A multi-section telescopic conveying device and a segmented climbing method for long-span segmented climbing

Abstract

The application discloses a multi-section telescopic conveying device for large-span segmented climbing and a segmented climbing method. The body sections are displaced by a telescopic power unit and locked at preset relative positions by a locking mechanism. Each body section can be selectively driven to extend one by one or locked after being retracted according to the needs of the climbing position, thereby providing a stable structural basis for subsequent independent climbing. A supporting unit provides a fulcrum support for the previous body section relative to the subsequent body section in the locked state. When climbing or descending, the large height change of the front end of the previous body section is converted into a small height offset of the rear end within a preset range under the action of the fulcrum. Since the height offset of the rear end is less than the preset range, the rear end of the previous body section does not contact or interfere with the subsequent body section in the vertical direction, thereby realizing interference-free operation between adjacent body sections in the large-span climbing working condition.

Description

Technical Field

[0001] This invention belongs to the field of conveying equipment technology, and particularly relates to a multi-section telescopic conveying device with a large span and a segmented climbing method. Background Technology

[0002] Multi-section telescopic conveyors are widely used for long-distance material transport and large-span incline applications. Existing large-span incline conveyor solutions mainly employ hydraulic walking, gear and rack, rope and chain traction, and ordinary friction wheel structures. These solutions involve the entire machine traveling under full load during operation, resulting in slow speed, poor synchronization, and a tendency to slip during inclines, placing stringent requirements on track and assembly precision. In large-span applications, due to the significant overall length of the machine, the pitch angle during incline is superimposed on the total length, causing substantial displacement at the ends. This can easily lead to interference between adjacent machine sections, making it difficult to simultaneously meet the demands of large spans, steep inclines, and stable, precise operation.

[0003] Some existing technologies employ a split-type multi-stage telescopic structure, with each level of conveying unit slidingly connected via guide rails or track grooves. A leveling mechanism is installed between adjacent units to achieve smooth end docking. However, in such solutions, each level of unit remains mechanically connected during telescopic and conveying processes. When large-span inclines are required, the pitch changes of the entire machine will still be transmitted along each level of unit, failing to fundamentally solve the problem of component interference under incline conditions. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a multi-section telescopic conveyor with a large span and a segmented climbing method, so as to solve the problem of component interference between adjacent machine sections caused by the pitch of the whole machine when the existing multi-section telescopic conveyor climbs a large span.

[0005] To address the aforementioned problems, this application provides a multi-section telescopic conveyor with a long span and segmented climbing capability, comprising: Multiple fuselage segments are sequentially fitted along the telescopic direction and are capable of relative displacement along the telescopic direction; The telescopic power unit is disposed in the first fuselage section among the plurality of fuselage sections, and is used to drive each fuselage section to extend or retract relative to the next adjacent fuselage section. A locking mechanism is correspondingly disposed between two adjacent fuselage sections. After the two adjacent fuselage sections are displaced to a preset relative position, the former fuselage section is locked to the latter fuselage section. A support unit is disposed in each of the fuselage sections and is used to provide a fulcrum support for the preceding fuselage section relative to the following fuselage section when the preceding fuselage section is in a locked state. The telescopic power unit is configured to, after the first fuselage section is locked, drive the adjacent subsequent fuselage section to move through the locked fuselage section, and the corresponding locking mechanism locks the subsequent fuselage section after it has moved to a preset relative position. This allows each fuselage section to be selectively driven to extend one by one according to the needs of the climbing position and locked after extending, or to be selectively driven to retract one by one and locked after retracting. This allows each fuselage section to independently perform climbing or descending actions relative to the adjacent subsequent fuselage section with the help of the supporting unit in the locked state. Furthermore, the supporting unit is configured to provide fulcrum support relative to the rear fuselage section when the front fuselage section is in a locked state, so as to limit the vertical offset of the rear end of the front fuselage section and the vertically aligned portion of the rear fuselage section within a preset range when the front end of the front fuselage section performs a climbing or descending action.

[0006] In one or more embodiments, the locking mechanism includes a drive unit disposed on the rear fuselage section and a locking member driven by the drive unit, and the front fuselage section is provided with a first mating part and a second mating part corresponding to and cooperating with the locking member; The first mating part is located at the rear end of the front fuselage section, and the second mating part is located at the front end of the front fuselage section. The driving unit is used to drive the locking member to extend into the first mating part to lock the extended front fuselage section to the rear fuselage section, or to drive the locking member to extend into the second mating part to lock the retracted front fuselage section to the rear fuselage section, or to drive the locking member to exit the first mating part or the second mating part to release the locking between the front fuselage section and the rear fuselage section.

[0007] In one or more embodiments, the locking member is a pin that is drively connected to the drive unit, and the first mating part and the second mating part are both pin holes that mate with the pin.

[0008] In one or more embodiments, the support unit includes a support roller disposed at the bottom of the rear end of each of the fuselage sections and a support member disposed on each of the fuselage sections. The support roller is configured to provide rolling support when the fuselage sections are in relative displacement and to support the support member of the rear fuselage section when the preceding fuselage section is in a locked state, thereby forming a fulcrum for the preceding fuselage section to perform climbing or descending actions relative to the rear fuselage section.

[0009] In one or more embodiments, the position of the support roller along the length of the preceding fuselage section is set at a predetermined distance from the rear end of the preceding fuselage section, so that when the front end of the preceding fuselage section performs a climbing or descending action, the vertical offset of the rear end of the preceding fuselage section and the vertically aligned portion of the following fuselage section is limited within the preset range.

[0010] In one or more embodiments, the preset range is smaller than the vertical clearance between the vertically aligned portions of the front fuselage section and the rear fuselage section, so as to avoid interference between the rear end of the front fuselage section and the rear fuselage section.

[0011] In one or more embodiments, the large-span segmented climbing multi-section telescopic conveyor further includes a guide and reset mechanism. The guide and reset mechanism includes: a side guide portion disposed between two adjacent body sections; and a bottom guide portion including a guide fitting disposed on the top surface of each body section. The guide fitting is configured to guide the support rollers of the supporting unit so that the support rollers travel in a straight line. The side guide portion is configured to laterally guide the preceding body section when it is in a non-climbing state between the preceding and following body sections; when the preceding body section performs a climbing or descending action relative to the following body section, the preceding body section leaves the guidance range of the side guide portion and re-enters the guidance range of the side guide portion during the climbing or descending action, and is then guided by the side guide portion and the bottom guide portion from the side and bottom respectively.

[0012] In one or more embodiments, the side guide portion includes a plurality of side guide wheels disposed on the rear fuselage section, the side guide wheels being spaced apart along the telescopic direction, and the top of the side guide wheels being configured as a conical structure; the side guide wheels and the conical structure thereon are configured to conform to the side of the front fuselage section during the retraction and downhill movement of the front fuselage section, so as to gradually guide the front fuselage section to a position aligned with the rear fuselage section in both the height and telescopic directions.

[0013] Based on the same inventive concept, this application also provides a method for large-span segmented climbing, used in a multi-section telescopic conveyor device for large-span segmented climbing as described in any of the above claims, comprising the following steps: The fuselage section to be displaced is driven to move relative to the adjacent subsequent fuselage section to a preset relative position by the telescopic power unit set in the first fuselage section, and the fuselage section is locked and positioned by the locking mechanism. The locked fuselage section drives the adjacent rear fuselage section to move to a preset position, and the locking mechanism locks and positions the rear fuselage section, so that each fuselage section can be selectively driven to extend one by one according to the needs of the climbing position and locked after extending into place, or selectively driven to retract one by one and locked after retracting into place. In the locked state, using the supporting unit as a fulcrum, the locked front fuselage section independently performs climbing or descending actions relative to the rear fuselage section. When the front end of the front fuselage section performs climbing or descending actions and generates lifting or lowering, the vertical offset of the rear end of the front fuselage section and the vertically aligned portion of the rear fuselage section is limited to a preset range. This converts the height change of the front end of the front fuselage section into a height offset of its rear end within the preset range, thus avoiding interference between the rear end of the front fuselage section and the rear fuselage section.

