High-voltage wire stringing sag measuring trolley and automatic obstacle crossing method

Abstract

The present application relates to a kind of high-voltage line stringing sag measuring trolley and automatic obstacle-crossing method, comprising: car frame, the first obstacle-crossing component, the first walking component, the second obstacle-crossing component and the second walking component are sequentially provided in length direction in the car frame;The obstacle-crossing component includes drive mechanism, pivot and turnover lever, turnover lever both ends are respectively provided with obstacle-crossing wheel and auxiliary wheel, obstacle-crossing wheel is matched with articulated motor, drive mechanism is driven turnover lever to overturn, realizes the support state switching of obstacle-crossing wheel and auxiliary wheel;The walking component includes clamping mechanism and a pair of press wheel, clamping mechanism drives press wheel to open and close along the width direction of car frame to hold wire, press wheel is matched with articulated motor to provide walking power.The present application can collect sag data in real time in the process of high-voltage line stringing, feedback tension parameter, realize the accurate control of sag, simultaneously can continuous cross-over joint pipe barrier without pause, and structure is simple and reliable, adapts high-voltage stringing construction site operation.

Description

Technical Field

[0001] This invention relates to the field of high-voltage transmission line construction equipment technology, and in particular to a high-voltage line sag measurement trolley and an automatic obstacle-crossing method. Background Technology

[0002] High-voltage transmission lines are the core carriers of energy transmission in power systems, and their construction quality directly determines the long-term safety and stability of the power grid. During the high-voltage line laying phase, conductor sag, as a core parameter characterizing conductor tension and spatial shape, is a key control indicator for ensuring the safe distance between the line and the ground and avoiding safety hazards such as wind-induced discharge. Accurate measurement and real-time control of sag during the laying process are crucial for ensuring construction quality. For completed high-voltage transmission lines, existing technologies have developed sag measurement trolleys. These devices can travel along fixed conductors to periodically check the sag status of the line, providing data support for the operation and maintenance of transmission lines. They have been widely used in the field of transmission line operation and maintenance.

[0003] Existing sag measurement trolleys are designed for fixed lines already in operation and cannot meet the needs of high-voltage line laying construction. During the laying process, to achieve the splicing of long conductors, the conductors to be erected will have structures such as splicing tubes. The existing measuring trolleys' walking and clamping mechanisms are only suitable for the size of conventional conductors and lack the ability to cross obstacles, making it impossible to travel on conductors with splicing tubes. At the same time, the existing trolleys are only for static sag detection of fixed lines and cannot collect sag data and provide feedback on laying tension parameters in real time during dynamic laying. This makes it difficult to accurately control sag parameters during laying construction, seriously restricting the efficiency and quality of laying construction. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to overcome the shortcomings of the existing technology where the sag measuring trolley is only suitable for fixed high-voltage lines, does not have the ability to cross obstacles of the connecting pipe, and cannot measure the sag in real time during the laying construction process.

[0005] To solve the above-mentioned technical problems, the present invention provides a high-voltage line sag measurement trolley, comprising: a frame and a first obstacle-crossing assembly, a first traveling assembly, a second obstacle-crossing assembly, and a second traveling assembly arranged sequentially along the length of the frame; The first obstacle-crossing component includes a pair of first rotating shafts and a first drive mechanism. One end of the pair of first rotating shafts is symmetrically arranged on both sides of the vehicle frame, and the other end of the first rotating shaft is connected to a first tilting rod. The two ends of the first tilting rod are provided with a first obstacle-crossing wheel and a first auxiliary wheel. One of the first obstacle-crossing wheels is provided with a first joint motor connected to the first obstacle-crossing wheel. The first drive mechanism is arranged on the vehicle frame. The first drive mechanism drives the pair of first rotating shafts to rotate, and the rotation of the first rotating shafts drives the first tilting rod to rotate. The first walking assembly includes a pair of first pressure rollers and a first clamping mechanism. The first clamping mechanism is mounted on the frame. The pair of first pressure rollers are connected to the first clamping mechanism. The first clamping mechanism drives the pair of first pressure rollers to move along the width direction of the frame. A second joint motor connected to the first pressure roller is mounted on one of the first pressure rollers. The second obstacle-crossing assembly includes a pair of second rotating shafts and a second drive mechanism. One end of the pair of second rotating shafts is symmetrically arranged on both sides of the vehicle frame, and the other end of the second rotating shaft is hinged to a second tilting rod. The two ends of the second tilting rod are provided with a second obstacle-crossing wheel and a second auxiliary wheel. One of the second obstacle-crossing wheels is provided with a third joint motor connected to the second obstacle-crossing wheel. The second drive mechanism is arranged on the vehicle frame. The second drive mechanism drives the pair of second rotating shafts to rotate, and the rotation of the second rotating shafts drives the second tilting rod to rotate. The second walking assembly includes a pair of second pressure rollers and a second clamping mechanism. The second clamping mechanism is mounted on the frame. The pair of second pressure rollers are connected to the second clamping mechanism. The second clamping mechanism drives the pair of second pressure rollers to move along the width direction of the frame. A fourth joint motor connected to the second pressure roller is mounted on one of the second pressure rollers.

[0006] In one embodiment of the present invention, a detection component is further included, the detection component including a first sensor, a second sensor, a third sensor and a fourth sensor, the first sensor being disposed at one end of the frame near the first obstacle-crossing component, the fourth sensor being disposed at the other end of the frame near the second walking component, the second sensor being connected to the frame and disposed between a pair of first pressure rollers, the third sensor being connected to the frame and disposed between a pair of second rotating shafts.

[0007] In one embodiment of the present invention, the first driving mechanism includes a first driving shaft, with a first bevel gear sleeved at both ends of the first driving shaft, and a second bevel gear that cooperates with the first bevel gear sleeved on the first rotating shaft; the second driving mechanism includes a second driving shaft, with a third bevel gear sleeved at both ends of the second driving shaft, and a fourth bevel gear that cooperates with the third bevel gear sleeved on the second rotating shaft.

[0008] In one embodiment of the present invention, the first driving mechanism further includes a first driving source, the output end of the first driving source is provided with a first driving gear, and a first driven gear meshing with the first driving gear is sleeved on the first driving shaft; the second driving mechanism further includes a second driving source, the output end of the second driving source is provided with a second driving gear, and a second driven gear meshing with the second driving gear is sleeved on the second driving shaft.

[0009] In one embodiment of the present invention, the first clamping mechanism includes a first bidirectional lead screw, on which a pair of first sliders are sleeved, and the pair of first sliders are respectively connected to a pair of first pressure rollers; the second clamping mechanism includes a second bidirectional lead screw, on which a pair of second sliders are sleeved, and the pair of second sliders are connected to a pair of second pressure rollers.

