Self-propelled hydraulic trestle structure for engineering construction

Abstract

The present application relates to hydraulic trestle technical field, especially to a kind of engineering construction with self-propelled hydraulic trestle structure, including bridge main body, front bridge, rear bridge, traction support trolley and inverted arch pouring car, the bottom of bridge main body front end both ends is equipped with tire walking driver, the present application can be when the butt joint of two hydraulic trestles, traction support trolley and upper hydraulic support leg are raised upwards, moved to the position of not hindering inverted arch pouring car, and drive corresponding top guide rail and bottom guide rail to move up, while L-shaped guide rail plate is connected with upper guide rail and side guide rail, then control inverted arch pouring car moves to the interference area of two hydraulic trestles, so that only need to control inverted arch pouring car on one of trestle can cover the blind area between original double machine to carry out continuous pouring, without removing any equipment in advance or relying on manual secondary pouring, significantly shorten the tunnel butt joint section construction cycle, improve the continuity and forming quality of inverted arch pouring.

Description

Technical Field

[0001] This invention relates to the field of hydraulic trestle technology, and in particular to a self-propelled hydraulic trestle structure for engineering construction. Background Technology

[0002] Self-propelled hydraulic trestle bridges are key access and operation equipment in tunnel invert construction. They are mainly used to construct the invert arch in a timely manner after tunnel excavation, while ensuring continuous traffic flow between the tunnel face and the rear transportation channel. The main body consists of the bridge's main beam, a traveling chassis, hydraulic lifting outriggers, and front and rear connecting approach bridges. During construction, the traveling chassis drives the bridge to move above the invert arch working face and accurately position it. The hydraulic outriggers extend downwards to support the tunnel floor. The front and rear approach bridges respectively connect the front working face and the rear pre-formed road surface, forming a continuous trestle bridge passage for engineering vehicles. Workers carry out steel reinforcement binding, concrete pouring, and vibration construction under the bridge, realizing the simultaneous operation of traffic flow in the tunnel and invert arch construction.

[0003] During tunnel excavation from both ends, the space in the connecting section before breakthrough is limited. Existing self-propelled hydraulic trestle bridges mostly adopt a fixed bridge structure. When two machines work simultaneously, longitudinal spatial interference can easily occur between the bridge bodies, and the deployment areas of adjacent outriggers overlap, leading to conflicts in support arrangement. At the same time, the material placement range of each trestle bridge is independent, and there are blind spots in the pouring area at the connection point, making it difficult to continuously cover the invert arch concrete. Current solutions often involve dismantling one of the trestle bridges in advance and using a single machine to repeatedly move and cover the blind spot, or relying on manual secondary pouring. This is not only time-consuming and labor-intensive, but also prone to forming construction cold joints in the connection section. Therefore, there are problems such as low work efficiency, high safety risks, and difficulty in meeting the construction requirements of rapid breakthrough and efficient connection.

[0004] Therefore, a self-propelled hydraulic trestle structure for engineering construction is proposed to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of the prior art by proposing a self-propelled hydraulic trestle structure for engineering construction.

[0006] To achieve the above objectives, the technical solution adopted by this invention is as follows: a self-propelled hydraulic trestle structure for engineering construction, comprising a bridge body, a front approach bridge, a rear approach bridge, a traction support trolley, and an arch pouring vehicle. Both ends of the bottom front end of the bridge body are equipped with tire-driven walking actuators. Vehicle walking plates are bolted to both sides of the inner wall of the bridge body. A pair of traction support trolleys are provided, each equipped with a pair of upper hydraulic support legs. Lower hydraulic support legs are provided on both sides of the rear end of the bridge body. Upper guide rails are fixedly connected to both sides of the top end of the bridge body. Side guide rails are fixedly connected to both sides of the outer wall of the bridge main body. The traction support trolley and the invert arch casting trolley are both equipped with self-propelled mechanisms. The self-propelled mechanisms are respectively rolled in cooperation with the upper guide rail and the side guide rail, so that the traction support trolley and the invert arch casting trolley can move along the bridge main body. Grooves are opened on both sides of the outer wall of the bridge main body, and vertical grooves are opened on the side walls of the grooves. Fixed covers are fixedly connected to the upper and lower sides of the outer wall of the bridge main body. The fixed covers are set on the upper and lower sides of the vertical grooves. An adjustment mechanism is provided in the vertical grooves to adjust the position of the traction support trolley to facilitate the passage of the invert arch casting trolley.