[0014] Because the present invention adopts the above technical solution, it has the following advantages and positive effects compared with the prior art: I. One embodiment of the present invention uses a telescopic power unit to drive the first fuselage section to extend and a locking mechanism to lock it at a preset relative position, achieving independent displacement and locking of each fuselage section. This ensures that each fuselage section is in a locked, definite state after displacement, providing a structural foundation for subsequent independent climbing. A support unit provides a fulcrum for the locked fuselage section relative to the following fuselage section, allowing the preceding fuselage section to independently extend for climbing or retract for descending, using the support unit as a fulcrum. Since the preceding fuselage section is locked and positioned by the locking mechanism, its rear end's horizontal position relative to the following fuselage section is fixed. During climbing or descending, the significant height change at the front end of the preceding fuselage section is converted into a small height shift at its rear end within a preset range under the action of the fulcrum. Because the height offset of the rear end is less than the vertical clearance between the upper and lower aligned parts of the front and rear fuselage sections, the rear end of the front fuselage section will not contact or interfere with the rear fuselage section. This achieves interference-free operation between adjacent fuselage sections under the condition of climbing a large span. Whether it is extending uphill or retracting downhill, it can ensure that each fuselage section passes through the slope area independently and smoothly.

[0015] In other words, this embodiment addresses the problem of "overall machine climbing → full-length pitching → significant interference" in traditional solutions by employing a technique of "selective locking → independent climbing of individual sections → conversion of front-end height changes into slight rear-end offsets." This transforms the problem into each section independently absorbing climbing height changes within its own length range, enabling the equipment to complete large-span climbing without interference between sections. Furthermore, the extension and locking sequence of each section can be flexibly selected based on the climbing location and the distribution of the transported material. As long as the section performing the climbing action is locked, interference between adjacent sections during the climbing process is guaranteed. Therefore, the equipment can adapt to different extension sequence requirements under various complex working conditions such as unloading and loading.

[0016] II. One embodiment of the present invention utilizes a locking mechanism with a first mating part and a second mating part at the rear and front ends of the preceding fuselage section, respectively, to achieve bidirectional locking between adjacent fuselage sections when extended and retracted: When a fuselage section is extended, the drive unit drives the locking member to extend into the first mating part, locking the preceding fuselage section to the following fuselage section, facilitating subsequent climbing actions or acting as a force transmission component to drive the extension of the following fuselage section; when a fuselage section is retracted, the drive unit drives the locking member to extend into the second mating part, locking the preceding fuselage section to the following fuselage section, maintaining a fixed relative position in the retracted state. This bidirectional locking design ensures stable locking support for each fuselage section in both extended and retracted states, providing structural protection for various complex operational scenarios such as the gradual retraction of equipment from its longest state during loading and the gradual extension of equipment from its shortest state during unloading.

[0017] Third, in one embodiment of the present invention, through the coordinated cooperation of the side guide and the bottom guide in the guide reset mechanism, the side guide provides lateral guidance to the retracting front fuselage section in the non-climbing state to assist in the straightening. When climbing or going downhill, the front fuselage section separates from the side guide to perform the action independently. After completion, it re-enters the side guide and is guided from both the side and the bottom. At the same time, the bottom guide guides the support rollers of the support unit to make the support rollers travel in a straight line, thereby ensuring the straightness of the fuselage section's movement and the reset accuracy after each operation cycle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the multi-section telescopic conveyor in the climbing state of the machine body in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the retracted state of the multi-section telescopic conveyor device according to Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the multi-section telescopic conveyor device of Embodiment 1 of the present invention in its fully opened state; Figure 4This is a schematic diagram of a single section of the multi-section telescopic conveyor system according to Embodiment 1 of the present invention. Figure 5 This is a schematic diagram showing the unlocking state of the locking mechanism of the multi-section telescopic conveyor device according to Embodiment 1 of the present invention; Figure 6 This is a schematic diagram of the locking state of the locking mechanism of the multi-section telescopic conveyor device according to Embodiment 1 of the present invention; Figure 7 This is a schematic diagram of the side guide section of the multi-section telescopic conveyor device according to Embodiment 1 of the present invention; Figure 8 This is a schematic diagram of the supporting unit and the bottom guide portion of the multi-section telescopic conveyor device according to Embodiment 1 of the present invention; Figure 9 This is a schematic diagram of the multi-section telescopic conveyor device of Embodiment 3 of the present invention in a preset initial state; Figure 10 This is a schematic diagram of the multi-section telescopic conveyor device of Embodiment 3 of the present invention when all sections of the machine body are extended into place; Figure 11 This is a partial schematic diagram of the front end of the first section of the multi-section telescopic conveyor in Embodiment 3 of the present invention; Figure 12 This is a partial schematic diagram of one section of the multi-section telescopic conveyor device according to Embodiment 3 of the present invention; Figure 13 This is a schematic diagram of the ground rail guide unit entering the guide rail in the multi-section telescopic conveyor device of Embodiment 3 of the present invention; Figure 14 This is a schematic diagram of the inclined conveying mechanism according to Embodiment 4 of the present invention; Figure 15 This is another schematic diagram of the multi-section telescopic conveyor device according to Embodiment 4 of the present invention; Figure 16 This is a cross-sectional view of the lifting structure according to Embodiment 4 of the present invention; Figure 17 This is a schematic diagram of the retracted state of the multi-section telescopic conveyor equipment according to Embodiment 4 of the present invention; Figure 18 This is a schematic diagram of the multi-section telescopic conveyor in the climbing state of the machine body in Embodiment 4 of the present invention.

[0019] Explanation of reference numerals in the attached drawings: 1. Body section; 11. First body section; 2. Telescopic power unit; 31. Drive unit; 32. Locking element; 33a. First mating part; 33b. Second mating part; 4. Support unit; 41. Support roller; 42. Support element; 5. Side guide part; 51. Side guide wheel; 6. Bottom guide part; 61. Guide mating element; 101. First body section; 102. Power wheel; 103. Support wheel; 104. Travel drive; 105. Drive shaft; 106. Auxiliary travel element; 107. Guide rail; 108. Ground rail guide wheel; 201. Loading body section; 202. Transport body section; 203. Conveyor belt; 204. Front roller; 205. Gap maintaining unit; 251. Gap support element; 252. Gap support wheel; 206. Tooth; 261. Front tooth surface; 262. Rear tooth surface. Detailed Implementation

[0020] The embodiments of this application will be further described in detail below with reference to the accompanying drawings and examples. The detailed description of the following embodiments and the accompanying drawings are used to illustrate the principles of this application by way of example, but should not be used to limit the scope of this application. This application can be implemented in many different forms and is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

[0021] These embodiments are provided to make the application thorough and complete, and to fully express the scope of the application to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of components and steps illustrated in these embodiments should be interpreted as merely exemplary and not as limiting.

[0022] All terms used in this application have the same meaning as understood by one of ordinary skill in the art to which this application pertains, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and not as idealized or highly formalized, unless expressly defined herein.

[0023] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0024] Example 1 Before describing this embodiment, some terms will be explained below.

[0025] The multi-section telescopic conveyor in this embodiment refers to a conveyor consisting of multiple body sections sequentially nested along the telescopic direction. Each body section can be displaced relative to the other along the telescopic direction to change the overall length of the device. In this application, the "front end" of a body section refers to the end facing the telescopic extension direction, and the "rear end" refers to the end opposite to the front end. The "previous body section" and the "rear body section" refer to the one further forward and the one further back in the telescopic direction among two adjacent body sections. The climbing action refers to the process in which the front end of a body section undergoes vertical displacement relative to its rear end when the body section passes through a slope area with a height difference. The fulcrum support refers to the support point formed by the contact between the supporting unit and the foundation support surface, which allows the body section to perform pitching motion around it.

[0026] The technical solution of this application will be described layer by layer with reference to the accompanying drawings.