[0010] In one embodiment of the present invention, the first clamping mechanism further includes a first guide rod, which is arranged along the width direction of the vehicle frame, and the first slider is sleeved on the first guide rod; the second clamping mechanism further includes a second guide rod, which is arranged along the width direction of the vehicle frame, and the second slider is sleeved on the second guide rod.

[0011] In one embodiment of the present invention, the first clamping mechanism further includes a third driving source and a first synchronous belt. The output end of the third driving source is provided with a first driving pulley, and the first driven pulley is sleeved on the first bidirectional lead screw. The first synchronous belt connects the first driving pulley and the first driven pulley. The second clamping mechanism includes a fourth driving source and a second synchronous belt. The output end of the fourth driving source is provided with a second driving pulley, and the second driven pulley is sleeved on the second bidirectional lead screw. The second synchronous belt connects the second driving pulley and the second driven pulley.

[0012] In one embodiment of the invention, a folding handle is also provided on one side of the frame.

[0013] In one embodiment of the present invention, the groove width of the first obstacle-crossing wheel is equal to the groove width of the second obstacle-crossing wheel, the groove width of the first auxiliary wheel is equal to the groove width of the second auxiliary wheel, and the groove width of the first obstacle-crossing wheel and the second obstacle-crossing wheel is greater than the groove width of the first auxiliary wheel and the second auxiliary wheel.

[0014] An automatic obstacle-crossing method for a high-voltage line sag measurement trolley, used for the automatic obstacle-crossing of the high-voltage line sag measurement trolley, further includes the following steps: S1: The first clamping mechanism drives a pair of first pressure rollers to clamp the high-voltage line, and the second clamping mechanism drives a pair of second pressure rollers to clamp the conductor; the second joint motor and the fourth joint motor respectively drive the first pressure roller and the second pressure roller to rotate, driving the trolley to move forward along the high-voltage line; S2. When the trolley moves to the position of the obstacle corresponding to the first obstacle crossing component, the first drive mechanism drives a pair of first obstacle crossing wheels to press the obstacle; then the first clamping mechanism drives a pair of first pressure wheels to release the high voltage line, and the first joint motor and the fourth joint motor respectively drive the first obstacle crossing wheel and the second pressure wheel to rotate, driving the trolley to start crossing the obstacle. S3. After the first walking component crosses the obstacle, the second drive mechanism drives a pair of second obstacle-crossing wheels to press against the obstacle. Then, the second clamping mechanism drives a pair of second pressure wheels to release the high-voltage line. The first joint motor and the third joint motor drive the first obstacle-crossing wheel and the second obstacle-crossing wheel to rotate, driving the trolley to move forward along the obstacle. S4. When the trolley drives out of the obstacle, the first clamping mechanism first drives a pair of first pressure wheels to press the obstacle, then the first drive mechanism drives a pair of first auxiliary wheels to press the high voltage line, and the second joint motor and the third joint motor respectively drive the first pressure wheel and the second obstacle-crossing wheel to rotate. S5. When the first walking component moves away from the obstacle, the first drive mechanism first drives a pair of first obstacle-crossing wheels to clamp the high-voltage line, and then the first clamping mechanism drives a pair of first pressure wheels to release the obstacle. The first joint motor and the third joint motor drive the first obstacle-crossing wheel and the second obstacle-crossing wheel to rotate respectively. S6: When the second obstacle-crossing component moves away from the obstacle, the second clamping mechanism first drives a pair of second pressure wheels to clamp the obstacle, then the second drive mechanism drives a pair of second auxiliary wheels to press the high-voltage line, then the second clamping mechanism resets and releases the obstacle, while the first clamping mechanism drives a pair of first pressure wheels to press the high-voltage line, and the first joint motor and the second joint motor drive the first obstacle-crossing wheel and the first pressure wheel to rotate respectively; S7. After the entire trolley leaves the obstacle, the second clamping mechanism drives a pair of second pressure rollers to clamp the high-voltage line. Then, the first drive mechanism drives two first obstacle-crossing rollers to release the high-voltage line. The second joint motor and the fourth joint motor drive the first pressure roller and the second pressure roller to continue moving forward on the high-voltage line, respectively.

[0015] Compared with the prior art, the above-described technical solution of the present invention has the following advantages: The present invention discloses a high-voltage line laying sag measurement trolley and an automatic obstacle-crossing method. Through the alternating cooperation of a first traveling component, a second traveling component, a first obstacle-crossing component, and a second obstacle-crossing component arranged sequentially along the axial direction of the trolley frame, the trolley can stably clamp the conductor during normal operation and move synchronously with the laying operation. During dynamic laying, it can collect sag data in real time and feed back laying tension parameters, achieving precise control of sag parameters during laying construction, effectively improving the efficiency and quality of laying construction. Furthermore, by switching the wheel sets of the two obstacle-crossing components in stages, multiple wheel sets can maintain effective support throughout the obstacle-crossing process, continuously crossing splicing pipe obstacles on the conductor without interruption. This ensures the equipment can travel on the conductor to be laid with obstacles. At the same time, the overall structure is simple and reliable, each component is independently driven with clear action logic, and on-site disassembly, assembly, and maintenance are convenient, making it well-suited to the complex working environment of high-voltage line laying construction sites. Attached Figure Description