[0007] In the above technical solution, the adjustment mechanism further includes an L-shaped plate, the groove is opened through the outer wall of the upper guide rail and the side guide rail, the L-shaped plate is longitudinally slidably connected to the inner side of the fixed cover and the vertical groove, a fixed block is fixedly connected to the side wall of the L-shaped plate, a top guide rail is fixedly connected to the top of the fixed block, a bottom guide rail is fixedly connected to the side wall of the fixed block, an L-shaped guide rail plate is fixedly connected to the side wall of the L-shaped plate, the top guide rail is aligned with the upper guide rail, the bottom guide rail is aligned with the side guide rail, and the self-propelled mechanism of the traction support trolley is in rolling cooperation with the top guide rail and the bottom guide rail respectively; A threaded rod is rotatably connected between the fixed covers. The threaded rod passes through and is threaded to the inner side wall of the L-shaped plate. A drive motor is fixedly connected to the bottom end of the lower fixed cover. The output end of the drive motor passes through the fixed cover and is fixedly connected to the bottom end of the threaded rod. By adjusting the mechanism, the traction support trolley and upper hydraulic support leg are raised and moved to a position that does not obstruct the invert arch pouring vehicle, and the corresponding top guide rail and bottom guide rail are moved upward. At the same time, the L-shaped guide rail plate is connected with the upper guide rail and side guide rail. Then, the invert arch pouring vehicle is controlled to move to the interference area of ​​the two hydraulic trestle bridges. Thus, only the invert arch pouring vehicle on one of the trestle bridges needs to be controlled to cover the blind area between the original two machines for continuous pouring, without the need to remove any equipment in advance or rely on manual secondary pouring.

[0008] In the above technical solution, the upper electromagnet is further fixedly connected through the side wall of the traction support trolley, and the fixing block is made of iron. By setting the upper electromagnet, when the traction support trolley moves to the side of the fixing block and needs to be lifted, the traction support trolley can be attracted and fixed on the fixing block, thereby ensuring the stability during the lifting process.

[0009] In the above technical solution, furthermore, a storage groove is provided on both sides of the rear end of the bridge body, and a lower hydraulic support leg is rotatably connected to the inner side of the storage groove. A rotary motor is fixedly connected to the inner wall of the bridge body. The rotary motor is located next to the rotation point of the lower hydraulic support leg. The output end of the rotary motor passes through the storage groove and is fixedly connected to the rotation point of the lower hydraulic support leg. A pair of rectangular slots for inserting the lower hydraulic support leg are provided at the rear end of the bridge body. With the arrangement of the lower hydraulic support leg, rotary motor and rectangular slots, when two hydraulic trestle bridges are docked, the lower hydraulic support leg of one hydraulic trestle bridge can be inserted into the rectangular slot of the other bridge body, thereby improving the stability of the two bridge bodies after docking.

[0010] In the above technical solution, further, longitudinal grooves are provided on both sides of the inner wall of the rear end of the bridge body, the vehicle travel plate is hollowed out relative to the position above the longitudinal groove, the inner side of the longitudinal groove is longitudinally slidably connected to the mounting plate, the mounting plates are connected to the mounting plate by bolts, the top of the support rod is connected to the two sides of the top of the support rod by bolts to the sub-plate flush with the vehicle travel plate, and a pair of electric hoists are fixedly connected to both ends of the inner side of the bridge body, the lifting end of the electric hoist passes through the longitudinal groove and is fixedly connected to the top of the mounting plate; A front tilting seat is fixedly connected to the front end of the inner side of the bridge body, and a rear tilting seat is slidably connected to the rear end of the inner side of the bridge body. A pair of front approach bridges and rear approach bridges are provided. The front approach bridge is rotatably connected to the inner side of the front tilting seat, and the rear approach bridge is rotatably connected to the inner side of the rear tilting seat. A pair of hydraulic telescopic cylinders are hinged to the side walls of the front tilting seat and the rear tilting seat. The output ends of the hydraulic telescopic cylinders are respectively hinged to the bottom ends of the front approach bridge and the rear approach bridge. After the electric hoist drives the auxiliary plate to move down, the rear approach bridge is pushed into the area between the longitudinal slots. Then, the rear approach bridge of another hydraulic trestle is placed on the pushed-in rear approach bridge. The rear approach bridges of the two hydraulic trestles can be overlapped and stored inside the main body of the bridge without the need for manual on-site dismantling or hoisting and transportation. This greatly reduces the preparation time before docking. After the approach bridge is stored, the overall outer dimensions of the trestle are significantly reduced, effectively avoiding spatial interference caused by the outward extension of the approach bridges during the docking process.