[0027] See Figures 1 to 8 In one embodiment, this application provides a multi-section telescopic conveyor with a large span and segmented climbing capability, comprising multiple body sections 1, a telescopic power unit 2, a locking mechanism, and a support unit 4. The multiple body sections 1 are sequentially mounted along the telescopic direction, and each body section 1 can be relatively displaced along the telescopic direction, thereby realizing the segmented telescopic movement of the entire machine. The frontmost of the multiple body sections 1 is the first body section 11, and the others are sequentially the next body sections.

[0028] The telescopic power unit 2 is disposed on the first fuselage section 11, and is used to drive each fuselage section 1 to extend or retract relative to the adjacent subsequent fuselage section. A locking mechanism is correspondingly disposed between two adjacent fuselage sections 1, and is used to lock the preceding fuselage section to the following fuselage section after the two adjacent fuselage sections have moved to a preset relative position. A supporting unit 4 is disposed on each fuselage section 1, and is used to provide a fulcrum support for the preceding fuselage section relative to the following fuselage section when the preceding fuselage section is in the locked state.

[0029] In this embodiment, the telescopic power unit 2 is configured to, after the first fuselage section 11 is locked, drive the adjacent subsequent fuselage section to move through the locked fuselage section, and the corresponding locking mechanism locks the fuselage section 1 after it has moved to a preset relative position. This allows each fuselage section 1 to be selectively driven to extend one by one according to the needs of the climbing position and locked after extending, or to be selectively driven to retract one by one and locked after retracting. This allows each fuselage section 1 to independently perform climbing or descending actions relative to the adjacent subsequent fuselage section with the help of the support unit 4 when locked. The support unit 4 is configured to provide fulcrum support relative to the subsequent fuselage section when the preceding fuselage section is locked, so as to limit the vertical offset of the rear end of the preceding fuselage section within a preset range when the preceding fuselage section performs climbing or descending actions at its front end.

[0030] This embodiment achieves independent segmental displacement of each fuselage section by using a telescopic power unit to extend the fuselage sections and locking them at preset relative positions by a locking mechanism. This ensures that each fuselage section is locked in its designated position after displacement, providing a structural foundation for subsequent independent climbing. A support unit provides a fulcrum for the preceding fuselage section relative to the following fuselage section in the locked state, allowing the preceding section to independently perform climbing or descending movements using this support unit as a fulcrum. This transforms the significant interference problem caused by the entire machine's overall pitch during climbing in traditional solutions into each fuselage section independently absorbing changes in climbing height within its own length range. This allows the entire equipment to complete large-span climbing without interference between sections. Simultaneously, independent segmental climbing significantly reduces the load per operation, resulting in smoother and more stable equipment operation.

[0031] The specific structure of the conveying equipment in this embodiment will be further described below: See Figure 5 and Figure 6 In this embodiment, the locking mechanism may specifically include a drive unit 31 disposed on the rear fuselage section and a locking member 32 driven by the drive unit 31, while the front fuselage section is provided with a first mating part 33a and a second mating part 33b corresponding to and cooperating with the locking member 32. The first mating part 33a is disposed at the rear end of the front fuselage section, and the second mating part 33b is disposed at the front end of the front fuselage section. The drive unit 31 is used to drive the locking member 32 to extend into the first mating part 33a to lock the extended front fuselage section to the rear fuselage section, or to drive the locking member 32 to extend into the second mating part 33b to lock the retracted front fuselage section to the rear fuselage section, or to drive the locking member 32 to exit the first mating part 33a or the second mating part 33b to release the locking between the front and rear fuselage sections. Figure 5 The unlocked state of the locking mechanism is shown. Figure 6 The locked state of the locking mechanism is shown.

[0032] Specifically, the drive unit 31 can be a motion mechanism such as a servo electric cylinder, a pneumatic cylinder, or an electric push rod, and the locking member 32 is a pin connected to the servo electric cylinder for transmission. The first mating part 33a and the second mating part 33b are both pin holes that mate with the pin. The servo electric cylinder can precisely control the extension and retraction stroke of the pin, ensuring the reliability of the locking and unlocking actions. The size of the pin hole is configured to be slightly larger than the cross-sectional size of the pin to match the relative positional change between the pin and the pin hole when the preceding fuselage section climbs relative to the following fuselage section. In this embodiment, the pin hole can specifically be an oblong hole.

[0033] See Figure 4 and Figure 8In this embodiment, the supporting unit 4 includes support rollers 41 disposed at the bottom rear end of each body section 1 and support members 42 disposed on each body section 1. Specifically, the support members 42 are guide rails disposed on both sides of the conveyor belt of each body section 1, and the aforementioned basic support surface is the guide rail contact surface on the top surface of the subsequent body section. The support rollers 41 are arranged on both sides of the bottom rear end of the body section 1 and roll along the corresponding guide rails of the adjacent subsequent body section. The support rollers 41 are configured to provide rolling support along the guide rails when the body sections 1 are in relative displacement; when the preceding body section is in a locked state, the support rollers 41 support the support members 42 of the subsequent body section, forming a pitch fulcrum for the preceding body section to perform climbing or descending movements relative to the subsequent body section.

[0034] In this embodiment, the position of the support roller 41 along the length of the preceding fuselage section is set at a predetermined distance from the rear end of the preceding fuselage section. This predetermined distance is determined comprehensively based on the maximum slope that the preceding fuselage section needs to traverse in actual working conditions, the length of the preceding fuselage section itself, and the vertical clearance between the rear end of the preceding fuselage section and the following fuselage section. Since the fulcrum is formed by the support roller 41, the closer the support roller 41 is to the rear end, the smaller the vertical offset of the rear end caused by the front end's lifting and lowering; the farther the support roller 41 is from the rear end, the larger the vertical offset of the rear end caused by the front end's lifting and lowering. By arranging the support roller 41 at an appropriate position from the rear end of the preceding fuselage section, when the front end of the preceding fuselage section experiences a significant height change during climbing or descending movements, the vertical offset of the vertically aligned portion of the rear end of the preceding fuselage section and the following fuselage section is limited to a preset range. This preset range is smaller than the vertical clearance between the vertically aligned portion of the preceding and following fuselage sections. Since the rear offset is always less than the clearance, the rear end of the preceding fuselage section will not touch the following fuselage section in the vertical direction, thus avoiding component interference between adjacent fuselage sections during climbing or descending.

[0035] The principle behind the aforementioned climbing motion is further explained below. In the locked state, the preceding fuselage section is locked to the following fuselage section by the locking mechanism, and the horizontal position of the rear end of the preceding fuselage section relative to the rear fuselage section is fixed. At this time, if the front end of the preceding fuselage section enters the slope area and experiences a height change (such as extending uphill or retracting downhill), a height difference arises between the front end and its rear end. The preceding fuselage section then undergoes pitching motion around the aforementioned pivot point: the height change at the front end is relatively large, but due to the distance constraint of the pivot point near the rear end, the height deviation of the rear end is controlled within a very small range. In other words, this embodiment, through the geometric lever relationship between the pivot point position and the rear end of the fuselage section, transforms the large height change at the front end into a small height deviation at the rear end within the clearance range, ensuring that the rear end of the preceding fuselage section does not contact or interfere with the rear fuselage section. This principle applies to both extending uphill and retracting downhill conditions.

[0036] See Figures 7 to 8 In this embodiment, the multi-section telescopic conveyor with a large span and segmented incline also includes a guide and reset mechanism. The guide and reset mechanism comprises two parts: a side guide section 5 and a bottom guide section 6, which together complete the reset and alignment after each work cycle. Specifically, the side guide section 5 assists the preceding section in aligning itself relative to the following section during the retraction process, while the bottom guide section 6 guides the support rollers of the supporting unit, ensuring they travel in a straight line and guaranteeing the straightness of the conveyor section's movement.