[0016] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings, wherein: Figure 1 This is an isometric view of the overall structure of the present invention; Figure 2 This is a top view of the overall structure of the present invention; Figure 3 This is a front view of the overall structure of the present invention; Figure 4 This is a side view of the overall structure of the present invention; Explanation of reference numerals in the accompanying drawings: 1. Frame; 2. First obstacle-crossing assembly; 3. First walking assembly; 4. Second obstacle-crossing assembly; 5. Second walking assembly; 6. Detection assembly; 7. Folding handle; 8. Connecting tube; 21. First drive mechanism; 22. First pivot; 23. First flipping rod; 24. First obstacle-crossing wheel; 25. First auxiliary wheel; 26. First joint motor; 31. First clamping mechanism; 32. First pressure wheel; 33. Second joint motor; 41. Second drive mechanism; 42. Second pivot; 43. Second flipping rod; 44. Second obstacle-crossing wheel; 45. Second auxiliary wheel; 46. Third joint motor; 51. Second clamping mechanism; 52. Second pressure wheel; 53. Fourth joint motor; 61. First sensor; 62. Second sensor; 63. Third sensor; 64. Fourth sensor Sensor; 211, First drive shaft; 212, First bevel gear; 213, First drive source; 214, First driving gear; 215, First driven gear; 221, Second bevel gear; 311, First bidirectional lead screw; 312, First slider; 313, First guide rod; 314, Third drive source; 315, First driving pulley; 316, First driven pulley; 317, First synchronous belt; 411, Second drive shaft; 412, Third bevel gear; 413, Second drive source; 414, Second driving gear; 415, Second driven gear; 421, Fourth bevel gear; 511, Second bidirectional lead screw; 512, Second slider; 513, Second guide rod; 514, Fourth drive source; 515, Second driving pulley; 516, Second driven pulley; 517, Second synchronous belt. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0018] Reference Figures 1-4 As shown, the present invention discloses a high-voltage line sag measurement trolley, comprising: a frame 1 and a first obstacle-crossing component 2, a first traveling component 3, a second obstacle-crossing component 4, and a second traveling component 5 arranged sequentially along the length of the frame 1; The first obstacle-crossing component 2 includes a pair of first rotating shafts 22 and a first drive mechanism 21. One end of the pair of first rotating shafts 22 is symmetrically arranged on both sides of the frame 1. The other end of the first rotating shafts 22 is connected to a first flipping rod 23. The two ends of the first flipping rod 23 are provided with a first obstacle-crossing wheel 24 and a first auxiliary wheel 25. One of the first obstacle-crossing wheels 24 is provided with a first joint motor 26 connected to the first obstacle-crossing wheel 24. The first drive mechanism 21 is arranged on the frame 1. The first drive mechanism 21 drives the pair of first rotating shafts 22 to rotate. The first rotating shafts 22 are arranged perpendicular to the first flipping rod 23. The rotation of the first rotating shafts 22 drives the first flipping rod 23 to rotate. The first walking component 3 includes a pair of first pressure rollers 32 and a first clamping mechanism 31. The first clamping mechanism 31 is mounted on the frame 1. The pair of first pressure rollers 32 are connected to the first clamping mechanism 31. The first clamping mechanism 31 drives the pair of first pressure rollers 32 to move along the width direction of the frame 1. A second joint motor 33 connected to one of the first pressure rollers 32 is mounted on it. The second obstacle-crossing assembly 4 includes a pair of second rotating shafts 42 and a second drive mechanism 41. One end of the pair of second rotating shafts 42 is symmetrically arranged on both sides of the frame 1. The other end of the second rotating shafts 42 is hinged to a second tilting rod 43. The two ends of the second tilting rod 43 are provided with a second obstacle-crossing wheel 44 and a second auxiliary wheel 45. One of the second obstacle-crossing wheels 44 is provided with a third joint motor 46 connected to the second obstacle-crossing wheel 44. The second drive mechanism 41 is arranged on the frame 1. The second drive mechanism 41 drives the pair of second rotating shafts 42 to rotate. The second rotating shafts 42 are arranged perpendicular to the second tilting rod 43. The rotation of the second rotating shafts 42 drives the second tilting rod 43 to rotate. The second walking component 5 includes a pair of second pressure rollers 52 and a second clamping mechanism 51. The second clamping mechanism 51 is mounted on the frame 1. The pair of second pressure rollers 52 are connected to the second clamping mechanism 51. The second clamping mechanism 51 drives the pair of second pressure rollers 52 to move along the width direction of the frame 1. A fourth joint motor 53 connected to the second pressure roller 52 is mounted on one of the second pressure rollers 52.

[0019] In the above structure, two independent sets of first walking components 3 and second walking components 5 are set up. Each walking component is equipped with an independent first clamping mechanism 31 and second clamping mechanism 51. The clamping mechanism can drive the corresponding first pressure roller 32 and second pressure roller 52 to open and close synchronously along the width direction of the frame 1 to achieve clamping and limiting of the high-voltage conductor. During the normal driving phase of high-voltage line laying construction, the first clamping mechanism 31 and the second clamping mechanism 51 synchronously drive the two sets of pressure rollers to clamp the cable from the side of the conductor. The second joint motor 33 and the fourth joint motor 53 respectively drive the first pressure roller 32 and the second pressure roller 52 to provide driving force. The two sets of walking units bear pressure synchronously, and the whole vehicle fits tightly with the high-voltage line, without the problem of slippage on one side or tilting and deflection of the vehicle body.

[0020] The dual-set independent obstacle-crossing components cross obstacles in segments and alternately, maintaining multiple sets of effective support throughout the process, enabling the obstacle (hereinafter referred to as the connecting pipe 8) to cross continuously without interruption. The first obstacle-crossing component 2 and the second obstacle-crossing component 4 are two sets of independent obstacle-crossing units arranged axially on the frame 1. The two sets of obstacle-crossing units do not interfere with each other and complete the crossing action of the connecting pipe 8 step by step: Each obstacle-crossing component includes an independently driven first drive mechanism 21 and a second drive mechanism 41, which drive the corresponding first rotating shaft 22 and second rotating shaft 42 to rotate, causing the first flipping rod 23 and the second flipping rod 43 to flip as a whole, so that the first obstacle-crossing wheel 24 and the first auxiliary wheel 25, the second obstacle-crossing wheel 44 and the second auxiliary wheel 45 at both ends of the rod switch the contact position with the high-voltage line and the obstacle; the first joint motor 26 and the third joint motor 46 are respectively installed on the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44, providing independent walking power for the obstacle-crossing stage. The dual-wheel tilting rod, coupled with an independent joint motor, further enhances obstacle-crossing stability and power adaptability. In this design, the first obstacle-crossing wheel 24 and the first auxiliary wheel 25 at both ends of the first tilting rod 23 can work in conjunction with the tilting action of the first rotating shaft 22 to achieve rapid switching of the contact position between the wheel set and the conductor. This allows for adaptation to different outer diameters of the conductor and the connecting tube 8 without additional adjustment of the wheel set spacing. During the process of the obstacle-crossing wheel crossing the connecting tube 8, the auxiliary wheel can temporarily support the vehicle body, avoiding the problem of instantaneous loss of load during wheel set switching, further improving the vehicle body stability during obstacle crossing. Similarly, the second obstacle-crossing wheel 44 and the second auxiliary wheel 45 at both ends of the second tilting rod 43 also have the same auxiliary support effect, ensuring the smooth completion of the subsequent obstacle-crossing action. Meanwhile, the first joint motor 26, the second joint motor 33, the third joint motor 46, and the fourth joint motor 53 are independently configured on the first obstacle-crossing wheel 24, the first pressure wheel 32, the second obstacle-crossing wheel 44, and the second pressure wheel 52, respectively. Each motor can output driving force independently: During the normal walking phase, the second joint motor 33 and the fourth joint motor 53 synchronously drive the two sets of walking pressure wheels to provide stable walking power for the whole vehicle; During the obstacle-crossing phase, the first joint motor 26 and the third joint motor 46 can independently drive the corresponding obstacle-crossing wheels to adapt to the power requirements of different stages during the obstacle-crossing process. The power output of each wheel set can be adjusted independently, avoiding the problem of insufficient obstacle-crossing power and wheel slippage caused by a single power source, and ensuring the smooth completion of the obstacle-crossing action.

