer equipment and method for tunnels. Background Technology

[0002] During tunnel and mine roadway construction, large vehicles (which cannot drive themselves directly to the designated installation interface positions within the tunnel and mine roadway) often need to be transported to the working face inside the tunnel for installation. Currently, vehicle transport often uses a combination of manual traction, a simple platform, and a top-mounted crane. That is, a lifting device is installed at the top of the tunnel, the transport platform is moved below the hook, the vehicle drives onto the transport platform, and then the crane lifts and transports the vehicle.

[0003] The existing transfer platform only has basic load-bearing function, but there is no reliable limit after the vehicle is in place. During hoisting, the vehicle is prone to sliding and deviating, making it difficult to ensure the hoisting center is aligned and to achieve precise alignment between the vehicle and the top hook.

[0004] In addition, the large equipment to be transferred weighs 25 tons, is 17 meters long and 4 meters wide, and must be transferred as a whole and installed in a pit about 1 meter deep from the ground. All existing transfer solutions cannot complete this task.

[0005] The aforementioned issues present significant challenges and difficulties for the transportation and installation work. Summary of the Invention

[0006] The purpose of this invention is to provide a large vehicle hoisting and transfer device in a tunnel, which aims to solve the problems of no reliable limit after the vehicle is in place, easy vehicle slippage and deviation during hoisting, difficulty in ensuring hoisting center alignment, and inability to achieve precise alignment between the vehicle and the top hook, as well as to solve the problem of transfer and installation of large equipment.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is: to provide a large vehicle hoisting and transfer device in a tunnel, comprising: A lifting device for installation on the top of the tunnel, wherein the lower part of the lifting device is provided with a hook; A transfer frame is used to be placed inside the tunnel and located below the hook. The transfer frame includes two frame bodies arranged symmetrically on the left and right. The upper part of the frame body is provided with a transfer mechanism for transferring vehicles, and the lower part of the frame body is provided with a moving mechanism for moving it along the longitudinal direction of the tunnel. A monitoring mechanism is located on the outside of the vehicle frame body. The monitoring mechanism includes a laser positioning marker and a position sensor. The laser positioning marker is used to indicate the vehicle transfer path, and the position sensor is used by a controller to provide feedback on the alignment deviation between the vehicle and the hook. The positioning mechanism includes a lifting unit and a blocking part. The lifting unit is fixed to the vehicle frame body, and the blocking part is fixed to the upper moving end of the lifting unit. The lifting unit drives the blocking part to rise to prevent the vehicle from continuing to move through the moving mechanism and to position it directly below the hook. After the hook lifts the vehicle away, the lifting unit drives the blocking part to fall and reset.

[0008] In one possible implementation, a telescopic mechanism is provided between the two frame bodies, the telescopic mechanism comprising: Multiple linear drive units are arranged sequentially at intervals along the length of the frame body. Each linear drive unit is connected to two frame bodies. The multiple linear drive units operate synchronously to drive the two frame bodies to move closer to each other or further away from each other. At least one self-adjusting unit is connected to two of the frame bodies. The self-adjusting unit is located between any two adjacent linear drive units. The self-adjusting unit is used to adaptively adjust the movement synchronization of the two frame bodies when they are relatively close or far apart.

[0009] In one possible implementation, the transfer mechanism includes: Multiple guide rollers are arranged at intervals along the length of the vehicle frame body, and the lifting unit is located below any two adjacent guide rollers; A drive motor is located on one side of the vehicle frame body. The drive motor is connected to multiple guide rollers and is used to drive the multiple guide rollers to rotate synchronously to transfer the vehicle.

[0010] In one possible implementation, the moving mechanism includes: Multiple support legs are fixed to the lower part of the frame body. The bottom of each support leg is equipped with a movable wheel and a hydraulic module for adjusting the height of the corresponding support leg.

[0011] In one possible implementation, the large vehicle hoisting and transfer equipment within the tunnel further includes: An inclination sensor is installed on the transfer vehicle frame. The inclination sensor is electrically connected to multiple hydraulic modules through a controller. The inclination sensor generates inclination data of the transfer vehicle frame so that the controller can adjust the corresponding hydraulic modules.

[0012] In one possible implementation, the large vehicle hoisting and transfer equipment within the tunnel further includes a linkage pushing component, which comprises: An electric push rod is horizontally positioned on one side of the tunnel entrance to push the transfer vehicle frame away from the tunnel entrance. A flexible traction rope is fixed at one end to the side of the tunnel entrance and the other end is connected to the transfer vehicle frame via a hook, used to pull the transfer vehicle frame to move closer to the tunnel entrance.

[0013] The beneficial effects of the large vehicle hoisting and transfer equipment in tunnels provided by this invention are as follows: Compared with the prior art, when the vehicle moves to the preset hoisting position via the moving mechanism, the lifting unit of the positioning mechanism drives the blocking part to rise, which can prevent the vehicle from continuing to move, thus reliably limiting the vehicle and avoiding the situation where the vehicle slides or deviates due to the lack of obstruction during the hoisting process, laying the foundation for hoisting. After the hook lifts the vehicle away, the lifting unit drives the blocking part to descend and reset, without affecting the subsequent movement and transfer operations of the transfer frame, realizing a seamless connection between limiting and transferring, and improving work efficiency.

[0014] The monitoring agency's laser positioning markers can clearly indicate the vehicle transfer path, guiding the vehicle to move precisely to the preset area and reducing deviations during vehicle movement. The monitoring agency's position sensors provide real-time feedback on the alignment deviation between the vehicle and the hook through the controller. Staff can adjust the vehicle position in a timely manner based on the deviation information to ensure that the vehicle's lifting center is precisely aligned with the hook, avoiding safety hazards such as unstable lifting and vehicle tilting caused by alignment deviations, and ensuring the safety and stability of lifting operations.

[0015] The symmetrical structure of the transfer vehicle frame, along with its lower moving mechanism, enables the vehicle to move smoothly along the tunnel's depth, providing a stable platform for vehicle transfer. The transfer mechanism on top of the frame allows for flexible adjustment of the vehicle's position on the frame, facilitating precise alignment between the vehicle and the hook, thus enhancing the flexibility of transfer and lifting. The lifting device, installed at the tunnel ceiling, uses a hook at its lower part in conjunction with positioning and monitoring mechanisms to precisely grab and limit the vehicle after it has been positioned, forming a complete operational process of guidance, limiting, monitoring, alignment, and lifting. This solves the problems of inaccurate alignment and unreliable limiting in existing technologies.