[0037] See Figure 7 In this embodiment, the side guide portion 5 is disposed between two adjacent fuselage sections 1, and may specifically include a plurality of side guide wheels 51 disposed on the rear fuselage section. The side guide wheels 51 are arranged at intervals along the extension and retraction direction (which may be configured as two rows of guide wheels on both sides of the rear fuselage section in the width direction), and the top of the side guide wheels 51 is configured as a conical structure. In the non-climbing state, when the front fuselage section retracts relative to the rear fuselage section, the conical structure of the side guide wheels 51 fits against the side of the front fuselage section, gradually guiding the front fuselage section to a position aligned with the rear fuselage section in both the height and extension and retraction directions. When the front fuselage section performs an extension and climbing action relative to the rear fuselage section, a height difference is generated between the front end and the rear end of the front fuselage section, and the main body of the front fuselage section leaves the guidance range of the side guide wheels 51 and independently performs the climbing action. After the climbing maneuver is completed or during the descent (i.e., the rear end of the preceding fuselage section passes through the slope area and returns to a state roughly level with the following fuselage section), the main body of the preceding fuselage section gradually descends relative to the following fuselage section and enters the guidance range of the side guide wheel 51. The conical structure of the side guide wheel 51 then conforms to the side of the preceding fuselage section again for lateral guidance (guidance in the height direction and guidance in the extension direction).

[0038] See Figure 8 In this embodiment, the bottom guide portion 6 includes guide fittings 61 disposed on the top surface of each fuselage section 1. The guide fittings 61 are configured to guide the support rollers 41 of the supporting unit 4 so that the support rollers 41 travel in a straight line. Specifically, the guide fittings 61 on the top surface of each fuselage section 1 are guide walls on both sides of the guide rail contact surface of the aforementioned guide rail. The guide walls on both sides cooperate with the support rollers 41 of the previous fuselage section. When the fuselage section tends to deviate due to slight slippage or lateral disturbance during the telescopic movement, the guide walls on both sides limit and constrain the support rollers 41, so that the support rollers 41 always travel in a straight line in the telescopic direction, thereby ensuring the straightness of the movement of each fuselage section, and restoring each fuselage section to the reference position after each operation cycle.

[0039] When the equipment performs the retraction action, the preceding fuselage section first gradually returns to its original position from the side under the guidance of the conical structure of the side guide wheel 51 of the side guide section 5 (including guidance in the height direction and the telescopic direction). At the same time, the support rollers 41 of each fuselage section 1 move in a straight line under the guidance of the guide fitting 61 of the bottom guide section 6. The side guide section 5 and the bottom guide section 6 work together from the side and bottom directions respectively to complete the multi-dimensional guidance of the preceding fuselage section, so that each fuselage section returns to the precise reference position at the end of each operation cycle.

[0040] Example 2 Based on the same inventive concept, this embodiment also provides a method for large-span segmented climbing, used in the multi-section telescopic conveyor with large-span segmented climbing as described in Embodiment 1 above. The method includes the following steps: First, the retractable power unit located on the first fuselage section drives the fuselage section to move relative to its adjacent subsequent fuselage section to a preset relative position, and then locks the fuselage section in place using a locking mechanism. Then, the locked fuselage section drives the adjacent subsequent fuselage section to move to the preset relative position, and the locking mechanism locks the subsequent fuselage section in place. This allows each fuselage section to be selectively driven to extend one by one according to the needs of the climbing position and locked after extension, or to be selectively driven to retract one by one and locked after retraction.

[0041] In the locked state, using the supporting unit as a fulcrum, the locked front fuselage section independently performs climbing or descending movements relative to the rear fuselage section. When the front fuselage section performs climbing or descending movements, resulting in elevation, the vertical offset of its rear end is limited to a preset range. This converts the height change of the front end of the front fuselage section into a height offset of its rear end within the preset range, preventing interference between the rear ends of the front and rear fuselage sections. In some scenarios, in the unlocked state (e.g., when the front fuselage section moves only half its length relative to the rear fuselage section), the supporting unit can also be used as a fulcrum to perform climbing or descending movements relative to the rear fuselage section.

[0042] In one or more embodiments, the method further includes a guide reset step: when multiple fuselage sections perform a retraction action, the side guides provided on the rear fuselage section guide the retracting front fuselage section in the height and telescopic direction to assist the front fuselage section in returning to its correct position. At the same time, the guide rails laid on the ground along the telescopic direction cooperate with the guide fittings at the bottom of each fuselage section to force the guide reset of each fuselage section, so as to reduce the cumulative positional deviation generated during the previous telescopic and travel processes.

[0043] It should be noted that the above embodiments describe a typical scenario where the sections extend sequentially, starting with the first section. In practical applications, the extension and retraction sequence of each section is not fixed, but can be flexibly adjusted according to the climbing position and the distribution of the transported material. For example, in unloading conditions, when the vehicle is fully loaded, the equipment is at its shortest length. A section at the bottom (e.g., the second to last section) can be extended and locked first to allow space for unloading. As unloading progresses and the material height decreases, the section at the front is extended and locked, and then each section is gradually lengthened to meet operational needs. In loading conditions, the equipment is initially at its longest length. To preserve loading space, a section can be retracted and locked first, and then each section is gradually shortened. Regardless of the extension / retraction sequence, as long as the section currently traversing the slope is locked and independently climbs using its own supporting unit as a fulcrum during the climbing action, ensuring that only one section is climbing at a time, the core technical effect of large-span segmented climbing can be achieved. Therefore, the extension and retraction sequence of each fuselage section does not constitute a limitation on the present invention, and all of the above scenarios fall within the protection scope of the present invention.

[0044] Example 3 In this embodiment, the term "preset initial state" refers to the predetermined position and attitude state of each fuselage segment relative to the ground and to each other under the action of the reset and correction mechanism after all fuselage segments have retracted into place. "Support plane" refers to the plane defined by the three contact points between the three ground-walking components and the ground.

[0045] See Figures 9 to 13 This embodiment further describes the specific implementation of the traveling unit, locking mechanism, and reset and correction mechanism of the first section of the multi-section telescopic conveyor in Embodiment 1. It should be noted that in this embodiment, "front" and "rear" refer to the orientation in the extension direction, consistent with Embodiment 1.

[0046] See Figures 9 to 13In this embodiment, multiple fuselage sections 1 are sequentially fitted along the telescopic direction and can be relatively displaced along the telescopic direction. The preceding fuselage section in the extension direction of adjacent fuselage sections 1 has a preset extension position relative to the following fuselage section. The traveling unit of the first fuselage section 101 in the multiple fuselage sections 1 includes three ground-touching traveling members. These three traveling members are configured to form a supporting plane when the first fuselage section 101 touches the ground, ensuring that all three traveling members remain in contact with the ground. The three ground-touching traveling members include two drive wheels 102 and one support wheel 103. The rotation axes of the two drive wheels 102 coincide and are perpendicular to the telescopic direction. The two drive wheels 102 rotate synchronously. The support wheel 103 is located behind the drive wheels 102 in the extension direction, and the distance between the projection of the support wheel 103 and the projections of the two drive wheels 102 in the supporting plane is equal—that is, the support wheel 103 is located on the perpendicular bisector of the two drive wheels 102. The three components form an isosceles triangle layout. This embodiment utilizes three ground-contacting walking components (two power wheels 102 and one support wheel 103). Using the geometric principle that three points determine a plane (i.e., the support plane), it ensures that all three ground-contacting components maintain full contact with the ground during movement of the first fuselage section 101. This avoids the problem of a wheel suddenly not making sufficient contact with the ground and slipping, causing the first fuselage section 101 to deviate in its direction of travel. (If the first fuselage section 101 has four or more ground-contacting walking components, the ground along the walking path can generally only be guaranteed to be roughly stable and not absolutely flat. Therefore, when encountering slight unevenness, some ground-contacting walking components on the first fuselage section 101 may not make sufficient contact with the ground and slip, causing the first fuselage section 101 to deviate in its direction of travel.) This ensures that the first fuselage section 101 can travel in a straight line along the extension / retraction direction.