[0021] In actual use, taking one end of the first obstacle-crossing component 2 as the front section of the obstacle-crossing vehicle, the vehicle's driving state can be divided into the following stages, the specific process of which is as follows: In normal driving mode: Both the first clamping mechanism 31 and the second clamping mechanism 51 are in the clamping state, driving a pair of first pressure rollers 32 and a pair of second pressure rollers 52 to clamp the high-voltage wire from the side, achieving stable clamping and support for the entire vehicle. Both the first obstacle-crossing component 2 and the second obstacle-crossing component 4 are in the reset and raised state, and the obstacle-crossing wheels and auxiliary wheels do not contact the wire and do not participate in driving support. The second joint motor 33 drives the first pressure roller 32 to rotate, and the fourth joint motor 53 drives the second pressure roller 52 to rotate. The two driving wheels output power synchronously, driving the entire vehicle to move forward at a constant speed along the high-voltage line.

[0022] In the first obstacle-crossing component 2 activation state: the first drive mechanism 21 drives the first rotating shaft 22 to rotate, causing the first flipping rod 23 to flip, so that a pair of first obstacle-crossing wheels 24 press down on the connecting pipe 8 obstacle, completing the support switching of the first obstacle-crossing wheels 24. The first clamping mechanism 31 drives a pair of first pressure rollers 32 to release the high-voltage lines to both sides, releasing the clamping of the first walking component 3 and avoiding interference or jamming between the first pressure rollers 32 and the connecting pipe 8. Switching to the first joint motor 26 driving the first obstacle-crossing wheel 24 to rotate and the fourth joint motor 53 driving the second pressure roller 52 to rotate, the first obstacle-crossing wheel 24 and the second pressure roller 52 cooperate to output power, driving the trolley to start crossing obstacles.

[0023] The first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 work together to support the obstacle-crossing state: After the first traveling component 3 completely crosses the connecting pipe 8 obstacle, it enters the middle obstacle-crossing stage supported by the double obstacle-crossing wheels. The second drive mechanism 41 drives the second rotating shaft 42 to rotate, causing the second flipping rod 43 to flip, so that the pair of second obstacle-crossing wheels 44 press down on the connecting pipe 8 obstacle, completing the support switch of the second obstacle-crossing wheels 44; the second clamping mechanism 51 drives the pair of second pressure rollers 52 to release the high-voltage lines to both sides, releasing the clamping of the second traveling component 5, and avoiding interference between the second pressure rollers 52 and the connecting pipe 8; the system switches to the first joint motor 26 driving the first obstacle-crossing wheel 24 to rotate and the third joint motor 46 driving the second obstacle-crossing wheel 44 to rotate. The first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 output power synchronously, driving the whole vehicle forward along the connecting pipe 8 obstacle, completing the middle stage of the vehicle body crossing the obstacle.

[0024] First traveling component 3 reset transition state: When the first traveling component 3 travels to the end of the obstacle in the connecting pipe 8, it enters the reset transition stage. The first clamping mechanism 31 first drives a pair of first pressure rollers 32 to clamp inward, pressing the end section of the obstacle and completing the temporary support of the first pressure rollers 32; the first drive mechanism 21 drives the first rotating shaft 22 to rotate again, driving the first flipping rod 23 to flip, so that a pair of first auxiliary wheels 25 press down to press the normal high-voltage wire behind the obstacle, completing the wheel group switching of the first obstacle crossing component 2; the switch is to the second joint motor 33 driving the first pressure roller 32 to rotate and the third joint motor 46 driving the second obstacle crossing wheel 44 to rotate. The first pressure roller 32 and the second obstacle crossing wheel 44 cooperate to output power, driving the trolley to continue moving forward.

[0025] The first obstacle-crossing component 2 enters a reset transition state after the first traveling component 3 has completely moved away from the obstacle in the connecting pipe 8. The first drive mechanism 21 drives the first rotating shaft 22 to reset and rotate, causing the first flipping rod 23 to flip back to its original position, so that a pair of first obstacle-crossing wheels 24 press down on the normal high-voltage wire behind them, restoring the normal support posture of the first obstacle-crossing wheels 24. The first clamping mechanism 31 drives a pair of first pressure wheels 32 to release to both sides, releasing the clamping on the end of the obstacle and preventing interference between the first pressure wheels 32 and the remaining section of the obstacle. The system switches to the first joint motor 26 driving the first obstacle-crossing wheel 24 to rotate and the third joint motor 46 driving the second obstacle-crossing wheel 44 to rotate. The first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 cooperate again to output power, driving the trolley to continue moving forward.

[0026] Second obstacle-crossing component 4 reset transition state: After the second obstacle-crossing component 4 completely moves away from the obstacle of the connecting pipe 8, it enters the reset transition stage. The second clamping mechanism 51 first drives a pair of second pressure rollers 52 to clamp inward, pressing the end section of the obstacle and completing the temporary support of the second pressure rollers 52. The second drive mechanism 41 drives the second rotating shaft 42 to rotate again, driving the second flipping rod 43 to flip, so that a pair of second auxiliary wheels 45 press down to press the normal high-voltage wire behind, completing the wheel set switching of the second obstacle-crossing component 4. Then the second clamping mechanism 51 drives the second pressure rollers 52 to release the obstacle to both sides, while the first clamping mechanism 31 drives the first pressure roller 32 to clamp the normal high-voltage wire behind inward, completing the reset clamping of the first walking component 3; the system switches to the first joint motor 26 driving the first obstacle-crossing wheel 24 to rotate and the second joint motor 33 driving the first pressure roller 32 to rotate. The first obstacle-crossing wheel 24 and the first pressure roller 32 cooperate to output power, driving the trolley to continue moving forward.

[0027] Normal walking recovery state: After the entire trolley has completely driven away from the obstacle of the connecting pipe 8, it enters the normal walking recovery stage. The second clamping mechanism 51 drives a pair of second pressure rollers 52 to clamp inward, pressing the normal high-voltage wire behind, restoring the clamping support of the second walking component 5. The first drive mechanism 21 drives the first rotating shaft 22 to reset, driving the first flipping rod 23 to lift, causing a pair of first obstacle-crossing wheels 24 to release the high-voltage wire, and the first obstacle-crossing component 2 returns to the initial reset and lifted state, waiting for the next obstacle-crossing trigger. Finally, it switches back to the second joint motor 33 driving the first pressure roller 32 to rotate, and the fourth joint motor 53 driving the second pressure roller 52 to rotate, and the dual walking wheels resume normal driving, driving the trolley to continue moving forward on the high-voltage wire, completing the entire obstacle-crossing process.