[0016] The present invention also provides a transfer method based on the large vehicle hoisting and transfer equipment in the tunnel, comprising the following steps: The transfer vehicle frame is moved to the tunnel entrance using a moving mechanism; The monitoring agency uses a laser positioning marker to indicate the vehicle transfer path and then sends the vehicle onto the transfer mechanism of the transfer frame. The monitoring agency's position sensors detect the vehicle's position, and the controller feeds back the alignment deviation between the vehicle and the hook to complete the alignment. The lifting unit of the positioning mechanism drives the blocking part to rise, preventing the vehicle from moving further and positioning the vehicle directly below the hook; The lifting device lifts and transports the vehicle using a hook. After the vehicle is lifted away, the lifting unit of the positioning mechanism lowers and resets the blocking part.

[0017] In one possible implementation, when the position sensor of the monitoring mechanism detects the vehicle position and the controller feeds back the alignment deviation between the vehicle and the hook, if the transfer mechanism cannot transfer the vehicle to below the hook, the transfer frame carrying the vehicle moves away from the tunnel entrance to below the hook via the moving mechanism; after the vehicle is lifted away, the transfer frame returns to the tunnel entrance via the moving mechanism.

[0018] In one possible implementation, an adaptive correction step for vehicle alignment deviation is also included, the specific process of which is as follows: After the vehicle is placed into the transfer rack, the position sensor and the laser positioning marker work together to collect the alignment deviation data between the vehicle and the hook and the edge contour data of the vehicle, and transmit them to the controller. The controller processes and filters the two sets of data collected, removes abnormal and interfering data, and determines the actual deviation values ​​of the vehicle and the hook in the lateral and longitudinal directions of the tunnel. Based on the deviation value, the controller synchronously controls the transfer mechanism, the moving mechanism, and the telescopic mechanism set between the two frame bodies to coordinate their actions and correct the deviation value. During the correction process, the tilt sensor monitors the horizontal status of the transfer vehicle frame in real time. If the transfer vehicle frame tilts, the height of the corresponding outrigger is first adjusted to keep the frame level, and then the deviation value is corrected until the vehicle is aligned directly under the hook.

[0019] One possible implementation also includes a scheduling step for continuous transfer of multiple vehicles, the specific process of which is as follows: The information of each vehicle and the safety requirements for hoisting operations in the tunnel are pre-entered into the controller, and the basic running path of the transfer frame is planned. Vehicles are sorted by priority and then sent into the transfer frame in sequence. The distance between the two frames and the transfer speed are adjusted according to the size and weight of each vehicle. After each vehicle is hoisted and transferred, the transfer frame returns to the designated position via the moving mechanism to receive the next vehicle, while the controller monitors the operating status of each actuator in real time. If a vehicle malfunction or mechanical failure is encountered, the current transfer operation should be stopped, the transfer vehicle should be moved to a safe area, the safety of the vehicle already being transported should be prioritized, an early warning should be issued and subsequent transfer plans should be adjusted.

[0020] The beneficial effects of the transfer method provided by this invention are as follows: Compared with the prior art, this transfer method has clear steps and is easy to operate, enabling precise vehicle positioning and efficient transfer, solving the problems of low vehicle transfer efficiency and poor positioning accuracy in tunnels; the steps are smoothly connected, with monitoring mechanisms, positioning mechanisms, and moving mechanisms working together, reducing manual operation and labor intensity; safety measures are set up in each stage such as vehicle entry, positioning, and hoisting to ensure operational safety; this method is adaptable to different types of vehicles and can be widely used in the transfer of various vehicles such as disabled vehicles and construction vehicles in tunnels, demonstrating strong versatility. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a front view of a large vehicle hoisting and transfer device in a tunnel, provided by an embodiment of the present invention. Figure 2 This is a top view of a large vehicle hoisting and transfer device in a tunnel, provided as an embodiment of the present invention. Figure 3 A flowchart of a transfer method provided in an embodiment of the present invention.

[0023] In the diagram: 1. Hook; 2. Transfer frame; 3. Frame body; 4. Linear drive unit; 5. Self-adjusting unit; 6. Outriggers; 7. Casters; 8. Electric push rod; 9. Flexible traction rope; 10. Hydraulic module; 11. Tilt sensor; 12. Guide roller; 13. Drive motor; 14. Position sensor; 15. Lifting unit; 16. Thrust wheel; 17. Docking rail; 18. Crossbeam. Detailed Implementation

[0024] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0025] Unless otherwise explicitly specified, the use of terms such as "first," "second," or "third" is intended to distinguish different objects, not to describe a specific order.

[0026] Unless otherwise expressly defined, the use of directional terms such as “center,” “lateral,” “longitudinal,” “horizontal,” “vertical,” “top,” “bottom,” “inner,” “outer,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “clockwise,” “counterclockwise,” “high,” and “low” to indicate orientation or positional relationships is based on the orientation and positional relationships shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific scope of protection of the invention.

[0027] Please see Figure 1 and Figure 2 This invention provides a method for lifting and transferring large vehicles within a tunnel. The method includes a lifting device, a transfer frame 2, a monitoring mechanism, and a positioning mechanism. These components work together to achieve precise, efficient, and safe lifting and transfer of vehicles within the tunnel. The specific structure, materials, and connections are as follows: The lifting device is installed at the top of the tunnel as a power component for vehicle lifting. A hook 1 is installed at its lower part to hook the vehicle and achieve the lifting action. In this embodiment, an electric hoist crane is preferred as the lifting device. Its main structure includes a crossbeam 18, a lifting motor, wire rope, drum, and hook 1, and the overall material is Q355B high-strength steel.

[0028] The transfer frame 2 is placed inside the tunnel and below the hook 1, serving as a carrier and transfer platform for vehicles. It consists of two frame bodies 3 arranged symmetrically on the left and right sides. The two frame bodies 3 have identical structures, and their symmetrical arrangement ensures even stress distribution when the vehicle is under load, preventing excessive stress on one side that could cause frame deformation. The frame bodies 3 are welded from rectangular steel pipes, using Q355B high-strength steel. The welds are fully welded. The upper part of the frame body 3 is equipped with a transfer mechanism for transferring vehicles, and the lower part is equipped with a moving mechanism for moving the vehicle along the tunnel's longitudinal direction, enabling horizontal transfer of vehicles and adjustment of the frame's position.

[0029] The monitoring mechanism is located on the outside of the frame body 3 and is used to monitor the vehicle's transfer path and the alignment deviation between the vehicle and the hook 1 in real time, providing data support for accurate alignment. It includes a laser positioning marker and a position sensor 14.