[0047] Specifically, the first fuselage section 101 is equipped with a travel driver 104. The output end of the travel driver 104 is connected to a transmission shaft 105 and drives the transmission shaft 105 to rotate. The transmission shaft 105 is perpendicular to the extension / retraction direction. The transmission shaft 105 is connected to two drive wheels 102, which are configured to be synchronously driven by the transmission shaft 105. The travel driver 104 can be a servo motor or the like (the travel driver 104 and the transmission shaft 105 can be transmitted through a gear set or the like). The rotational power is synchronously transmitted to the two drive wheels 102 through the transmission shaft 105, ensuring that the speed and torque of the two drive wheels 102 are completely consistent. This ensures that the first fuselage section 101 travels in a straight line and avoids deflection caused by inconsistent speeds of the two drive wheels 102.

[0048] In a preferred embodiment, a counterweight unit (not shown in the figure) can be installed on the first section of the fuselage 101. The counterweight unit can be a counterweight block or the like, fixedly installed on the first section of the fuselage 101, and its weight can be set according to actual operational needs. It is used to increase the normal pressure between the two drive wheels 102 and the ground. The addition of the counterweight unit makes the center of gravity of the first section of the fuselage 101 mainly concentrated on the drive wheels 102, increasing the adhesion between the drive wheels 102 and the ground. In scenarios where multi-section telescopic conveyors are climbing or moving on slopes, the possibility of the drive wheels 102 slipping can be effectively reduced.

[0049] In a preferred embodiment, a plurality of auxiliary traveling members 106 may also be provided on the first fuselage section 101. The auxiliary traveling members 106 have a gap (e.g., a gap of approximately 1 to 2 centimeters) between them and the supporting plane, meaning that the auxiliary traveling members 106 do not contact the ground when the first fuselage section 101 is moving normally horizontally. When the first fuselage section 101 tilts due to uneven ground or lateral forces, the auxiliary traveling members 106 contact the ground to provide auxiliary support, limiting the tilting amplitude of the first fuselage section 101 and preventing the equipment from overturning. The auxiliary traveling members 106 can be casters or directional casters, etc. Figure 9 As shown, an auxiliary walking component 106 can be provided on each side of the support wheel 103.

[0050] In a preferred embodiment, a locking mechanism is provided between adjacent fuselage sections 1. The locking mechanism is configured such that after any fuselage section 1 extends to a preset extension position and is tensioned to a straight state, it locks the fuselage section to the adjacent following fuselage section in the extension direction. The locked fuselage section acts as a rigid tension transmission element to drive the adjacent following fuselage section to continue extending. In this way, each fuselage section 1 is tensioned, straightened, and locked section by section. The power wheel 102 on the first fuselage section 101 drives each locked fuselage section 1 to synchronously perform the extension or retraction action. That is, the first fuselage section 101 first extends relative to the adjacent rear fuselage section until it extends to the preset extension position (i.e., it is fully extended) and is tensioned to a straight state (the first fuselage section 101 is ensured to move in a straight line along the extension direction by three ground-mounted walking parts. When the first fuselage section 101 extends relative to the rear fuselage section to the preset position, the first fuselage section 101 and the rear fuselage section are tensioned and both are kept in a straight line along the extension direction). Then it is locked by the locking mechanism. The first fuselage section 101 locked by the locking mechanism and the rear fuselage section become a whole. When the power wheel 102 on the first fuselage section 101 rotates, it drives this whole to move forward along the extension direction. When the fuselage section at the end of the whole extends relative to the rear fuselage section to the preset extension position and is tensioned to a straight state, the two are locked by the locking mechanism to become a new whole. This process is repeated so that each fuselage section 1 is tensioned and straightened and locked section by section. This segmented, section-by-section extension method is fundamentally different from the traditional overall synchronous stretching method: in the traditional method, each section of the fuselage extends outwards simultaneously, and the middle section is prone to bending and shifting when it is not tightened; however, this embodiment adopts a segmented tensioning method of "stretching the next section after straightening one section", so that each section has reached a straight tension state before locking, and after locking, it acts as a rigid component to transmit tension, which fundamentally ensures the straightness of the multi-section fuselage 1 after unfolding, thereby ensuring the straightness of the conveyor track.

[0051] Specifically, the locking mechanism includes a drive unit 31 disposed on the rear fuselage section along the extension direction, a locking member 32 driven by the drive unit 31, and a mating part 33 disposed on the front fuselage section along the extension direction and correspondingly engaged with the locking member 32. The drive unit 31 may be a motion mechanism such as a servo electric cylinder, a pneumatic cylinder, or an electric push rod, the locking member 32 is a pin connected to the servo electric cylinder, and the mating part 33 is a pin hole correspondingly engaged with the pin. The size of the pin hole is configured to be slightly larger than the cross-sectional size of the pin to match the relative positional change between the pin and the pin hole when the front fuselage section climbs relative to the rear fuselage section.

[0052] When the multi-section fuselage 1 retracts, the locking mechanisms between adjacent fuselage sections 1 unlock sequentially from back to front along the extension direction. The reset and correction mechanism is configured to guide the unlocked fuselage sections 1 sequentially during the retraction to ensure that the multi-section fuselage 1 reaches a preset initial state when it retracts into place. In this embodiment, the reset and correction mechanism includes a ground guide and a fuselage guide. The ground guide and fuselage guide cooperate with the side guide 5 and bottom guide 6 in Embodiment 1. The side guide 5 and bottom guide 6 in Embodiment 1 mainly function as lateral guides between adjacent fuselage sections and guide the movement of the support rollers, while the ground guide and fuselage guide in this embodiment provide retraction and reset guidance at the overall telescopic level.

[0053] See Figure 13 In this embodiment, the ground guide section includes a guide rail 107 laid on the ground along the telescopic direction and guide fittings disposed at the bottom of each fuselage section 1. The guide fittings are configured to sequentially enter the guide rail 107 when the multiple fuselage sections 1 perform a retraction action, and the guide rail 107 forcibly guides and resets each fuselage section 1 so that the multiple fuselage sections 1 reach a preset initial state when retracted into place. Specifically, the guide fittings can be guide wheel units disposed at the bottom of each fuselage section 1, and the guide wheel unit includes at least one ground rail guide wheel 108 adapted to the guide rail 107. The guide wheel unit may include two symmetrically arranged ground rail guide wheels 108, and when the guide fittings enter the guide rail 107, the two ground rail guide wheels 108 respectively enter the guide channels on both sides of the guide rail 107.

[0054] When the multi-section telescopic conveyor extends, the two ground guide wheels 108 on the guide assembly of the body section 1 first follow the guide rail 107 before leaving it. The guide rail 107 constrains the extension trajectory of the multi-section body section 1, further ensuring that the body runs in a straight line. Since the guide rail 107 is relatively fixed in position with the ground, the reset reference for each work cycle is completely consistent. The cumulative positional deviation generated during the extension and travel processes of the multi-section telescopic conveyor is cleared to zero during the retraction reset, so that the next travel starts from the same reference, thereby ensuring the stability of the travel accuracy of the multi-section telescopic conveyor throughout its entire life cycle.

[0055] See Figure 12The fuselage guide is located on the top of each fuselage section 1 except for the first fuselage section 101. It should be noted that the fuselage guide may or may not be provided on the first fuselage section 101, and this application does not impose any restrictions on this. The fuselage guide includes several side guide wheels 51. The side guide wheels 51 are configured to guide the preceding fuselage section from the side of the preceding fuselage section during the retraction action of the multi-fuselage section 1, after any fuselage section 1 is unlocked from the preceding fuselage section adjacent to it in the extension direction, so that the multi-fuselage section 1 reaches a preset initial state when it retracts into place, further ensuring that each fuselage section 1 is precisely aligned when it retracts into place.

[0056] Specifically, in the preset initial state of the multi-section fuselage 1, the fuselage guide section on any fuselage section 1 includes side guide wheels 51 located on both sides of the preceding fuselage section in the extension direction, and the side guide wheels 51 located on the same side of the preceding fuselage section are arranged along the extension direction. The side guide wheels 51 on both sides of the same fuselage section 1 are symmetrically arranged; the span between the two side guide wheels 51 at the beginning and end along the extension direction on the same fuselage section 1 is configured such that the angular deviation generated by the preceding fuselage section between the two side guide wheels 51 at the beginning and end when the preceding fuselage section retracts into place in the extension direction is limited to a preset tolerance range. The larger the span, the smaller the angular deviation generated under the same offset—for example, the span can reach several meters, and even if there is a lateral offset of several millimeters in the preceding fuselage section, the angular deviation generated under a long span is extremely small, thereby ensuring high precision of lateral guidance.