[0028] This invention utilizes a first traveling component 3 and a second traveling component 5, arranged sequentially along the axial direction of the frame 1, in alternating cooperation with a first obstacle-crossing component 2 and a second obstacle-crossing component 4. This allows for stable clamping of the conductor during normal driving, moving synchronously with the laying operation. During dynamic laying, it collects sag data in real time and feeds back the laying tension parameters, achieving precise control of sag parameters during laying construction and effectively improving the efficiency and quality of the work. Furthermore, by switching the wheel sets of the two obstacle-crossing components in stages, it maintains effective support from multiple wheel sets throughout the obstacle-crossing process, continuously crossing obstacles such as the splicing pipe 8 on the conductor without interruption. This ensures the equipment can travel on the conductor to be erected with obstacles. Simultaneously, the overall structure is simple and reliable, with each component independently driven and having clear operational logic. On-site disassembly, assembly, and maintenance are convenient, making it well-suited to the complex working environment of high-voltage laying construction sites.

[0029] Furthermore, it also includes a detection component 6, which includes a first sensor 61, a second sensor 62, a third sensor 63, and a fourth sensor 64. The first sensor 61 is located near the first obstacle-crossing component 2 at one end of the frame 1, and the fourth sensor 64 is located near the second walking component 5 at the other end of the frame 1. The second sensor 62 is connected to the frame 1 and is located between a pair of first pressure rollers 32. The third sensor 63 is connected to the frame 1 and is located between a pair of second rotating shafts 42.

[0030] Specifically, the first sensor 61 is located near the first obstacle-crossing component 2 at the front of the vehicle frame 1. When it detects an obstacle on the connecting pipe 8, it indicates that the obstacle has reached the front of the vehicle and the first obstacle-crossing component 2 is about to enter the obstacle area. This triggers the first obstacle-crossing component 2 to start, providing a trigger signal for the first drive mechanism 21 to operate and the first obstacle-crossing wheel 24 to press against the obstacle, thus officially starting the obstacle-crossing process. The second sensor 62 is located between a pair of first pressure wheels 32 (in the area of ​​the first walking component 3). When it detects an obstacle, it indicates that the obstacle has reached the position of the first walking component 3. This triggers the first clamping mechanism 31 to release the first pressure wheels 32, cooperating with the first obstacle-crossing component 2 to support the vehicle body. When it detects that the obstacle has disappeared (distance restored), it indicates that the first walking component 3 has completely crossed the obstacle. This triggers the first walking component 3 to reset and transition, controlling the first clamping mechanism 31 to drive the first pressure wheels 32 to clamp the end of the obstacle, thus starting the front walking component reset process. The third sensor 63 is located between a pair of second rotating shafts 42 (in the area of ​​the second obstacle-crossing component 4). When an obstacle is detected, it indicates that the obstacle has reached the position of the second obstacle-crossing component 4, triggering the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 to cooperate in supporting the obstacle-crossing state. The second drive mechanism 41 is controlled to drive the second obstacle-crossing wheel 44 to press the obstacle, while the second clamping mechanism 51 releases the second pressure wheel 52, switching to dual obstacle-crossing wheel cooperative movement. When the obstacle is detected to have disappeared, it indicates that the second obstacle-crossing component 4 is about to leave the obstacle, triggering the second obstacle-crossing component 4 to reset transition state and initiating the wheel group switching and reset process of the second obstacle-crossing component 4. The fourth sensor 64 is located near the second walking component 5 at the rear end of the vehicle frame 1. When the obstacle is detected to have disappeared and the distance returns to normal, it indicates that the entire vehicle has completely left the connecting pipe 8 obstacle, triggering the normal walking recovery state. The second clamping mechanism 51 is controlled to clamp the high-voltage line, and each obstacle-crossing component is reset, restoring normal walking and sag measurement mode. Further, the first drive mechanism 21 includes a first drive shaft 211, with first bevel gears 212 sleeved at both ends of the first drive shaft 211, and a second bevel gear 221 that meshes with the first bevel gears 212 sleeved on the first rotating shaft 22; the second drive mechanism 41 includes a second drive shaft 411, with third bevel gears 412 sleeved at both ends of the second drive shaft 411, and a fourth bevel gear 421 that meshes with the third bevel gears 412 sleeved on the second rotating shaft 42. The first drive mechanism 21 also includes a first drive source 213, with a first driving gear 214 disposed at the output end of the first drive source 213, and a first driven gear 215 that meshes with the first driving gear 214 sleeved on the first drive shaft 211; the second drive mechanism 41 also includes a second drive source 413, with a second driving gear 414 disposed at the output end of the second drive source 413, and a second driven gear 415 that meshes with the second driving gear 414 sleeved on the second drive shaft 411.

[0031] Specifically, both the first drive mechanism 21 and the second drive mechanism 41 adopt a two-stage transmission structure via a drive source through a gear pair and a bevel gear pair. Power is transmitted through the meshing of the active gear at the output end of the drive source with the driven gear on the drive shaft. Then, the bevel gears at both ends of the drive shaft mesh with the bevel gears on the corresponding rotating shafts to reverse the direction. A single drive source can synchronously drive the rotating shafts on both sides of the frame 1 to rotate synchronously, ensuring that the actions of the flipping rods and corresponding wheel sets on both sides are consistent and the force is balanced, avoiding jamming due to asynchronous actions on both sides during obstacle crossing. At the same time, the rigid meshing transmission of the gears and bevel gears has high precision and stable torque transmission, which can accurately control the flipping angle of the flipping rods, ensuring that the pressing posture of the obstacle crossing wheel and the auxiliary wheel is accurate and reliable. Moreover, the overall transmission structure is compact and easy to integrate and arrange on the frame 1, which is conducive to the lightweight design of the overall structure of the vehicle.

[0032] Further, the first clamping mechanism 31 includes a first bidirectional lead screw 311, on which a pair of first sliders 312 are sleeved, and the pair of first sliders 312 are respectively connected to a pair of first pressure rollers 32; the second clamping mechanism 51 includes a second bidirectional lead screw 511, on which a pair of second sliders 512 are sleeved, and the pair of second sliders 512 are connected to a pair of second pressure rollers 52. The first clamping mechanism 31 also includes a first guide rod 313, which is arranged along the width direction of the frame 1, and the first sliders 312 are sleeved on the first guide rod 313; the second clamping mechanism 51 also includes a second guide rod 513, which is arranged along the width direction of the frame 1, and the second sliders 512 are sleeved on the second guide rod 513.

[0033] Specifically, both the first clamping mechanism 31 and the second clamping mechanism 51 adopt a transmission structure of bidirectional lead screws paired with sliders. With the help of guide rods arranged along the width direction of the frame 1 for guidance and limitation, the sliders on both sides can be driven synchronously by a single bidirectional lead screw to drive the corresponding pressure rollers to move in opposite directions along the width direction. This ensures that the opening and closing actions of the pressure rollers on both sides are synchronized and consistent, with high centering accuracy. This makes the force even when clamping the wire, avoiding clamping deviation that could cause the vehicle to deviate or slip. The guide rods can precisely constrain the movement trajectory of the sliders, effectively improving the smoothness of the operation during the opening and closing of the pressure rollers, preventing the sliders from deviating or getting stuck, and ensuring stable and reliable clamping force output. At the same time, the lead screw and slider transmission structure is compact and has high transmission rigidity, which can stably maintain the clamping state and provide a solid clamping support foundation for the vehicle's normal walking and obstacle crossing switching processes.