[0011] Compared with the prior art, the present invention has the following beneficial effects: 1. By adjusting the mechanism, this invention can raise the traction support trolley and upper hydraulic support leg to a position that does not obstruct the invert arch pouring vehicle when two hydraulic trestle bridges are docked. This will drive the corresponding top and bottom guide rails to move upwards, and simultaneously dock the L-shaped guide rail plate with the upper and side guide rails. Then, the invert arch pouring vehicle is controlled to move to the interference area between the two hydraulic trestle bridges. Thus, only the invert arch pouring vehicle on one of the trestle bridges needs to be controlled to cover the blind area between the two machines for continuous pouring. There is no need to remove any equipment in advance or rely on manual secondary pouring, which significantly shortens the construction cycle of the tunnel docking section and improves the continuity and forming quality of the invert arch pouring.

[0012] 2. This invention, by setting an automatic storage mechanism inside the main body of the bridge, can stack and store the rear approach bridges of the two hydraulic trestle bridges inside the main body of the bridge when the two hydraulic trestle bridges are merged. This eliminates the need for manual on-site dismantling or hoisting and transportation, greatly reducing the preparation time before docking. After the rear approach bridges are stored, the overall outer dimensions of the trestle bridge are significantly reduced, effectively avoiding spatial interference caused by the outward extension of the approach bridges during the docking process. This provides ample operating space for the merging of the two bridges, while not obstructing the normal passage of vehicles on the hydraulic trestle bridges. Attached Figure Description

[0013] Figure 1 This is a three-dimensional side view of the hydraulic trestle of the present invention; Figure 2 Appendix of the present invention Figure 1 A magnified view of the structure at point A in the middle; Figure 3 This is a side perspective view of the two hydraulic trestles of the present invention when they are combined; Figure 4 Appendix of the present invention Figure 3 A magnified schematic diagram of the structure at point B in the middle; Figure 5 Appendix of the present invention Figure 3 A magnified schematic diagram of the structure at point C in the middle; Figure 6 This is a partial three-dimensional structural diagram of the bridge body, traction support trolley, and rear approach bridge after adjustment of the present invention. Figure 7 This is a partial bottom-view three-dimensional structural diagram of the bridge body, lower hydraulic support leg, and rear approach bridge of the present invention. Figure 8 This is a bottom-view three-dimensional structural diagram of the bridge main body and sub-plate of the present invention, partially separated from the rotary motor and lower hydraulic support leg; Figure 9 This is a schematic diagram of the three-dimensional structure of the fixed cover, L-shaped plate and traction support trolley separated by a partial cross-section. Figure 10This is a top-view, partially cross-sectional, three-dimensional structural diagram of the fixed cover, L-shaped plate, and traction support trolley of the present invention. Figure 11 This is a schematic diagram of the overall appearance structure of the rear bridge, lower electromagnet, and rear flip-up seat of the present invention. Figure 12 This is a schematic diagram of the overall appearance structure of the sub-plate, support rod, mounting plate, and electric hoist of the present invention.