[0030] The laser positioning and marking device uses a red laser marking device, which is installed on the bracket on the outside of the frame body 3. The bracket is fixedly connected to the frame body 3 by bolts. The laser positioning and marking device emits a clear red light line parallel to the tunnel depth direction, which is used to indicate the vehicle transfer path and guide the vehicle to accurately drive into the transfer mechanism of the transfer frame 2, so as to avoid the vehicle deviating from the transfer path and thus failing to lift normally.

[0031] The position sensor 14 is a laser displacement sensor, which is installed on the outside of the frame body 3 near the hook 1 directly below it. It is fixed to the frame body 3 by a bracket. The detection direction of the position sensor 14 is perpendicular to the vehicle's driving direction. It can collect the relative position data between the edge of the vehicle and the center of the hook 1 in real time. The position sensor 14 is electrically connected to the controller through a wire, and transmits the collected alignment deviation data to the controller. The controller is a PLC controller. By analyzing the deviation data, it sends adjustment commands to the relevant actuators to achieve precise alignment between the vehicle and the hook 1.

[0032] The positioning mechanism is used to position the vehicle directly below the hook 1 to avoid safety hazards caused by vehicle displacement during hoisting. It includes a lifting unit 15 and a blocking part.

[0033] The lifting unit 15 is fixed to the frame body 3. A hydraulic lifting cylinder is preferred. The cylinder body is bolted to the bottom of the frame body 3. The upper actuating end (piston rod) of the hydraulic lifting cylinder is fixedly connected to the blocking part. The piston rod is hydraulically driven to extend and retract, causing the blocking part to rise or fall. The blocking part uses rollers, with a rubber buffer layer covering the outer circumference. The rubber material is nitrile rubber, which acts as a buffer when blocking vehicles, preventing rigid collisions between the vehicle and the blocking part and thus avoiding damage to the vehicle or the blocking part.

[0034] When the lifting unit 15 raises the blocking part, the blocking part is higher than the surface of the transfer mechanism, which can prevent the vehicle from continuing to move through the moving mechanism and position the vehicle directly below the hook 1. After the hook 1 lifts the vehicle away, the lifting unit 15 lowers the blocking part to reset it. The blocking part is lower than the surface of the transfer mechanism and does not affect the transfer of the next vehicle.

[0035] The lifting device lifts the vehicle, the transfer frame 2 carries the vehicle and transports it horizontally, the monitoring mechanism guides the transfer path and provides feedback on alignment deviations, and the positioning mechanism accurately positions the vehicle. These four components work together to solve the problems of low vehicle transfer efficiency and poor alignment accuracy in tunnels. Each component is made of high-strength, corrosion-resistant materials, and the structural connections are robust, improving the service life and safety of the equipment. The positioning mechanism's blocking part is equipped with a rubber buffer layer to reduce vehicle collision damage and further enhance transfer safety. The overall structural design is reasonable and adaptable to the complex working environment in tunnels, and can be widely used for lifting and transferring various types of vehicles, such as disabled vehicles and construction vehicles, in tunnels.

[0036] In some embodiments, a telescopic mechanism is provided between the two frame bodies 3 to adjust the distance between the two frame bodies 3, adapt to vehicles of different widths, and ensure the synchronicity of the movement of the two frame bodies 3.

[0037] The telescopic mechanism includes multiple linear drive units 4 and at least one self-adjusting unit 5. The linear drive units 4 are used to drive the two frame bodies 3 to move closer to each other or further apart. The self-adjusting unit 5 is used to adaptively adjust the synchronicity of the movement of the two frame bodies 3 to avoid misalignment.

[0038] Multiple linear drive units 4 are arranged sequentially at intervals along the length of the frame body 3. Each linear drive unit 4 connects to two frame bodies 3. In this embodiment, electric push rods 8 are preferably selected as linear drive units 4, with a quantity of 6-8, to ensure that the two frame bodies 3 are subjected to uniform force and the adjustment is stable. The two ends of the electric push rods 8 are connected to the two frame bodies 3 respectively through hinges, and the hinges are made of stainless steel.

[0039] Multiple linear drive units 4 achieve synchronized operation through a controller. The controller sends the same control command to each electric push rod 8 to ensure that the extension and retraction of each electric push rod 8 are consistent, thereby driving the two frame bodies 3 to move closer or further apart, adjusting the distance between the two frame bodies 3 to adapt to vehicles of different widths and meet the load-bearing requirements of different models.

[0040] At least one self-adjusting unit 5 connects two frame bodies 3. The self-adjusting unit 5 is located between any two adjacent linear drive units 4. The self-adjusting unit 5 adopts a scissor mechanism, which consists of two sets of cross-hinged metal arms. The cross points are connected by high-strength pins to form a foldable and telescopic frame structure. The whole unit is installed in the middle area between the two frame bodies 3, and is arranged in parallel with the front and rear hydraulic cylinders. It does not occupy the vehicle passageway, nor does it interfere with the normal operation of the transfer mechanism and the positioning mechanism.

[0041] The ends of the two cross arms of the scissor lift mechanism are connected to the two frame bodies 3 respectively and slide along their length. Specifically, each frame body 3 has a long strip-shaped sliding guide rail welded to its inner web plate. The guide rail is made of Q355B steel in one piece, and its surface is ground and lubricated. The ends of the cross arms of the scissor lift mechanism are slidably connected to the guide rail through rollers. The rollers use wear-resistant bearings and can slide smoothly along the length of the guide rail, reducing frictional resistance. As the two frame bodies 3 move closer or further apart, the scissor lift mechanism performs folding or extending actions simultaneously. Utilizing its cross-hinged structural characteristics, it forcibly constrains the movement trajectory of the two frame bodies 3, ensuring that the left and right frame bodies 3 always remain parallel and that there is no unilateral deviation, tilting, or jamming. This keeps the vehicle's entry path centered and straight, avoiding problems such as tire jamming and increased positioning deviation caused by frame misalignment.

[0042] The transfer mechanism is used to move the vehicle on the transfer frame 2 to achieve vehicle alignment adjustment. The transfer mechanism includes multiple guide rollers 12 and a drive motor 13. The guide rollers 12 are used to carry the vehicle and move the vehicle, and the drive motor 13 is used to provide power to the guide rollers 12.