[0057] The working process of the reset and correction mechanism during the retraction action is as follows: Each fuselage section 1 is locked by a locking mechanism. The power wheel 102 on the first fuselage section 101 rotates to drive the entire multi-section fuselage section 1 to move towards the guide rail 107. The ground rail guide wheel 108 on the last fuselage section in the extension direction enters the guide rail 107 first, until the last fuselage section moves into place (and is restricted from moving further). At this time, there may be multiple ground rail guide wheels 108 on the fuselage section 1 that have entered the guide rail 107. Then, the locking mechanism between the last fuselage section and the previous fuselage section is unlocked, and the previous fuselage section retracts relative to the last fuselage section. During the retraction process, the previous fuselage section is guided by the side guide wheel 51 on the last fuselage section. When the previous fuselage section retracts into place relative to the last fuselage section (it can be determined by setting an automatic method such as a position sensor or by manual judgment), the locking mechanism between the previous fuselage section and its adjacent previous fuselage section is unlocked. The above process is repeated until all fuselage sections 1 are retracted into place. The ground guide and the fuselage guide work together from the bottom and sides to ensure that all fuselage sections 1 are accurately restored to the preset initial state when they retract into place.

[0058] Example 4 In this embodiment, the term "climbing conveyor mechanism" refers to a mechanism used between adjacent conveyor sections to transition the conveyed material from a lower to a higher (or vice versa) position. "Feeding section" refers to the section of a multi-section telescopic conveyor used to receive the input of the conveyed material. "Transport section" refers to the section of a multi-section telescopic conveyor used to receive the conveyed material from the previous section and continue conveying it to the subsequent section. "Previous section" and "rear section" refer to the section further forward and further back in the material conveying direction among two adjacent sections. "Lifting structure" refers to a structure located on the outer surface of the front roller, used to contact the conveyed material and lift it upwards through friction. "Gap maintaining unit" refers to a mechanism used to maintain a preset gap between the front roller and the conveyor belt of the preceding section.

[0059] See Figures 14 to 18 This embodiment further describes the specific implementation of the climbing conveyor mechanism on each section of the multi-section telescopic conveyor in Embodiment 1 above. This climbing conveyor mechanism is used between adjacent sections and can decompose the total height of a single climb into two progressively completed climbing actions. It should be noted that the "previous section" in this embodiment refers to its position in the material conveying direction, which differs from the previous embodiment.

[0060] See Figure 14 and Figure 15 In this embodiment, the inclined conveying mechanism is arranged between adjacent machine body sections. The multi-section machine body includes a loading machine body section 201 and at least one transport machine body section 202. Both the loading machine body section 201 and the transport machine body section 202 are equipped with conveyor belts 203 driven by conveyor rollers, which are rotated by corresponding power sources. The inclined conveying mechanism includes a front roller 204 and a gap maintaining unit 205. The front roller 204 is positioned at the front of the transport machine body section 202 in the conveying direction via the gap maintaining unit 205. The diameter of the front roller 204 is smaller than the diameter of the conveyor roller of the corresponding transport machine body section 202. The gap maintaining unit 205 is configured to maintain a preset distance between the front roller 204 and the conveyor belt 203 of the preceding machine body section.

[0061] The front roller 204 is configured to receive driving force from the power source of the conveyor section 202 and rotate actively to lift part of the conveyed material from the conveyor belt 203 of the preceding section through friction, forming the first stage of climbing. Simultaneously, the front roller 204 is configured to cooperate with the conveyor belts 203 of both the preceding and preceding sections to continue transporting the conveyed material to the conveyor belt 203 of the conveyor section 202, forming the second stage of climbing. By decomposing the total height of a single climb between adjacent sections into the first stage of climbing achieved by the front roller 204 and the second stage of climbing achieved by the conveyor belt 203 of the conveyor section 202, the climbing height of each stage is significantly reduced relative to the total height, resulting in less conveying resistance for the material during climbing and a smoother climb.

[0062] Specifically, the front roller 204 receives driving force from the power source of the conveyor body section 202 and rotates actively. It can obtain rotational power from the power source of the conveyor body section 202 or the conveyor roller through an additional transmission device (such as a chain, synchronous belt, gear set, etc.), so that the front roller 204 and the conveyor belt 203 of the conveyor body section 202 operate synchronously. Since the front roller 204 rotates actively rather than being passively driven, it can provide a continuous upward driving force for the conveyed material, rather than relying solely on the pushing of the conveyor belt 203.

[0063] See Figure 16 In this embodiment, a lifting structure is provided on the outer ring surface of the front roller 204. The lifting structure is configured to contact the conveyed material to lift a portion of the conveyed material upward through friction. Compared to a conventional smooth roller surface, the lifting structure can significantly increase the contact friction between the material and the conveyed material, providing a stable and reliable upward driving force for the material under incline conditions. Specifically, the front roller 204 may include a cylinder and a rubber layer formed on the outer ring surface of the cylinder, on which the aforementioned lifting structure is formed. The cylinder may be made of a metal material (e.g., steel or aluminum alloy) to ensure the overall rigidity and load-bearing capacity of the front roller 204; the rubber layer covers the outer ring surface of the cylinder and can be bonded to the cylinder through a vulcanization process.

[0064] Furthermore, the lifting structure includes a plurality of teeth 206 arranged circumferentially on the outer surface of the front roller 204. (These teeth 206 may be made of rubber material, i.e., integrally formed on the outer surface of a rubber layer, with a plurality of raised teeth 206 spaced circumferentially on the outer surface of the rubber layer.) Each tooth 206 is configured to sequentially enter the contact area between the surface of the conveyed material and the front roller 204 as the front roller 204 rotates, so as to lift the conveyed material upward by friction and drive it along the conveying direction. In a specific implementation, as the front roller 204 rotates, adjacent teeth 206 sequentially contact the lower surface of the conveyed material, creating an effect similar to pushing the material upward.

[0065] See Figure 16 Specifically, the tooth portion 206 includes a front tooth surface 261 located on the front side of the front roller 204 in the rotation direction and a rear tooth surface 262 located on the rear side. The rear tooth surface 262 is configured to be inclined along the tooth root to the tooth tip in the rotation direction of the front roller 204. Figure 16 In the orientation shown, the front roller 204 rotates counterclockwise, and the rear tooth surface 262 tilts outward counterclockwise from the root of the tooth. This tilting direction ensures that when the rear tooth surface 262 contacts the conveyed material, the normal component of the contact force points in the direction of material movement, thus more effectively converting friction into a lifting driving force for the material. Furthermore, the plane containing the front tooth surface 261 coincides with the rotation axis of the front roller 204. When the tooth 206 disengages from the conveyed material, the front tooth surface 261 will not obstruct or drag the material, allowing the tooth 206 to smoothly disengage.

[0066] See Figure 14 and Figure 15 In this embodiment, the gap maintaining unit 205 may specifically include two gap support members 251 arranged at intervals. The first ends of the two gap support members 251 are rotatably connected to the corresponding conveyor body section 202, and the second ends of the two gap support members 251 are respectively supported on both sides of the conveyor belt 203 of the preceding body section in the width direction (specifically, supported on two guide rails arranged along the conveying direction on both sides of the conveyor belt). The front roller 204 is rotatably connected between the two gap support members 251. By rotatably connecting the gap support members 251 to the corresponding conveyor body section 202, the gap maintaining unit 205 as a whole can swing around the first end of the gap support member 251, and adaptively follow and adjust when the corresponding conveyor body section 202 undergoes pitch changes relative to the preceding body section.