[0014] In the diagram: 1. Bridge main body; 2. Front approach bridge; 3. Rear approach bridge; 4. Traction support trolley; 5. Tire-driven walking actuator; 6. Upper hydraulic support leg; 7. Upper guide rail; 8. Invert arch casting trolley; 9. Side guide rail; 10. Vertical groove; 11. Fixing cover; 12. Groove; 13. L-shaped plate; 14. Fixing block; 15. Top guide rail; 16. Bottom guide rail; 17. L-shaped guide rail plate; 18. Upper electromagnet; 19. Threaded rod; 20. Drive motor; 21. Storage slot; 22. Lower hydraulic support leg; 23. Rotary motor; 24. Rectangular groove; 25. Longitudinal groove; 26. Mounting plate; 27. Support rod; 28. Vehicle walking plate; 29. ​​Sub-plate; 30. Electric hoist; 31. Front tilting seat; 32. Rear tilting seat; 33. Hydraulic telescopic cylinder; 34. Push block; 35. Lower electromagnet. Detailed Implementation

[0015] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0016] Numerous specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the invention is not limited to the specific embodiments disclosed below.

[0017] In practical use, it was found that during tunnel excavation from both ends, the space in the connecting section before breakthrough is limited. Existing self-propelled hydraulic trestle bridges mostly adopt a fixed bridge structure. When two machines are working at the same time, the longitudinal space of the bridge body is prone to interference, and the deployment areas of adjacent outriggers overlap, leading to conflicts in support layout. At the same time, the material placement range of each trestle bridge is independent, and there are blind spots in the pouring area at the connection point, making it difficult to continuously cover the invert arch concrete. The existing solutions are mostly to dismantle one of the trestle bridges in advance and use a single machine to back-and-forth to cover the blind spot, or to rely on manual secondary pouring, which is time-consuming and labor-intensive. To solve the above problems, the following structure was invented.

[0018] like Figures 1-12The diagram shows a self-propelled hydraulic trestle structure for engineering construction, comprising a bridge body 1, a front approach bridge 2, a rear approach bridge 3, a traction support trolley 4, and an invert arch pouring vehicle 8. The invert arch pouring vehicle 8 can travel on the side guide rails 9 and the upper guide rails 7 on the bridge body 1, and is driven by a motor to move longitudinally along the trestle. During construction, a concrete hopper and a concrete distribution system are installed at the bottom of the invert arch pouring vehicle 8. When it moves above the invert arch working surface, it evenly distributes concrete to the pouring area, realizing continuous pouring construction of the tunnel invert arch. Both ends of the front bottom of the bridge body 1 are equipped with tire-walking drive units 5. The tire-walking drive units 5 are located at the front of the bridge body 1. The end integrates tire walking and hydraulic outrigger support functions. When moving, the tires touch the ground to achieve self-movement of the whole machine. When working, the hydraulic outriggers extend downward to support the ground, and the tires lift off the ground to transfer the load of the whole machine to the foundation, ensuring the stability of the trestle construction. Vehicle walking plates 28 are bolted to both sides of the inner wall of the bridge body 1. A pair of traction support trolleys 4 are provided. Each of the two traction support trolleys 4 is equipped with a pair of upper hydraulic support legs 6. The traction support trolleys 4 travel on the upper guide rail 7 and the side guide rail 9. The wheel set is driven by the motor to move along the longitudinal direction of the trestle. The upper hydraulic support legs 6 are installed at the bottom of the trolley to provide support when the bridge body 1 moves on its own. Both sides of the rear end of the bridge body 1 are provided with lower hydraulic support legs 22. Both sides of the top of the bridge body 1 are fixedly connected with upper guide rails 7. Both sides of the outer wall of the bridge body 1 are fixedly connected with side guide rails 9. The traction support trolley 4 and the invert arch casting vehicle 8 are both equipped with self-propelled mechanisms. The self-propelled mechanisms are in rolling cooperation with the upper guide rails 7 and the side guide rails 9 respectively, so that the traction support trolley 4 and the invert arch casting vehicle 8 can move along the bridge body 1. Both sides of the outer wall of the bridge body 1 are provided with grooves 12. The side walls of the grooves 12 are provided with vertical grooves 10. Both the upper and lower sides of the outer wall of the bridge body 1 are fixedly connected with fixed covers 11. The fixed covers 11 are set on the upper and lower sides of the vertical grooves 10. The vertical grooves 10 are provided with adjustment mechanisms for adjusting the position of the traction support trolley 4 to facilitate the passage of the invert arch casting vehicle 8.