[0034] Furthermore, the first clamping mechanism 31 also includes a third drive source 314 and a first synchronous belt 317. The output end of the third drive source 314 is provided with a first driving pulley 315, and a first driven pulley 316 is sleeved on the first bidirectional lead screw 311. The first synchronous belt 317 connects the first driving pulley 315 and the first driven pulley 316. The second clamping mechanism 51 includes a fourth drive source 514 and a second synchronous belt 517. The output end of the fourth drive source 514 is provided with a second driving pulley 515, and a second driven pulley 516 is sleeved on the second bidirectional lead screw 511. The second synchronous belt 517 connects the second driving pulley 515 and the second driven pulley 516.

[0035] Specifically, the first clamping mechanism 31 and the second clamping mechanism 51 respectively adopt the structure of the third drive source 314 and the fourth drive source 514 driving the bidirectional lead screw through the synchronous belt transmission pair. The power is transmitted through the cooperation of the active pulley, the synchronous belt and the driven pulley. The synchronous belt transmission can reduce the vibration interference in the transmission process by taking advantage of its smooth and shock-absorbing characteristics, ensuring the stability of the sag detection data. It can also flexibly arrange the installation position of the drive source and optimize the internal space layout of the frame 1. At the same time, the synchronous belt transmission ratio is precise, which can be used with the bidirectional lead screw to precisely control the opening and closing stroke and clamping force of the pressure roller, adapting to high-voltage wires of different diameters. Moreover, the transmission process has low noise and is easy to maintain, making it well-suited for the outdoor working environment of high-voltage line laying construction sites.

[0036] Furthermore, a folding handle 7 is also provided on one side of the frame 1.

[0037] Specifically, a folding handle 7 is provided on one side of the frame 1. When unfolded, it can be gripped by the operator to apply force, facilitating on-site equipment handling, installation, and retrieval, effectively improving the ease of operation at the cable laying construction site. When folded, it can be folded to fit the side of the frame 1 without increasing the width of the vehicle body, and does not interfere with the trolley's movement and obstacle crossing on high-voltage lines. The overall structure is compact, further improving the portability of the equipment and adapting to the transportation and operation needs of outdoor high-voltage cable laying construction.

[0038] Furthermore, the groove width of the first obstacle-crossing wheel 24 is equal to the groove width of the second obstacle-crossing wheel 44, the groove width of the first auxiliary wheel 25 is equal to the groove width of the second auxiliary wheel 45, and the groove width of the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 is greater than the groove width of the first auxiliary wheel 25 and the second auxiliary wheel 45.

[0039] Specifically, the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 adopt a wide groove design with equal width, which can be adapted to the structure of the connecting pipe 8 with a larger outer diameter. When crossing obstacles, the groove can fully fit the surface of the connecting pipe 8, increasing the contact friction and support and limiting effect, avoiding wheel slippage and jamming during obstacle crossing, and ensuring stable power transmission during obstacle crossing. The first auxiliary wheel 25 and the second auxiliary wheel 45 adopt a narrow groove design with equal width, which can accurately fit the outer diameter of conventional high-voltage wires, with a tight fit and strong positioning, providing stable auxiliary support for normal driving and obstacle crossing transition, reducing vehicle body swaying and deviation. At the same time, the groove width of the wheel sets with the same function is consistent, which can ensure that the wheel sets on both sides of the frame 1 are subjected to balanced force and synchronized movement, avoiding vehicle body tilting caused by uneven force on one side, and further improving the operational stability and reliability of the vehicle during the walking and obstacle crossing process.

[0040] An automatic obstacle-crossing method for a high-voltage line sag measuring trolley, used for the automatic obstacle-crossing of the high-voltage line sag measuring trolley described in the above embodiments, further includes the following steps: S1: The first clamping mechanism 31 drives a pair of first pressure rollers 32 to clamp the high-voltage line, and the second clamping mechanism 51 drives a pair of second pressure rollers 52 to clamp the wire; the second joint motor 33 and the fourth joint motor 53 respectively drive the first pressure roller 32 and the second pressure roller 52 to rotate, driving the trolley to move forward along the high-voltage line; Specifically, during the normal walking phase, the first clamping mechanism 31 drives a pair of first pressure rollers 32 to clamp the high-voltage line, and the second clamping mechanism 51 drives a pair of second pressure rollers 52 to clamp the conductor. The second joint motor 33 and the fourth joint motor 53 respectively drive the first pressure rollers 32 and the second pressure rollers 52 to rotate, causing the trolley to move forward along the high-voltage line. By having the two sets of clamping mechanisms clamp the conductor synchronously and the dual joint motors drive it in coordination, the trolley maintains a stable clamping posture during normal driving, providing a stable working foundation for sag measurement. At the same time, all sensors are in real-time monitoring mode and can actively detect obstacles ahead.

[0041] S2. When the trolley moves to the position of the obstacle corresponding to the first obstacle crossing component 2, the first drive mechanism 21 drives a pair of first obstacle crossing wheels 24 to press the obstacle; then the first clamping mechanism 31 drives a pair of first pressure wheels 32 to release the high voltage line, and the first joint motor 26 and the fourth joint motor 53 respectively drive the first obstacle crossing wheel 24 and the second pressure wheel 52 to rotate, driving the trolley to start crossing the obstacle. Specifically, when the first sensor 61 detects a change in distance and determines that the vehicle has reached the obstacle position corresponding to the first obstacle-crossing component 2, the first drive mechanism 21 drives a pair of first obstacle-crossing wheels 24 to press against the obstacle; then the first clamping mechanism 31 drives a pair of first pressure wheels 32 to release the high-voltage wire, and the first joint motor 26 and the fourth joint motor 53 respectively drive the first obstacle-crossing wheels 24 and the second pressure wheels 52 to rotate, causing the vehicle to begin crossing the obstacle. By accurately triggering the obstacle-crossing start based on the distance change signal from the first sensor 61, the first obstacle-crossing wheels 24 are pressed and supported before the first pressure wheels 32 are released, ensuring that there is always an effective support point throughout the obstacle-crossing transition, preventing vehicle instability, and smoothly entering the obstacle-crossing condition.