[0067] Furthermore, the gap maintaining unit 205 also includes a gap support wheel 252 (i.e., the support roller 41 in the above embodiment 1) mounted on the second end of the gap support member 251. The gap support wheel 252 is configured to roll and support the preceding machine section. The front roller 204 is configured to maintain a constant preset gap with the conveyor belt 203 of the preceding machine section by relying on the rolling support of the gap support wheel 252 and the swing of the gap support member 251 relative to the corresponding conveyor machine section 202. Specifically, the gap support wheel 252 always rests against the platform of the preceding machine section. When the corresponding transport machine section 202 undergoes extension, retraction, or pitch displacement relative to the preceding machine section, the gap support 251 swings around its first end, and the second end of the gap support 251 can thus always remain supported on the preceding machine section. This allows the front roller 204 on the gap support 251 to always maintain its relative position with the conveyor belt 203 of the preceding machine section (i.e., maintain a constant preset distance between the front roller 204 and the conveyor belt 203 of the preceding machine section). This floating adaptive design ensures that the height of the first-stage climb remains stable regardless of the pitch change of the machine body, guaranteeing the stability of the inclined conveyor.

[0068] It is important to emphasize that the fundamental purpose of the gap maintaining unit 205 in this embodiment is not merely to maintain the distance between the front roller 204 and the conveyor belt 203 of the preceding body section, but rather to enable the climbing conveyor mechanism to adapt to multi-section telescopic conveyor equipment with climbing scenarios. Under normal planar conveying conditions of multi-section telescopic conveyor equipment, only basic alignment of the conveying surfaces is required between adjacent body sections. Even if the distance between the conveying surfaces fluctuates within a certain range, it usually does not have a substantial impact on material conveying. However, in climbing scenarios, a significant pitch angle change will occur between the front and rear ends of the corresponding transport body section 202 (the greater the climbing height of one end of the transport body section, the more severe its overall tilt). At this point, if the distance between the front roller and the conveyor belt of the preceding machine section is not actively constrained, this distance will dynamically change with the pitch of the conveyor section: when the conveyor section tilts upward, the height of the front roller 204 relative to the conveyor belt of the preceding machine section increases, which will lead to an increase in the height of the first-stage climb; when the conveyor section tilts downward, this distance may decrease to the point where the front roller and the conveyor belt of the preceding machine section come into contact and interfere. This dynamic change in distance will directly disrupt the height distribution relationship between the two stages of climb, causing the height of the first-stage climb to fluctuate, and the stress state of the conveyed material during the climb to be unstable. In severe cases, it may even lead to the material not being effectively lifted or getting stuck between the front roller and the conveyor belt of the preceding machine section.

[0069] In traditional large roller conveyor systems, due to the large space occupied by the large-diameter rollers and the limited bending radius of the conveyor belt, designers typically focus on how to achieve smooth connection between the conveyor surfaces of adjacent sections under high-drop conditions by adding leveling mechanisms. However, they often overlook the impact of gap fluctuations at the connection point on material climbing stability in incline scenarios. This is because, in traditional systems, there is an inherent, unavoidable large gap between the end of the previous conveyor belt and the beginning of the next, caused by the large diameter of the rollers. The impact of this gap fluctuation on the material is masked by the large gap itself. This application's design takes a completely different approach: since the diameter of the front roller is actively reduced to decrease the inter-section gap, the stability control of the reduced gap becomes crucial. The change in gap, relative to the absolute value of the reduced gap, accounts for a significant proportion and directly affects the stability of the first-stage climbing height, thereby disrupting the height distribution between the two stages of climbing. Based on this understanding, this application, by setting up a gap maintaining unit 205, utilizes the swing of the gap support member 251 around its first end and the rolling support of the gap support wheel 252 on the platform of the preceding machine section to ensure that the gap between the front roller 204 and the conveyor belt 203 of the preceding machine section remains stable regardless of the pitch changes of the corresponding transport machine section 202 during the climbing process. Thus, the height of the first-stage climb is limited, the height distribution relationship between the two stages of climb is stably maintained, and the overall operational reliability of the climbing conveyor mechanism is guaranteed.

[0070] In this embodiment, the ratio A / B between the first-stage climbing height A and the second-stage climbing height B is between 0.3 and 0.7. The first-stage climbing height A is determined by the preset distance between the front roller 204 and the conveyor belt 203 of the preceding machine body section, and the second-stage climbing height B is determined by the height difference between the front roller 204 and the conveyor belt 203 of the corresponding transport machine body section 202. When the ratio A / B is controlled within the range of 0.3 to 0.7, the load distribution of the two stages of climbing is relatively balanced: the height of the first-stage climbing is not too large, which would make it difficult to lift the material, and the height of the second-stage climbing is not too large, which would make the friction of the conveyor belt insufficient to drive the material, thereby achieving the optimal overall conveying efficiency of the two stages of climbing.

[0071] Furthermore, the diameter of the front roller 204 is selected such that the preset distance is smaller than the smallest size of the conveyed material. Specifically, in multi-size mixed-line conveying applications, the conveyed materials may have various different sizes (e.g., large-size car tires and small-size motorcycle tires). By selecting the diameter of the front roller 204 such that the preset distance between it and the preceding conveyor belt 203 is smaller than the height of the smallest size of the conveyed material, it can be ensured that even the smallest size material can be effectively contacted and lifted by the lifting structure of the front roller 204. This allows the conveyed material to smoothly transition from the preceding conveyor belt 203 to the corresponding conveyor belt 203 of the transport section 202 via the front roller 204, achieving fully compatible incline conveying.

[0072] The two-stage climbing process of this embodiment will be described below.

[0073] In the first-stage climbing phase, the front roller 204 rotates actively under the drive of the power source of the corresponding conveyor section 202. A lifting structure (e.g., teeth 206) on the outer surface of the front roller 204 contacts the lower surface of the conveyed material, lifting a portion of the material from the conveyor belt 203 of the preceding section through friction. The front end of the lifted material first contacts the outer surface of the front roller 204. Then, as the front roller 204 continues to rotate, the material is gradually lifted upwards and moved forward by the conveyor belt 203 of the preceding section until its main body transitions from the conveyor belt 203 of the preceding section to the front roller 204, completing the first-stage climbing action.

[0074] In the second-stage climbing phase, the front roller 204 continues to rotate, cooperating with the conveyor belt 203 of the preceding machine section (pushing forward) and the conveyor belt 203 at the corresponding conveyor roller section 202, which are driven upward and forward by friction. This propels the material from the front roller 204 onto the conveyor belt 203 of the corresponding conveyor section 202, completing the second-stage climbing action. Thus, the material has completed the entire transition from the preceding machine section to the conveyor section through two stages of climbing.

[0075] It should also be noted that the active rotation of the front roller 204 and the provision of a lifting structure in this embodiment are closely related to the differences in conveyor belt characteristics between the feeding section and the main conveying section of the multi-section telescopic conveyor. In the scenario where the preceding section is the feeding section 201, the feeding section 201 receives the material being conveyed. That is, the material is typically thrown or dumped from a certain height onto the conveyor belt 203 of the feeding section 201. The material's velocity at the moment of contact with the conveyor belt 203 is zero or far lower than the operating speed of the conveyor belt 203. Therefore, relative sliding inevitably occurs during the acceleration process to synchronize with the conveyor belt 203. To cope with this continuous sliding wear, the conveyor belt 203 of the feeding section 201 is typically made of a wear-resistant belt with superior wear resistance to ensure the service life of the conveyor belt 203 under long-term conditions of material sliding friction. However, wear-resistant belts typically have a low surface friction coefficient (an inherent characteristic of wear-resistant materials), resulting in relatively limited frictional force provided by the conveyor belt 203 in the feeding section 201 when conveying materials. In contrast, the conveyor belt 203 in the main conveying section (i.e., the transport section 202) can use a friction belt with a higher surface friction coefficient. This is because in the main conveying section, the material is accelerated to be synchronized with the conveyor belt 203, with almost no relative slippage. The wear of the conveyor belt is significantly reduced, and the requirements for wear resistance are correspondingly lowered. Therefore, materials with a higher friction coefficient can be used to ensure the stability of the material during the conveying process.