[0019] The adjustment mechanism includes an L-shaped plate 13, a groove 12 that runs through the outer wall of the upper guide rail 7 and the side guide rail 9, the L-shaped plate 13 being longitudinally slidably connected to the inner side of the fixed cover 11 and the vertical groove 10, a fixed block 14 being fixedly connected to the side wall of the L-shaped plate 13, a top guide rail 15 being fixedly connected to the top of the fixed block 14, a bottom guide rail 16 being fixedly connected to the side wall of the fixed block 14, an L-shaped guide rail plate 17 being fixedly connected to the side wall of the L-shaped plate 13, the top guide rail 15 being aligned with the upper guide rail 7, the bottom guide rail 16 being aligned with the side guide rail 9, and the self-propelled mechanism of the traction support trolley 4 being in rolling cooperation with the top guide rail 15 and the bottom guide rail 16 respectively.

[0020] An upper electromagnet 18 is fixedly connected through the side wall of the traction support trolley 4. The fixing block 14 is made of iron. By setting the upper electromagnet 18, the traction support trolley 4 can be moved to the side of the fixing block 14. When it needs to be lifted, the traction support trolley 4 can be attracted and fixed on the fixing block 14, thereby ensuring the stability during the lifting process.

[0021] A threaded rod 19 is rotatably connected between the fixed covers 11. The threaded rod 19 passes through the threaded connection to the inner side wall of the L-shaped plate 13. A drive motor 20 is fixedly connected to the bottom end of the fixed cover 11 located below. The output end of the drive motor 20 passes through the fixed cover 11 and is fixedly connected to the bottom end of the threaded rod 19.

[0022] The bridge body 1 has storage slots 21 on both sides of the rear end. The inner side of each storage slot 21 is rotatably connected to a lower hydraulic support leg 22. A rotary motor 23 is fixedly connected to the inner wall of the bridge body 1. The rotary motor 23 is located next to the rotation point of the lower hydraulic support leg 22. The output end of the rotary motor 23 passes through the storage slot 21 and is fixedly connected to the rotation point of the lower hydraulic support leg 22. The rear end of the bridge body 1 has a pair of rectangular slots 24 for the insertion of the lower hydraulic support leg 22. By setting up the lower hydraulic support leg 22, the rotary motor 23 and the rectangular groove 24, when two hydraulic trestles are docked, the lower hydraulic support leg 22 of one hydraulic trestle can be inserted into the rectangular groove 24 of the other bridge body 1, thereby improving the stability of the two bridge bodies 1 after docking.

[0023] After the two hydraulic trestles are docked, firstly, the tire walking drive 5 is switched to support mode, then the upper hydraulic support leg 6 is retracted. Next, the traction support trolley 4 is moved to the position next to the fixed block 14, then the upper electromagnet 18 is energized and attached to the fixed block 14. Then, the drive motor 20 is started to rotate the threaded rod 19, which in turn moves the threaded L-shaped plate 13 upward. At the same time, the fixed block 14, top guide rail 15, bottom guide rail 16, traction support trolley 4, upper hydraulic support leg 6, and L-shaped guide rail plate 17 are all moved upward until the upper hydraulic support leg 6 moves. When the invert arch pouring vehicle 8 is above the invert arch pouring vehicle 8, the top of the L-shaped guide rail plate 17 is flush with the top of the upper guide rail 7, and the top of the side guide rail of the L-shaped guide rail plate 17 is flush with the top of the side guide rail 9. Then, the invert arch pouring vehicle 8 can be controlled to move the pouring mold, so that the invert arch pouring vehicle 8 moves away from under the traction support trolley 4. Then, the drive motor 20 can be controlled to reverse and repeat the above operation to reset. Then, the traction support trolley 4 is controlled to move to the pouring completion area. Then, the upper hydraulic support leg 6 is controlled to support the hydraulic trestle in the pouring completion area. Then, the invert arch pouring vehicle 8 can be operated to pour the interference area.