[0042] S3. After the first walking component 3 crosses the obstacle, the second drive mechanism 41 drives a pair of second obstacle-crossing wheels 44 to press against the obstacle. Then, the second clamping mechanism 51 drives a pair of second pressure wheels 52 to release the high-voltage line. The first joint motor 26 and the third joint motor 46 drive the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 to rotate respectively, driving the trolley to move forward along the obstacle. Specifically, when the third sensor 63 detects a change in distance and determines that the first walking component 3 has crossed the obstacle, the second drive mechanism 41 drives a pair of second obstacle-crossing wheels 44 to press against the obstacle. Then, the second clamping mechanism 51 drives a pair of second pressure wheels 52 to release the high-voltage wire. The first joint motor 26 and the third joint motor 46 respectively drive the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 to rotate, driving the trolley forward along the obstacle. The detection signal from the third sensor 63 triggers the second obstacle-crossing wheel 44 to engage the support. The support switch is completed before the second pressure wheels 52 are released, maintaining the dual-wheel set bearing state. The dual obstacle-crossing wheels jointly provide obstacle-crossing power, ensuring the driving stability and continuous power when the middle section of the vehicle crosses the obstacle.

[0043] S4. When the trolley drives out of the obstacle, the first clamping mechanism 31 first drives a pair of first pressure rollers 32 to press the obstacle, then the first drive mechanism 21 drives a pair of first auxiliary rollers 25 to press the high voltage line, and the second joint motor 33 and the third joint motor 46 respectively drive the first pressure rollers 32 and the second obstacle-crossing rollers 44 to rotate. Specifically, when the first sensor 61 detects a position change and determines that the front end of the trolley has passed an obstacle, the first clamping mechanism 31 first drives a pair of first pressure rollers 32 to press the obstacle, and then the first drive mechanism 21 drives a pair of first auxiliary rollers 25 to press the high-voltage line. The second joint motor 33 and the third joint motor 46 respectively drive the first pressure rollers 32 and the second obstacle-crossing roller 44 to rotate. By using the position change signal of the first sensor 61 to identify the end of the obstacle, the first pressure rollers 32 first support the obstacle section, and then the first auxiliary rollers 25 support the normal conductor, realizing a smooth transition from the obstacle section to the normal conductor and avoiding vehicle body swaying and drop caused by wheel switching.

[0044] S5. When the first walking component 3 moves away from the obstacle, the first drive mechanism 21 first drives a pair of first obstacle-crossing wheels 24 to clamp the high-voltage line, and then the first clamping mechanism 31 drives a pair of first pressure wheels 32 to release the obstacle. The first joint motor 26 and the third joint motor 46 respectively drive the first obstacle-crossing wheel 24 and the second obstacle-crossing wheel 44 to rotate. Specifically, when the second sensor 62 detects a position change and determines that the first walking component 3 has moved away from the obstacle, the first drive mechanism 21 first drives a pair of first obstacle-crossing wheels 24 to clamp the high-voltage line. Then, the first clamping mechanism 31 drives a pair of first pressure wheels 32 to release the obstacle. The first joint motor 26 and the third joint motor 46 respectively drive the first obstacle-crossing wheels 24 and the second obstacle-crossing wheels 44 to rotate. Based on the position change signal from the second sensor 62, it is determined that the first walking component 3 has completely moved away from the obstacle. The first obstacle-crossing wheels 24 are reset to clamp the normal wire before the first pressure wheels 32 are released, ensuring continuous front support without interruption. Simultaneously, the dual obstacle-crossing wheel drive state is maintained, providing stable support for the rear component to exit the obstacle.

[0045] S6: When the second obstacle-crossing component 4 moves away from the obstacle, the second clamping mechanism 51 first drives a pair of second pressure rollers 52 to clamp the obstacle, then the second drive mechanism 41 drives a pair of second auxiliary rollers 45 to press the high-voltage line, then the second clamping mechanism 51 resets and releases the obstacle, while the first clamping mechanism 31 drives a pair of first pressure rollers 32 to press the high-voltage line, and the first joint motor 26 and the second joint motor 33 respectively drive the first obstacle-crossing wheel 24 and the first pressure roller 32 to rotate; Specifically, when the third sensor 63 detects a position change and determines that the second obstacle-crossing component 4 has moved away from the obstacle, the second clamping mechanism 51 first drives a pair of second pressure rollers 52 to clamp the obstacle, then the second drive mechanism 41 drives a pair of second auxiliary wheels 45 to press the high-voltage line, and then the second clamping mechanism 51 resets and releases the obstacle. At the same time, the first clamping mechanism 31 drives a pair of first pressure rollers 32 to press the high-voltage line, and the first joint motor 26 and the second joint motor 33 respectively drive the first obstacle-crossing wheel 24 and the first pressure roller 32 to rotate. Relying on the signal from the third sensor 63 to trigger the subsequent reset process, the second pressure rollers 52 first temporarily support the end of the obstacle, and then the second auxiliary wheels 45 are switched to press the normal wire, simultaneously completing the reset and clamping of the front walking component. Multiple points alternately bear the load to ensure that the vehicle body posture is stable and without deviation during the subsequent obstacle-crossing reset process.

[0046] S7. After the entire trolley leaves the obstacle, the second clamping mechanism 51 drives a pair of second pressure rollers 52 to clamp the high-voltage line. Then, the first drive mechanism 21 drives two first obstacle-crossing rollers 24 to release the high-voltage line. The second joint motor 33 and the fourth joint motor 53 respectively drive the first pressure roller 32 and the second pressure roller 52 to continue moving forward on the high-voltage line.

[0047] When the fourth sensor 64 detects a position change and determines that the entire vehicle has moved away from the obstacle, the second clamping mechanism 51 drives a pair of second pressure rollers 52 to clamp the high-voltage line. Then, the first drive mechanism 21 drives the two first obstacle-crossing rollers 24 to release the high-voltage line. The second joint motor 33 and the fourth joint motor 53 respectively drive the first pressure rollers 32 and the second pressure rollers 52 to continue moving forward on the high-voltage line. The detection signal from the fourth sensor 64 confirms that the entire vehicle has completely moved away from the obstacle. The actions of clamping the second pressure rollers 52 and resetting the obstacle-crossing component are completed in sequence, accurately restoring the normal walking mode. The obstacle-crossing component is retracted without interfering with normal driving, and the vehicle returns to a stable sag measurement operation state.

[0048] In summary, this invention introduces a high-voltage line laying sag measurement trolley and an automatic obstacle-crossing method. The invention utilizes a first traveling component 3 and a second traveling component 5, arranged sequentially along the axial direction of the frame 1, working in alternating cooperation with a first obstacle-crossing component 2 and a second obstacle-crossing component 4. This allows for stable clamping of the conductor during normal operation, moving synchronously with the laying operation. During dynamic laying, it collects sag data in real time and feeds back laying tension parameters, achieving precise control of sag parameters during laying construction and effectively improving the efficiency and quality of the work. Furthermore, by switching between the two obstacle-crossing components' rotating wheel sets in stages, multiple wheel sets maintain effective support throughout the obstacle-crossing process, allowing for continuous and uninterrupted crossing of the splicing pipe 8 obstacle on the conductor. This ensures the equipment can travel on the conductor with obstacles throughout the entire process. The overall structure is simple and reliable, with each component independently driven and having clear operational logic. On-site disassembly, assembly, and maintenance are convenient, making it well-suited to the complex working environment of high-voltage line laying construction sites.