[0043] Multiple guide rollers 12 are arranged at intervals along the length of the vehicle frame body 3. The number of guide rollers 12 is determined according to the length of the vehicle frame body 3 to ensure that the vehicle can be stably loaded and to avoid excessive local stress that could damage the vehicle chassis. The two ends of the guide rollers 12 are connected to the vehicle frame body 3 via bearings. The bearings are deep groove ball bearings, with the outer ring of the bearing interference-fitted with the mounting hole of the vehicle frame body 3 and the inner ring interference-fitted with the shaft end of the guide roller 12. Dust covers are provided on the outside of the bearings to prevent dust and debris from the tunnel from entering the bearings, affecting their rotational flexibility and extending their service life. The lifting unit 15 is located below any two adjacent guide rollers 12 to avoid interference between the lifting unit 15 and the guide rollers 12, ensuring that both can operate normally.

[0044] The drive motor 13 is located on one side of the frame body 3 and is fixedly connected to the side of the frame body 3 by bolts. The drive motor 13 is connected to multiple guide rollers 12 through a transmission assembly. The transmission assembly is preferably a chain drive, and the chain is a roller chain. One end of the chain is connected to the output shaft of the drive motor 13, and the other end is connected to the shaft head of the last guide roller 12. Each guide roller 12 has a sprocket on its shaft head. Synchronous transmission is achieved through the chain to ensure that the multiple guide rollers 12 rotate synchronously.

[0045] In addition, belt drive can be used as an alternative. The belt is a synchronous belt, which has the advantages of smooth transmission and low noise, and is suitable for tunnel operation environment with high noise requirements. However, chain drive has a stronger load-bearing capacity and is more suitable for the transportation of heavy vehicles. The appropriate transmission method can be selected according to the actual operation requirements.

[0046] The drive motor 13 is electrically connected to the position sensor 14 through the controller. When the position sensor 14 detects a misalignment between the vehicle and the hook 1, the controller controls the drive motor 13 to start, which drives the guide roller 12 to rotate. When the guide roller 12 rotates, it drives the vehicle to move along the length of the frame body 3 until the vehicle and the hook 1 are precisely aligned. After the alignment is completed, the drive motor 13 is turned off, the guide roller 12 stops rotating, the positioning mechanism is activated, and the vehicle is fixed.

[0047] In some embodiments, the moving mechanism is used to move the transfer vehicle frame 2 along the longitudinal direction of the tunnel, thereby adjusting the position of the transfer vehicle frame 2 and adjusting its horizontal state. The moving mechanism includes multiple support legs 6, which are fixed to the lower part of the frame body 3 to support the weight of the transfer vehicle frame 2 and the vehicle, while also enabling the transfer vehicle frame 2 to move and adjust its height.

[0048] In this embodiment, each frame body 3 is provided with 4-6 support legs 6 at its lower part, which are installed at intervals along the length of the frame body 3 to ensure the stability of the support and prevent the transport frame 2 from tilting. The support legs 6 are made of seamless steel pipe, and the material is Q355B high-strength steel, which has good load-bearing capacity and compressive strength. The length of the support legs 6 is 800-1000mm, which can be adjusted according to the flatness of the tunnel surface.

[0049] The bottom of the outrigger 6 is equipped with casters 7. Polyurethane casters are preferred for the casters 7. Polyurethane material has good wear resistance, shock absorption and anti-slip properties, which can adapt to the rough ground environment inside the tunnel, reduce the bumps during movement and avoid damage to the tunnel floor.

[0050] Each outrigger 6 is equipped with a hydraulic module 10, which is used to adjust the height of the corresponding outrigger 6, thereby achieving horizontal adjustment of the transport vehicle frame 2 to adapt to uneven tunnel surfaces. The hydraulic module 10 includes a hydraulic pump, hydraulic valves, and hydraulic cylinders. The hydraulic cylinders are located inside the outrigger 6, with the cylinder body fixedly connected to the inner wall of the outrigger 6, and the piston rod fixedly connected to the wheel frame of the movable wheel 7. The hydraulic pump and hydraulic valves are located at the lower part of the frame body 3 and are connected to the hydraulic cylinders via hydraulic oil pipes. A gear pump is used to provide stable hydraulic power; an electromagnetic directional valve is used to control the extension and retraction of the hydraulic cylinder, thereby adjusting the height of the outrigger 6. Each outrigger 6's hydraulic module 10 is independently controlled, allowing for individual height adjustment of the corresponding outrigger 6, ensuring that the transport vehicle frame 2 remains horizontal under different ground conditions.

[0051] In addition, the moving mechanism can also be equipped with a braking component, which includes a brake pedal and brake pads. The brake pedal is located on the side of the frame body 3, and the brake pads are located on the axle of the moving wheel 7. By pressing the brake pedal, the brake pads are driven to contact the moving wheel 7 to achieve braking, thereby preventing the transfer frame 2 from moving when carrying vehicles or lifting operations, and improving operational safety.

[0052] Preferably, multiple docking rails 17 arranged along the width are provided at both the tunnel entrance and tunnel exit. Each pair of docking rails 17 forms a group, with a fixed distance between them, while the distance between adjacent groups of docking rails 17 is adjustable. Correspondingly, crossbeams 18 are provided on both sides of the upper width of each frame body, with two crossbeams 18 corresponding to the two docking rails 17 in the same group. When the transfer frame 2 moves to the tunnel entrance / exit, the two crossbeams 18 and the two docking rails 17 adapt to each other, forming a socket structure at their opposite ends, such as a sloping socket fit or a concave-convex socket fit. Additionally, an arc-shaped groove is provided at the corresponding position below the rail, and an arc-shaped protrusion is provided below the arc-shaped groove below the crossbeam 18. When the crossbeam 18 and the docking rail 17 dock, the arc-shaped protrusion first docks with the arc-shaped groove. Utilizing the effect of the arc surface fit, the docking accuracy of the crossbeam 18 and the docking rail 17 can be adaptively adjusted.

[0053] In some embodiments, the device is further equipped with a tilt sensor 11, which is used to monitor the tilt angle of the transfer frame 2 in real time. The hydraulic module 10 is automatically adjusted by the controller to ensure that the transfer frame 2 always remains horizontal, thereby improving the safety of the transfer. The tilt sensor 11 is located on the transfer frame 2, preferably installed in the middle of the transfer frame 2. This position can accurately reflect the overall tilt angle of the transfer frame 2, avoiding detection errors caused by installation position deviations.