[0024] In summary, the above structural design allows the traction support trolley 4 and upper hydraulic support leg 6 to be raised and moved to a position that does not obstruct the invert arch pouring vehicle 8 when the two hydraulic trestle bridges are docked. This moves the corresponding top guide rail 15 and bottom guide rail 16 upwards, while simultaneously docking the L-shaped guide rail plate 17 with the upper guide rail 7 and side guide rail 9. Then, the invert arch pouring vehicle 8 is controlled to move to the interference area between the two hydraulic trestle bridges. Thus, only the invert arch pouring vehicle 8 on one of the trestle bridges needs to be controlled to cover the blind area between the two machines for continuous pouring. There is no need to remove any equipment in advance or rely on manual secondary pouring, which significantly shortens the construction cycle of the tunnel docking section and improves the continuity and forming quality of the invert arch pouring.

[0025] Based on the above embodiments, it was found during use that the approach bridges and main beams of existing hydraulic trestle bridges are mostly fixedly connected or detachable structures. When the two ends of the tunnel are connected for construction, in order to avoid spatial interference between the approach bridges at adjacent ends of the two trestle bridges, it is necessary to manually dismantle them on site or use hoisting equipment to transport the approach bridges. The preparation process is cumbersome and time-consuming. Moreover, after the approach bridges are dismantled, a suspension or steep slope is formed between the end of the trestle bridge and the working surface, which obstructs vehicle traffic. Furthermore, the dismantled approach bridges need to be reinstalled and reset, which seriously affects the construction efficiency and traffic continuity of the connection section. In order to solve the above problems, further improvements have been made to the above structure.

[0026] Both sides of the inner wall of the rear end of the bridge main body 1 are provided with longitudinal grooves 25. The vehicle travel plate 28 is hollowed out above the longitudinal grooves 25. The inner side of the longitudinal grooves 25 is longitudinally slidably connected with mounting plates 26. The mounting plates 26 are bolted together with support rods 27. The top of the support rods 27 is bolted to both sides with sub-plates 29 that are flush with the vehicle travel plate 28. Both ends of the inner side of the bridge main body 1 are fixedly connected with a pair of electric hoists 30. The electric hoists 30 are HC type large tonnage chain electric hoists 30. The motor drives the reducer to drive the drum to wind and unwind the chain. The hook group pulls the mounting plates 26, support rods 27 and sub-plates 29 to lift and lower, and controls the sub-plates 29 to support them stably to meet the load requirements of the trestle bridge for vehicle passage. The lifting end of the electric hoist 30 passes through the longitudinal grooves 25 and is fixedly connected to the top of the mounting plate 26.

[0027] A front tilting seat 31 is fixedly connected to the inner front end of the bridge body 1, and a rear tilting seat 32 is laterally slidably connected to the inner rear end of the bridge body 1. A pair of front approach bridges 2 and rear approach bridges 3 are provided. The front approach bridge 2 is rotatably connected to the inner side of the front tilting seat 31, and the rear approach bridge 3 is rotatably connected to the inner side of the rear tilting seat 32. A pair of hydraulic telescopic cylinders 33 are hinged to the side walls of the front tilting seat 31 and the rear tilting seat 32, respectively. The output ends of the hydraulic telescopic cylinders 33 are hinged to the bottom ends of the front approach bridge 2 and the rear approach bridge 3.

[0028] Push blocks 34 are fixedly connected to the top of the rear approach bridge 3. A lower electromagnet 35 is fixedly connected to the inner wall of the bridge body 1 relative to the position above the rear tilting seat 32. The rear tilting seat 32 is made of iron. The setting of the lower electromagnet 35 can ensure the stability of the position of the rear tilting seat 32 during normal use, and ensure that it will not move at will and affect the normal driving of the vehicle.