[0076] This difference in conveyor belt characteristics reveals a prominent technical contradiction under climbing conditions. When the conveyed material reaches the end of the conveyor belt 203 of the loading machine section 201 and prepares to perform the first stage of climbing, the front end of the material is lifted by the front roller 204, and one side of the material (the part closer to the lifted side in the width direction) gradually detaches from the surface of the conveyor belt 203 of the loading machine section 201. The actual contact area between the material and the conveyor belt 203 of the loading machine section 201 is significantly reduced. Since the surface friction coefficient of the conveyor belt 203 of the loading machine section 201 is already low, coupled with the further reduction in the contact area, the conveyor belt 203 of the loading machine section 201 can hardly provide effective forward and upward driving force for the material at this time. That is, relying solely on the friction of the conveyor belt 203 of the loading machine section 201, the material not only cannot complete the climb, but may also slip or even roll backward on the slope. In this embodiment, since the front roller 204 is configured to rotate actively and actively contact and drive the conveyed material through the lifting structure (e.g., rubber teeth 206) on its outer ring surface, the upward driving force provided by the front roller 204 replaces the friction lost by the conveyor belt 203 of the feeding machine section 201 after the material is lifted. In other words, the active drive of the front roller 204 compensates for the frictional deficiency of the conveyor belt 203 of the feeding machine section 201 under climbing conditions, so that the conveyed material is always subjected to a stable upward driving force during the lifting process, ensuring that the material can reliably complete the transition from the first level of climbing to the second level of climbing, thereby solving the technical problem in the traditional solution where the material slips in the climbing section due to the low friction characteristics of the feeding section belt, making it difficult to convey to the next level of the conveyor body.

[0077] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to the above embodiments. Even if various changes are made to the present invention, if these changes fall within the scope of the claims of the present invention and their equivalents, they shall still fall within the protection scope of the present invention.

Claims

1. A multi-section telescopic conveyor with a large span and segmented climbing capability, characterized in that, include: Multiple fuselage segments are sequentially fitted along the telescopic direction and are capable of relative displacement along the telescopic direction; The telescopic power unit is disposed in the first fuselage section among the plurality of fuselage sections, and is used to drive each fuselage section to extend or retract relative to the next adjacent fuselage section. A locking mechanism is correspondingly disposed between two adjacent fuselage sections. After the two adjacent fuselage sections are displaced to a preset relative position, the former fuselage section is locked to the latter fuselage section. A support unit is disposed in each of the fuselage sections and is used to provide a fulcrum support for the preceding fuselage section relative to the following fuselage section when the preceding fuselage section is in a locked state. The telescopic power unit is configured to, after the first fuselage section is locked, drive the adjacent subsequent fuselage section to move through the locked fuselage section, and the corresponding locking mechanism locks the subsequent fuselage section after it has moved to a preset relative position. This allows each fuselage section to be selectively driven to extend one by one according to the needs of the climbing position and locked after extending, or to be selectively driven to retract one by one and locked after retracting. This allows each fuselage section to independently perform climbing or descending actions relative to the adjacent subsequent fuselage section with the help of the supporting unit in the locked state. Furthermore, the supporting unit is configured to provide fulcrum support relative to the rear fuselage section when the front fuselage section is in a locked state, so as to limit the vertical offset of the rear end of the front fuselage section and the vertically aligned portion of the rear fuselage section within a preset range when the front end of the front fuselage section performs a climbing or descending action.

2. The multi-section telescopic conveyor with a large span and segmented climbing capability as described in claim 1, characterized in that, The locking mechanism includes a drive unit disposed on the rear fuselage section and a locking member driven by the drive unit, and a first mating part and a second mating part disposed on the front fuselage section corresponding to and cooperating with the locking member; The first mating part is located at the rear end of the front fuselage section, and the second mating part is located at the front end of the front fuselage section. The driving unit is used to drive the locking member to extend into the first mating part to lock the extended front fuselage section to the rear fuselage section, or to drive the locking member to extend into the second mating part to lock the retracted front fuselage section to the rear fuselage section, or to drive the locking member to exit the first mating part or the second mating part to release the locking between the front fuselage section and the rear fuselage section.

3. The multi-section telescopic conveyor with a large span and segmented climbing motion as described in claim 2, characterized in that, The locking element is a pin that is connected to the drive unit for transmission, and the first mating part and the second mating part are both pin holes that mate with the pin.

4. The multi-section telescopic conveyor with a large span and segmented climbing motion as described in claim 1, characterized in that, The support unit includes a support roller disposed at the bottom of the rear end of each fuselage section and a support member disposed on each fuselage section. The support roller is configured to provide rolling support when the fuselage sections are in relative displacement, and to support the support member of the rear fuselage section when the preceding fuselage section is in a locked state, so as to form a fulcrum for the preceding fuselage section to perform climbing or descending actions relative to the rear fuselage section.

5. The multi-section telescopic conveyor with a large span and segmented climbing motion as described in claim 4, characterized in that, The support rollers are positioned at a predetermined distance from the rear end of the preceding fuselage section along its length, so that when the front end of the preceding fuselage section performs a climbing or descending motion, the vertical offset between the rear end of the preceding fuselage section and the vertically aligned portion of the following fuselage section is limited within the preset range.

6. The multi-section telescopic conveyor with a large span and segmented climbing motion as described in claim 5, characterized in that, The preset range is smaller than the vertical clearance between the vertically aligned portions of the front fuselage section and the rear fuselage section, so as to avoid interference between the rear end of the front fuselage section and the rear fuselage section.

7. The multi-section telescopic conveyor with a large span and segmented climbing capability as described in any one of claims 1 to 6, characterized in that, It also includes a guide reset mechanism, which comprises: A side guide section is provided between two adjacent fuselage sections; The bottom guide portion includes a guide fitting disposed on the top surface of each of the fuselage sections. The guide fitting is configured to guide the support rollers of the supporting unit so that the support rollers travel in a straight line. The side guide is configured to provide lateral guidance to the front fuselage section when it is in a non-climbing state between the front fuselage section and the rear fuselage section; when the front fuselage section performs a climbing or descending action relative to the rear fuselage section, the front fuselage section leaves the guidance range of the side guide and re-enters the guidance range of the side guide during the extension climbing action or retraction descending action, and the side guide and the bottom guide respectively guide the front fuselage section from the side and the bottom.

8. The multi-section telescopic conveyor with a large span and segmented climbing motion as described in claim 7, characterized in that, The side guide section includes a plurality of side guide wheels disposed on the rear fuselage section. The side guide wheels are arranged at intervals along the telescopic direction, and the top of the side guide wheels is configured as a conical structure. The side guide wheel and the conical structure thereon are configured to conform to the side of the preceding fuselage section during the retraction and descent of the preceding fuselage section, so as to gradually guide the preceding fuselage section to a position aligned with the following fuselage section in both the height and extension directions.

9. A method for large-span segmented climbing, used in a multi-section telescopic conveyor with large-span segmented climbing as described in any one of claims 1 to 8, characterized in that, include: The fuselage section to be displaced is driven to move relative to the adjacent subsequent fuselage section to a preset relative position by the telescopic power unit set in the first fuselage section, and the fuselage section is locked and positioned by the locking mechanism. The locked fuselage section drives the adjacent rear fuselage section to move to a preset position, and the locking mechanism locks and positions the rear fuselage section, so that each fuselage section can be selectively driven to extend one by one according to the needs of the climbing position and locked after extending into place, or selectively driven to retract one by one and locked after retracting into place. In the locked state, using the supporting unit as a fulcrum, the locked front fuselage section independently performs climbing or descending actions relative to the rear fuselage section. When the front end of the front fuselage section performs climbing or descending actions and generates lifting or lowering, the vertical offset of the rear end of the front fuselage section and the vertically aligned portion of the rear fuselage section is limited to a preset range. This converts the height change of the front end of the front fuselage section into a height offset of its rear end within the preset range, thus avoiding interference between the rear end of the front fuselage section and the rear fuselage section.

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