[0054] Specifically, the tilt sensor 11 is a dual-axis tilt sensor, which can collect the tilt angle data of the transfer vehicle 2 in the horizontal direction (lateral and longitudinal directions of the tunnel) in real time. This sensor is small in size, light in weight, easy to install, and has strong anti-interference ability, and can adapt to the complex electromagnetic environment in the tunnel. The tilt sensor 11 is fixedly connected to the transfer vehicle 2 by a bracket made of aluminum alloy, which is fixed to the top of the vehicle body 3 by bolts, ensuring a firm installation and preventing the sensor from shaking during the movement of the transfer vehicle 2, which would affect the detection accuracy.

[0055] The tilt sensor 11 is electrically connected to multiple hydraulic modules 10 through a controller. The controller is the same PLC controller (model S7-1200) as the monitoring mechanism. The tilt sensor 11 transmits the tilt data of the transfer frame 2 collected to the controller in real time. The controller has a preset horizontal threshold (usually ±0.5°). When the detected tilt data exceeds the preset threshold, the controller determines that the transfer frame 2 is tilted and immediately sends an adjustment command to the hydraulic module 10 of the corresponding support leg 6.

[0056] For example, when the outrigger 6 on the left side of the transport vehicle frame 2 is positioned too low, causing the frame to tilt to the left, the controller activates the hydraulic module 10 of the left outrigger 6. The hydraulic pump supplies oil to the hydraulic cylinder, the piston rod extends, and the left outrigger 6 is raised until the tilt angle of the transport vehicle frame 2 returns to the preset threshold range, at which point the hydraulic module 10 stops working. Similarly, when the frame tilts to the right, forward, or backward, the controller adjusts the height of the right, front, or rear outrigger 6 accordingly to ensure that the transport vehicle frame 2 always remains level.

[0057] To improve adjustment accuracy, the controller employs a PID control algorithm to analyze and process tilt angle data in real time. Based on the magnitude of the tilt angle deviation, it adjusts the oil supply speed and quantity of the hydraulic module 10 to achieve precise adjustment of the outrigger 6 height, preventing over-adjustment that could cause repeated tilting of the chassis. Furthermore, the tilt angle sensor 11 can be connected to the controller's alarm module. When the tilt angle data exceeds a safety threshold (e.g., ±1°), the controller issues an audible and visual alarm to alert the operator and prevent accidents.

[0058] In some embodiments, the device further includes a linkage pushing component to assist the transfer vehicle 2 in moving along the longitudinal direction of the tunnel, thereby improving the movement efficiency and flexibility of the transfer vehicle 2 and reducing the labor intensity of manual pushing.

[0059] The linkage push component includes an electric push rod 8 and a flexible traction rope 9. The two work together to move the transfer vehicle frame 2 away from the tunnel entrance and towards the tunnel entrance, respectively, forming a two-way linkage and improving the movement efficiency.

[0060] An electric push rod 8 is horizontally positioned on one side of the tunnel entrance to push the transfer vehicle frame 2 away from the tunnel entrance. A high-power electric push rod 8 is used to smoothly move the transfer vehicle frame 2. The fixed end of the electric push rod 8 is fixedly connected to the wall on the tunnel entrance side using expansion bolts. The bracket at the fixed end is made of Q235 steel to ensure a secure installation. The telescopic end of the electric push rod 8 is equipped with a 20mm thick rubber buffer pad to cushion the movement of the transfer vehicle frame 2 during pushing, preventing rigid collisions and damage. The electric push rod 8 is controlled in conjunction with the moving mechanism via a controller. When the transfer vehicle frame 2 needs to move away from the tunnel entrance, the controller activates the electric push rod 8, extending its telescopic end to push the transfer vehicle frame 2. Simultaneously, the moving wheels 7 of the moving mechanism unlock, working in conjunction with the electric push rod 8 to propel the transfer vehicle frame 2. The moving speed can be adjusted by the controller within a range of 0.5-1m / s to ensure smooth movement.

[0061] One end of the flexible traction rope 9 is fixed to the tunnel entrance side, and the other end is connected to the transfer vehicle frame 2 via a hook. It is used to move the transfer vehicle frame 2 towards the tunnel entrance. The flexible traction rope 9 is made of high-strength nylon rope, capable of withstanding significant tensile force and preventing breakage during traction. Its length is designed according to the tunnel length to meet the operational needs of tunnels of different lengths. One end of the flexible traction rope 9 is fixedly connected to the wall on the tunnel entrance side via a fixing seat made of Q355B steel, secured with expansion bolts for a secure connection. The other end is equipped with a high-strength hook made of alloy steel, featuring an anti-detachment buckle to prevent the hook from separating from the transfer vehicle frame 2 during traction. A traction ring is located on the side of the transfer vehicle frame 2. The traction ring is welded from seamless steel pipe of Q355B steel and is welded to the side of the frame body 3 for attaching the hook. It can withstand the tensile force of the flexible traction rope 9 and prevent breakage.

[0062] In addition, the linkage push component can also be equipped with a traction motor, which is fixed on one side of the tunnel entrance and connected to the flexible traction rope 9 to provide traction power for the flexible traction rope 9, replacing manual traction and further improving the movement efficiency.

[0063] Please see Figure 3 Based on the same inventive concept, this invention also provides a transfer method. Based on the aforementioned large vehicle hoisting and transfer equipment in tunnels, this method can achieve precise and efficient vehicle transfer. The specific steps are as follows: The first step is to move the transport vehicle 2 to the tunnel entrance using a moving mechanism. The operator activates the hydraulic module 10 of the moving mechanism via the controller, adjusting the height of each outrigger 6 to keep the transport vehicle 2 level. Then, the braking assembly of the moving wheels 7 is unlocked, and the drive component of the moving mechanism (or the electric push rod 8 of the linkage push assembly) is activated, moving the transport vehicle 2 along the tunnel's longitudinal direction to the tunnel entrance. Once in position, the braking assembly is locked to fix the transport vehicle 2 and prevent further movement. If the ground at the tunnel entrance is uneven, the tilt sensor 11 monitors the tilt angle of the transport vehicle 2 in real time, and the controller automatically adjusts the height of the corresponding outrigger 6 to ensure the transport vehicle 2 remains level, preparing it for vehicle entry.

[0064] The second step involves using a laser positioning and marking device from the monitoring agency to guide the vehicle's transfer path, directing the vehicle onto the transfer mechanism of the transfer frame 2. The laser positioning and marking device is activated, emitting a clear red line. The operator guides the vehicle (a disabled vehicle can be towed, while construction vehicles can drive themselves) along the laser-marked path, slowly driving it onto the transfer mechanism of the transfer frame 2. This ensures the vehicle's wheels are positioned on the guide rollers 12 of the two frame bodies 3, and the vehicle's center of gravity is located in the middle of the transfer frame 2, preventing uneven load distribution due to vehicle deviation. Throughout the vehicle's entry process, the laser positioning and marking device remains operational, providing real-time guidance. The operator can observe the vehicle's entry status through the controller and adjust the vehicle's direction as needed.