[0029] When the tunnel construction reaches its final stage and the two bridge main bodies 1 need to be connected, firstly, control the upper hydraulic support leg 6 on one hydraulic trestle to support the ground, then control the electric hoist 30 of the hydraulic trestle to start unwinding the chain, and then slide down under the weight of the sub-plate 29, support rod 27 and mounting plate 26, so that the mounting plate 26 slides down in the longitudinal groove 25, and the sub-plate 29 moves to the bottom of the inner end of the bridge main body 1. Then, control the hydraulic telescopic cylinder 33 on the rear approach bridge 3 of the hydraulic trestle to start, drive the rear approach bridge 3 to flip downward, flip to the lowest tilted state, and at the same time control the hydraulic telescopic cylinder 33 of the rear approach bridge 3 of the other hydraulic trestle to start, drive the rear approach bridge 3 of the other hydraulic trestle to flip upward, flip until the side end of the rear approach bridge 3 is flush with the side end of the push block 34. Then, control the lower hydraulic support leg 22 of the hydraulic trestle to retract, and then control the rotary motor 23 to start and drive the lower hydraulic support leg 22 to rotate 90 degrees, so that the support end of the lower hydraulic support leg 22 faces the other hydraulic trestle. Then, control the tire walking drive 5 of the hydraulic trestle to start and drive the bridge body 1 to move towards the other hydraulic trestle. At this time, disconnect the power supply of the upper and lower electromagnets 35 of the hydraulic trestle. Then, the rear approach bridge 3 of the other hydraulic trestle will push the push block 34, so that the rear approach bridge 3 and the rear tilting seat 32 on the hydraulic trestle will slide laterally inside the bridge body 1 until the two bridge bodies 1 are merged together. At this time, the two rear approach bridges 3 overlap and are stored in the bridge body 1, with the lower rear approach bridge 3 resting on the sub-plate 29 and the upper rear approach bridge 3 resting on the lower rear approach bridge 3. At the same time, the indentation distance between the overlapping rear approach bridges 3 is small and will not affect the normal passage of vehicles. During the docking process of the two bridge bodies 1, the flipped lower hydraulic support leg 22 will first insert into the rectangular groove 24 on the other bridge body 1. Then, as the two bridge bodies 1 gradually merge, the flipped lower hydraulic support leg 22 is controlled to retract together until the two bridge bodies 1 merge together, and the support end of one pair of lower hydraulic support legs 22 is inserted into the rectangular groove 24 on the other bridge body 1, ensuring the stability of the two bridge bodies 1 after docking, thereby realizing the automatic docking of the two hydraulic trestle bridges.

[0030] In summary, the above structural design allows the rear approach bridges 3 of the two hydraulic trestle bridges to be overlapped and stored inside the main bridge body 1 when the two hydraulic trestle bridges are combined, eliminating the need for manual on-site dismantling or hoisting and transportation. This significantly reduces the preparation time before docking. After the rear approach bridges 3 are stored, the overall outer dimensions of the trestle bridge are significantly reduced, effectively avoiding spatial interference caused by the outward extension of the approach bridges during the docking process. This provides ample operating space for the merging of the two bridges and does not obstruct the normal passage of vehicles on the hydraulic trestle bridges.

[0031] The foregoing has shown and described the basic principles, main features, and advantages of the present invention.

[0032] Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of the present invention. Various changes and modifications can be made to the present invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed.

Claims

1. A self-propelled hydraulic trestle structure for engineering construction, comprising a bridge body (1), a front approach bridge (2), a rear approach bridge (3), a traction support trolley (4), and an arch pouring vehicle (8), wherein the bridge body (1) is provided with tire-driven walking actuators (5) at both ends of its front bottom, and vehicle walking plates (28) are bolted to both sides of the inner wall of the bridge body (1), characterized in that, The traction support trolley (4) is provided in pairs, and each of the two traction support trolleys (4) is provided with a pair of upper hydraulic support legs (6). The rear sides of the bridge body (1) are provided with lower hydraulic support legs (22). The top sides of the bridge body (1) are fixedly connected with upper guide rails (7). The outer sides of the bridge body (1) are fixedly connected with side guide rails (9). The traction support trolley (4) and the invert arch casting vehicle (8) are both equipped with self-propelled mechanisms. The self-propelled mechanisms roll with the upper guide rails (7) and the side guide rails (9) respectively. The traction support trolley (4) and the invert arch casting vehicle (8) are coordinated to enable them to move along the main body of the bridge (1). The outer walls of the main body of the bridge (1) are provided with grooves (12) on both sides, and the side walls of the grooves (12) are provided with vertical grooves (10). The upper and lower sides of the outer walls of the main body of the bridge (1) are fixedly connected with fixed covers (11). The fixed covers (11) are set on the upper and lower sides of the vertical grooves (10). The vertical grooves (10) are provided with an adjustment mechanism for adjusting the position of the traction support trolley (4) to facilitate the passage of the invert arch casting vehicle (8).