[0065] The third step involves the position sensor 14 of the monitoring mechanism detecting the vehicle's position and feeding back the alignment deviation between the vehicle and the hook 1 through the controller, thus completing the alignment. After the vehicle enters the transfer frame 2, the position sensor 14 is activated. The position sensor 14 collects the relative position data between the edge of the vehicle and the center of the hook 1 in real time and transmits the data to the controller. The controller analyzes and processes the data, calculates the alignment deviation between the vehicle and the hook 1 in the lateral and longitudinal directions, and feeds back the deviation data to the operator (or automatically sends adjustment commands). If an alignment deviation exists, the controller controls the drive motor 13 of the transfer mechanism to start, driving the guide roller 12 to rotate and guiding the vehicle to move along the length of the frame body 3 until the position sensor 14 detects that the alignment deviation between the vehicle and the hook 1 is within the allowable range (≤5mm). Then, the drive motor 13 is turned off, completing the precise alignment of the vehicle and the hook 1.

[0066] Fourth, the lifting unit 15 of the positioning mechanism raises the blocking part, preventing the vehicle from moving further and positioning it directly below the hook 1. After alignment, the controller activates the lifting unit 15 (hydraulic lifting cylinder) of the positioning mechanism. The piston rod of the hydraulic lifting cylinder extends, raising the blocking part above the surface of the guide roller 12, preventing the vehicle from moving further and precisely positioning it directly below the hook 1 to prevent the vehicle from shifting during lifting. At this point, the operator can reconfirm the alignment accuracy using the position sensor 14 to ensure there is no deviation before preparing for the lifting operation.

[0067] Fifth, the lifting device lifts and transports the vehicle using hook 1. After the vehicle is lifted away, the lifting unit 15 of the positioning mechanism lowers and resets the blocking part. The lifting motor of the lifting device is started, driving the drum to rotate and the wire rope to be slowly lowered. Hook 1 hooks onto the chassis of the vehicle (or a special lifting device). After confirming that the hook is secure, the lifting motor rotates in the opposite direction, slowly lifting the vehicle to a height higher than the height of the transfer frame 2 (usually 1-1.5m) to avoid collision between the vehicle and the transfer frame 2. Then, the lifting device is controlled to move along the crossbeam 18 at the top of the tunnel to transport the vehicle to the designated location, completing the lifting and transfer. After the vehicle is lifted away, the controller controls the piston rod of the lifting unit 15 to retract, driving the blocking part to lower and reset. The blocking part is lower than the surface of the guide roller 12, preparing for the transfer of the next vehicle. At the same time, the moving mechanism (or the flexible traction rope 9 of the linkage push component) is started to return the transfer frame 2 to the tunnel entrance. The above steps are repeated for the transfer of the next vehicle.

[0068] In addition, to address special situations that may arise during vehicle alignment, further optimization steps for the movement and adjustment of the transfer frame 2 are provided to ensure that the vehicle can be accurately positioned directly below the hook 1. The specific steps are as follows: The position sensor 14 of the monitoring mechanism detects the vehicle position. When the controller feeds back the alignment deviation between the vehicle and the hook 1, if the transfer mechanism cannot transfer the vehicle to the area below the hook 1 (for example, the vehicle size is too large, the guide roller 12 of the transfer mechanism has insufficient stroke, or the hook 1 is located in the middle of the tunnel depth direction, and the vehicle cannot be aligned by the transfer mechanism at the tunnel entrance), the moving mechanism is activated. The transfer frame 2 carries the vehicle and moves it away from the tunnel entrance to the area below the hook 1.

[0069] Specific operation process: Based on the alignment deviation data fed back by the position sensor 14, the controller determines whether the transfer mechanism can complete the alignment. If not, it unlocks the braking assembly of the moving wheel 7, activates the drive component of the moving mechanism (or the electric push rod 8 of the linkage push assembly), and drives the transfer frame 2 carrying the vehicle to move slowly along the tunnel depth direction. During the movement, the position sensor 14 detects the alignment deviation between the vehicle and the hook 1 in real time, and the tilt sensor 11 monitors the horizontal state of the transfer frame 2 in real time. Based on the deviation data and tilt data, the controller synchronously adjusts the moving speed and the height of the outriggers 6 to ensure that the transfer frame 2 moves smoothly and the vehicle remains horizontal at all times. When the transfer frame 2 moves directly under the hook 1, and the position sensor 14 detects that the alignment deviation is within the allowable range, the moving mechanism stops, the braking assembly is locked, and the transfer frame 2 is fixed. Then, steps four and five of the specific implementation method seven are repeated to complete the positioning and hoisting transfer of the vehicle.

[0070] After the vehicle is lifted away, the controller controls the positioning mechanism to lower and reset the blocking part, and then starts the moving mechanism (or the flexible traction rope 9 of the linkage pushing component) to move the transfer frame 2 towards the tunnel entrance. During the movement, the moving speed can be adjusted by the controller to ensure that the transfer frame 2 moves smoothly until it returns to the tunnel entrance position, locks the braking component, and prepares to receive the next vehicle.

[0071] In addition, if there are multiple hooks 1 (arranged at intervals along the tunnel depth) in the tunnel, the corresponding hook 1 can be selected according to the vehicle's transfer destination. The vehicle can be transferred to the corresponding hook 1 by moving the transfer frame 2, realizing multi-position lifting and transfer and improving operational flexibility.

[0072] Based on the above transfer method, an embodiment with an added vehicle alignment deviation adaptive correction step is provided to further improve the alignment accuracy between the vehicle and hook 1 and avoid lifting safety hazards caused by alignment deviation. The specific process is as follows: In the first step, after the vehicle is placed into the transfer frame 2, the position sensor 14 and the laser positioning marker of the monitoring mechanism are activated. The two work together: the position sensor 14 collects real-time data on the alignment deviation between the vehicle and the hook 1 (including lateral and depth deviations), while the laser positioning marker collects real-time data on the vehicle's edge contour. The data collected by both is synchronously transmitted to the controller via wires, where the controller performs initial reception and storage of the data. The position sensor 14 has a sampling frequency of 10Hz to ensure real-time data acquisition; the laser positioning marker scans the vehicle's edges to obtain contour data such as width and length, providing a reference for deviation correction.

[0073] The second step involves the controller processing and filtering the two sets of data (alignment deviation data and vehicle edge contour data). A filtering algorithm (such as a Kalman filter) is used to remove abnormal interference data (such as false data caused by dust or changes in lighting within the tunnel) to ensure data accuracy. Then, based on the vehicle edge contour data, the controller determines the vehicle's center of gravity and geometric center. Combining this with the alignment deviation data, it assesses the actual deviation between the vehicle and hook 1 in the lateral and longitudinal directions of the tunnel and generates deviation correction commands.

[0074] Third, based on the determined deviation value, the controller synchronously controls the transfer mechanism, the moving mechanism, and the telescopic mechanism installed between the two frame bodies 3 to coordinate their actions and correct the deviation value. Specifically, if there is a lateral deviation (the vehicle deviates from the lateral center of the hook 1), the controller controls the linear drive unit 4 of the telescopic mechanism to operate synchronously, adjusting the distance between the two frame bodies 3 and moving the vehicle laterally until the lateral deviation is eliminated; if there is a longitudinal deviation (the vehicle deviates from the longitudinal center of the hook 1), the controller controls the drive motor 13 of the transfer mechanism to start, driving the guide roller 12 to rotate and guiding the vehicle to move along the length of the frame body 3, while simultaneously coordinating with the slight movement of the moving mechanism until the longitudinal deviation is eliminated; if both lateral and longitudinal deviations exist simultaneously, the controller controls the three mechanisms to operate collaboratively and synchronously correct the deviations to ensure correction efficiency.

[0075] Fourth, during the deviation correction process, the tilt sensor 11 monitors the horizontal state of the transfer frame 2 in real time, collects the tilt angle data of the frame, and transmits it to the controller. If the controller detects that the transfer frame 2 is tilted (the tilt angle data exceeds the preset threshold ±0.5°), it first stops the deviation correction action, starts the hydraulic module 10 of the moving mechanism, adjusts the height of the corresponding outrigger 6, so that the transfer frame 2 returns to a horizontal state. After the frame is horizontal, the deviation correction continues until the position sensor 14 detects that the alignment deviation between the vehicle and the hook 1 is within the allowable range (≤5mm), completing the adaptive correction. At this time, the vehicle is accurately positioned directly below the hook 1.

[0076] In addition, the controller can record the data of each deviation correction to form a correction database. Through machine learning algorithms, it can optimize the speed and accuracy of subsequent deviation corrections, improve the efficiency of adaptive correction, and adapt to the deviation correction needs of different vehicle models and different tunnel environments.

[0077] In the preferred embodiment, the scheduling steps for continuous multi-vehicle transfer are further optimized to achieve orderly and efficient transfer of multiple vehicles, improve operational efficiency, and ensure operational safety. The specific process is as follows: The first step, before conducting continuous multi-vehicle transfer operations, involves operators pre-entering vehicle information and safety requirements for lifting operations within the tunnel into the controller. Vehicle information includes model, dimensions (width, length, height), weight, and priority; safety requirements include lifting speed, moving speed, alignment deviation threshold, chassis horizontal threshold, and safety distance. Based on the entered information, and considering the tunnel length, the position of hook 1, and other practical factors, the controller plans the basic operating path of the transfer chassis 2, defining its movement route between the tunnel entrance, below hook 1, and the safe area to avoid collisions with other equipment or personnel within the tunnel.

[0078] The second step involves prioritizing vehicles according to their location (e.g., emergency breakdown vehicles have higher priority than regular construction vehicles, and light vehicles have higher priority than heavy vehicles) and sequentially placing them into the transfer frame 2. Before each vehicle is placed, the controller automatically adjusts the distance between the two frame bodies 3 (achieved through a telescopic mechanism) and the transfer speed of the transfer mechanism (adjusted through the drive motor 13) based on the vehicle's size and weight to ensure smooth vehicle loading and transfer. For example, for wider vehicles, the controller controls the linear drive unit 4 of the telescopic mechanism to increase the distance between the two frame bodies 3; for heavier vehicles, the transfer speed and moving speed are reduced to improve operational safety.

[0079] The third step involves each vehicle being hoisted and transferred (i.e., the vehicle is lifted and transported to a designated location). The controller then lowers and resets the positioning mechanism's blocking section, activating the moving mechanism and the linkage pushing component to propel the transfer vehicle 2 back to the designated location (usually the tunnel entrance) along a pre-set basic operating path to receive the next vehicle. Throughout the continuous operation, the controller monitors the operational status of each actuator (lifting device, transfer mechanism, moving mechanism, telescopic mechanism, positioning mechanism, etc.) in real time, collecting operating parameters (such as motor speed, hydraulic pressure, sensor data, etc.). If any abnormal parameters are detected, a warning signal is issued promptly.

[0080] Fourth, if a vehicle malfunction (such as chassis damage or inability to hook properly) or mechanical failure (such as motor failure, hydraulic leakage, or sensor malfunction) is encountered, the controller immediately stops the current transfer operation and initiates the emergency procedure. First, the control mechanism moves the transfer frame 2 to a safe area within the tunnel (a pre-defined open area, away from the hook 1 and personnel). Then, the braking components are locked to secure the transfer frame 2, prioritizing the safety of the already loaded vehicle (e.g., checking vehicle fixation to prevent slippage). Simultaneously, the controller issues an audible and visual alarm to alert the operator to address the malfunction or abnormality. After the operator has addressed the issue, the controller restarts the transfer operation and adjusts the subsequent transfer plan according to the actual situation (e.g., adjusting vehicle priority and optimizing the route) to ensure the smooth operation of continuous transfer work.

[0081] In addition, the controller can also collect real-time statistics on transfer operation data, including the transfer time of each vehicle, the running time of the mechanism, the number of deviation corrections, etc., and generate operation reports to facilitate operators to analyze operation efficiency, optimize transfer plans, and improve the overall operation level.