2. The self-propelled hydraulic trestle structure for engineering construction according to claim 1, characterized in that, The adjustment mechanism includes an L-shaped plate (13), the groove (12) is opened through the outer wall of the upper guide rail (7) and the side guide rail (9), the L-shaped plate (13) is longitudinally slidably connected to the inner side of the fixed cover (11) and the vertical groove (10), the side wall of the L-shaped plate (13) is fixedly connected to a fixed block (14), the top of the fixed block (14) is fixedly connected to a top guide rail (15), the side wall of the fixed block (14) is fixedly connected to a bottom guide rail (16), the side wall of the L-shaped plate (13) is fixedly connected to an L-shaped guide rail plate (17), the top guide rail (15) is aligned with the upper guide rail (7), the bottom guide rail (16) is aligned with the side guide rail (9), and the self-propelled mechanism of the traction support trolley (4) is in rolling cooperation with the top guide rail (15) and the bottom guide rail (16) respectively.

3. The self-propelled hydraulic trestle structure for engineering construction according to claim 2, characterized in that, The upper electromagnet (18) is fixedly connected through the side wall of the traction support trolley (4), and the fixing block (14) is made of iron.

4. The self-propelled hydraulic trestle structure for engineering construction according to claim 2, characterized in that, A threaded rod (19) is rotatably connected between the fixed covers (11). The threaded rod (19) is threaded through and connected to the inner wall of the L-shaped plate (13). A drive motor (20) is fixedly connected to the bottom end of the fixed cover (11) located below. The output end of the drive motor (20) passes through the fixed cover (11) and is fixedly connected to the bottom end of the threaded rod (19).

5. The self-propelled hydraulic trestle structure for engineering construction according to claim 1, characterized in that, The bridge body (1) has storage slots (21) on both sides of its rear end. The inner side of each storage slot (21) is rotatably connected to a lower hydraulic support leg (22). A rotary motor (23) is fixedly connected to the inner wall of the bridge body (1). The rotary motor (23) is located next to the rotation point of the lower hydraulic support leg (22). The output end of the rotary motor (23) passes through the storage slot (21) and is fixedly connected to the rotation point of the lower hydraulic support leg (22). The rear end of the bridge body (1) has a pair of rectangular slots (24) for the insertion of the lower hydraulic support leg (22).

6. The self-propelled hydraulic trestle structure for engineering construction according to claim 1, characterized in that, The bridge body (1) has longitudinal grooves (25) on both sides of the inner wall at the rear end. The vehicle travel plate (28) is hollowed out above the longitudinal groove (25). The inner side of the longitudinal groove (25) is longitudinally slidably connected to the mounting plate (26). The mounting plates (26) are connected to the support rod (27) by bolts. The top two sides of the support rod (27) are connected to the sub-plate (29) which is flush with the vehicle travel plate (28) by bolts. The inner ends of the bridge body (1) are fixedly connected to a pair of electric hoists (30). The lifting end of the electric hoist (30) passes through the longitudinal groove (25) and is fixedly connected to the top of the mounting plate (26).

7. The self-propelled hydraulic trestle structure for engineering construction according to claim 1, characterized in that, The front end of the inner side of the bridge body (1) is fixedly connected to a front flip seat (31), and the rear end of the inner side of the bridge body (1) is laterally slidably connected to a rear flip seat (32). The front approach bridge (2) and the rear approach bridge (3) are each provided with a pair. The front approach bridge (2) is rotatably connected to the inner side of the front flip seat (31), and the rear approach bridge (3) is rotatably connected to the inner side of the rear flip seat (32). The side walls of the front flip seat (31) and the rear flip seat (32) are each hinged to a pair of hydraulic telescopic cylinders (33). The output ends of the hydraulic telescopic cylinders (33) are respectively hinged to the bottom ends of the front approach bridge (2) and the rear approach bridge (3).

8. A self-propelled hydraulic trestle structure for engineering construction according to claim 7, characterized in that, Push blocks (34) are fixedly connected to the top of each of the rear approach bridges (3), and lower electromagnets (35) are fixedly connected to the inner wall of the bridge body (1) above the rear flip seat (32). The rear flip seat (32) is made of iron.

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