[0082] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A large vehicle hoisting and transfer device for use in tunnels, characterized in that, include: A lifting device for installation on the top of the tunnel, wherein the lower part of the lifting device is provided with a hook (1); The transfer frame (2) is used to be placed in the tunnel and located below the hook (1). The transfer frame (2) includes two frame bodies (3) arranged symmetrically on the left and right. The upper part of the frame body (3) is provided with a transfer mechanism for transferring vehicles, and the lower part of the frame body (3) is provided with a moving mechanism for moving it along the longitudinal direction of the tunnel. The monitoring mechanism is located on the outside of the frame body (3). The monitoring mechanism includes a laser positioning marker and a position sensor (14). The laser positioning marker is used to indicate the vehicle transfer path, and the position sensor (14) is used by a controller to provide feedback on the alignment deviation between the vehicle and the hook (1). The positioning mechanism includes a lifting unit (15) and a blocking part. The lifting unit (15) is fixed to the frame body (3). The blocking part is fixed to the upper moving end of the lifting unit (15). The lifting unit (15) drives the blocking part to rise to prevent the vehicle from continuing to move through the moving mechanism and to position it directly below the hook (1). After the hook (1) lifts the vehicle away, the lifting unit (15) drives the blocking part to fall and reset.

2. The large vehicle hoisting and transfer equipment in a tunnel as described in claim 1, characterized in that, A telescopic mechanism is provided between the two frame bodies (3), the telescopic mechanism comprising: Multiple linear drive units (4) are arranged sequentially at intervals along the length of the frame body (3). Each linear drive unit (4) is connected to two frame bodies (3). The multiple linear drive units (4) operate synchronously to drive the two frame bodies (3) to move closer to each other or further away from each other. At least one self-adjusting unit (5) is connected to two of the frame bodies (3). The self-adjusting unit (5) is located between any two adjacent linear drive units (4). The self-adjusting unit (5) is used to adaptively adjust the movement synchronization of the two frame bodies (3) when they are relatively close or far apart.

3. The large vehicle hoisting and transfer equipment in a tunnel as described in claim 1, characterized in that, The transfer mechanism includes: Multiple guide rollers (12) are arranged at intervals along the length of the frame body (3), and the lifting unit (15) is located below any two adjacent guide rollers (12); A drive motor (13) is located on one side of the frame body (3). The drive motor (13) is connected to multiple guide rollers (12) to drive the multiple guide rollers (12) to rotate synchronously to transfer the vehicle.

4. The large vehicle hoisting and transfer equipment in a tunnel as described in claim 1, characterized in that, The mobile mechanism includes: Multiple support legs (6) are fixed to the lower part of the frame body (3). The bottom of the support leg (6) is provided with a movable wheel (7). The support leg (6) is provided with a hydraulic module (10) for adjusting the height of the corresponding support leg (6).

5. The large vehicle hoisting and transfer equipment in a tunnel as described in claim 4, characterized in that, The large vehicle hoisting and transfer equipment inside the tunnel also includes: An inclination sensor (11) is installed on the transfer frame (2). The inclination sensor (11) is electrically connected to multiple hydraulic modules (10) through a controller. The inclination sensor (11) generates inclination data of the transfer frame (2) so as to adjust the corresponding hydraulic modules (10) through the controller.

6. The large vehicle hoisting and transfer equipment in a tunnel as described in claim 1, characterized in that, The large vehicle hoisting and transfer equipment inside the tunnel also includes a linkage pushing component, which includes: An electric push rod (8) is horizontally positioned on one side of the tunnel entrance to push the transfer vehicle frame (2) away from the tunnel entrance. A flexible traction rope (9) is fixed at one end to the side of the tunnel entrance and the other end is connected to the transfer vehicle frame (2) by a hook, which is used to pull the transfer vehicle frame (2) to move closer to the tunnel entrance.

7. A transfer method, based on the tunnel large vehicle hoisting and transfer equipment as described in any one of claims 1-6, characterized in that, Includes the following steps: The transfer vehicle frame (2) is moved to the tunnel entrance by a moving mechanism; The vehicle transfer path is indicated by the laser positioning marker of the monitoring agency, and the vehicle is sent to the transfer mechanism of the transfer frame (2). The position sensor (14) of the monitoring agency detects the vehicle position and feeds back the alignment deviation between the vehicle and the hook (1) through the controller to complete the alignment; The lifting unit (15) of the positioning mechanism drives the blocking part to rise, blocking the vehicle from continuing to move and positioning the vehicle directly below the hook (1); The lifting device lifts and transports the vehicle using the hook (1). After the vehicle is lifted away, the lifting unit (15) of the positioning mechanism drives the blocking part to descend and reset.

8. The transfer method as described in claim 7, characterized in that, When the position sensor (14) of the monitoring mechanism detects the vehicle position and the controller feeds back the alignment deviation between the vehicle and the hook (1), if the transfer mechanism cannot transfer the vehicle to the bottom of the hook (1), the transfer frame (2) carrying the vehicle moves to the bottom of the hook (1) in a direction away from the tunnel entrance through the moving mechanism. After the vehicle is lifted away, the transfer frame (2) returns to the tunnel entrance via the moving mechanism.

9. A transfer method as described in claim 7, characterized in that, It also includes an adaptive correction step for vehicle alignment deviation, the specific process of which is as follows: After the vehicle is placed into the transfer frame (2), the position sensor (14) and the laser positioning marker work together to collect the alignment deviation data between the vehicle and the hook (1) and the edge contour data of the vehicle, and transmit them to the controller. The controller sorts and filters the two sets of data collected, removes abnormal interference data, and judges the actual deviation values ​​of the vehicle and the hook (1) in the transverse and longitudinal directions of the tunnel. Based on the deviation value, the controller synchronously controls the transfer mechanism, the moving mechanism and the telescopic mechanism set between the two frame bodies (3) to coordinate the action and correct the deviation value. During the correction process, the tilt sensor (11) monitors the horizontal status of the transfer frame (2) in real time. If the transfer frame (2) tilts, the height of the corresponding support leg (6) is adjusted to keep the frame horizontal, and then the deviation value is corrected until the vehicle is directly below the hook (1).

10. A transfer method as described in claim 9, characterized in that, It also includes the scheduling steps for continuous transfer of multiple vehicles, the specific process of which is as follows: The information of each vehicle and the safety requirements for hoisting operations in the tunnel are pre-entered into the controller, and the basic running path of the transfer frame (2) is planned. According to the vehicle priority, the vehicles are sent into the transfer frame (2) in turn. The distance between the two frame bodies (3) and the transfer speed are adjusted according to the size and weight of each vehicle. After each vehicle is hoisted and transferred, the transfer frame (2) returns to the designated position via the moving mechanism to receive the next vehicle, while the controller monitors the operating status of each actuator in real time. If a vehicle malfunction or mechanical failure is encountered, the current transfer operation shall be stopped, and the transfer vehicle frame (2) shall be moved to a safe area. Priority shall be given to ensuring the safety of the vehicles already in use. At the same time, an early warning shall be issued and the subsequent transfer plan shall be adjusted.

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