[0049] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A high-voltage line sag measuring trolley, characterized in that, include: The vehicle frame and a first obstacle-crossing assembly, a first running gear assembly, a second obstacle-crossing assembly, and a second running gear assembly arranged sequentially along the length of the vehicle frame; The first obstacle-crossing component includes a pair of first rotating shafts and a first drive mechanism. One end of the pair of first rotating shafts is symmetrically arranged on both sides of the vehicle frame, and the other end of the first rotating shaft is connected to a first tilting rod. The two ends of the first tilting rod are provided with a first obstacle-crossing wheel and a first auxiliary wheel. One of the first obstacle-crossing wheels is provided with a first joint motor connected to the first obstacle-crossing wheel. The first drive mechanism is arranged on the vehicle frame. The first drive mechanism drives the pair of first rotating shafts to rotate, and the rotation of the first rotating shafts drives the first tilting rod to rotate. The first walking assembly includes a pair of first pressure rollers and a first clamping mechanism. The first clamping mechanism is mounted on the frame. The pair of first pressure rollers are connected to the first clamping mechanism. The first clamping mechanism drives the pair of first pressure rollers to move along the width direction of the frame. A second joint motor connected to the first pressure roller is mounted on one of the first pressure rollers. The second obstacle-crossing assembly includes a pair of second rotating shafts and a second drive mechanism. One end of the pair of second rotating shafts is symmetrically arranged on both sides of the vehicle frame, and the other end of the second rotating shaft is hinged to a second tilting rod. The two ends of the second tilting rod are provided with a second obstacle-crossing wheel and a second auxiliary wheel. One of the second obstacle-crossing wheels is provided with a third joint motor connected to the second obstacle-crossing wheel. The second drive mechanism is arranged on the vehicle frame. The second drive mechanism drives the pair of second rotating shafts to rotate, and the rotation of the second rotating shafts drives the second tilting rod to rotate. The second walking assembly includes a pair of second pressure rollers and a second clamping mechanism. The second clamping mechanism is mounted on the frame. The pair of second pressure rollers are connected to the second clamping mechanism. The second clamping mechanism drives the pair of second pressure rollers to move along the width direction of the frame. A fourth joint motor connected to the second pressure roller is mounted on one of the second pressure rollers.

2. The high-voltage line sag measuring trolley according to claim 1, characterized in that: It also includes a detection component, which includes a first sensor, a second sensor, a third sensor and a fourth sensor. The first sensor is located at one end of the frame near the first obstacle-crossing component, and the fourth sensor is located at the other end of the frame near the second walking component. The second sensor is connected to the frame and is located between a pair of first pressure rollers. The third sensor is connected to the frame and is located between a pair of second rotating shafts.

3. The high-voltage line sag measuring trolley according to claim 1, characterized in that: The first driving mechanism includes a first driving shaft, with a first bevel gear sleeved at both ends of the first driving shaft, and a second bevel gear that cooperates with the first bevel gear sleeved on the first rotating shaft; the second driving mechanism includes a second driving shaft, with a third bevel gear sleeved at both ends of the second driving shaft, and a fourth bevel gear that cooperates with the third bevel gear sleeved on the second rotating shaft.

4. The high-voltage line sag measuring trolley according to claim 3, characterized in that: The first driving mechanism further includes a first driving source, the output end of which is provided with a first driving gear, and a first driven gear meshing with the first driving gear is sleeved on the first driving shaft; the second driving mechanism further includes a second driving source, the output end of which is provided with a second driving gear, and a second driven gear meshing with the second driving gear is sleeved on the second driving shaft.

5. The high-voltage line sag measuring trolley according to claim 1, characterized in that: The first clamping mechanism includes a first bidirectional lead screw, on which a pair of first sliders are sleeved, and the pair of first sliders are respectively connected to a pair of first pressure rollers; the second clamping mechanism includes a second bidirectional lead screw, on which a pair of second sliders are sleeved, and the pair of second sliders are connected to a pair of second pressure rollers.

6. The high-voltage line sag measuring trolley according to claim 5, characterized in that: The first clamping mechanism further includes a first guide rod, which is arranged along the width direction of the vehicle frame, and the first slider is sleeved on the first guide rod; the second clamping mechanism further includes a second guide rod, which is arranged along the width direction of the vehicle frame, and the second slider is sleeved on the second guide rod.

7. The high-voltage line sag measuring trolley according to claim 5, characterized in that: The first clamping mechanism further includes a third drive source and a first synchronous belt. The output end of the third drive source is provided with a first driving pulley, and the first driven pulley is sleeved on the first bidirectional lead screw. The first synchronous belt connects the first driving pulley and the first driven pulley. The second clamping mechanism includes a fourth drive source and a second synchronous belt. The output end of the fourth drive source is provided with a second driving pulley, and the second driven pulley is sleeved on the second bidirectional lead screw. The second synchronous belt connects the second driving pulley and the second driven pulley.

8. The high-voltage line sag measuring trolley according to claim 1, characterized in that: A folding handle is also provided on one side of the frame.

9. The high-voltage line sag measuring trolley according to claim 1, characterized in that: The groove width of the first obstacle-crossing wheel is equal to the groove width of the second obstacle-crossing wheel, the groove width of the first auxiliary wheel is equal to the groove width of the second auxiliary wheel, and the groove width of the first obstacle-crossing wheel and the second obstacle-crossing wheel is greater than the groove width of the first auxiliary wheel and the second auxiliary wheel.

10. An automatic obstacle-crossing method for a high-voltage line sag measuring trolley, used for automatic obstacle-crossing of the high-voltage line sag measuring trolley as described in any one of claims 1-9, characterized in that, It also includes the following steps: S1: The first clamping mechanism drives a pair of first pressure rollers to clamp the high-voltage line, and the second clamping mechanism drives a pair of second pressure rollers to clamp the conductor; the second joint motor and the fourth joint motor respectively drive the first pressure roller and the second pressure roller to rotate, driving the trolley to move forward along the high-voltage line; S2. When the trolley moves to the position of the obstacle corresponding to the first obstacle crossing component, the first drive mechanism drives a pair of first obstacle crossing wheels to press the obstacle; then the first clamping mechanism drives a pair of first pressure wheels to release the high voltage line, and the first joint motor and the fourth joint motor respectively drive the first obstacle crossing wheel and the second pressure wheel to rotate, driving the trolley to start crossing the obstacle. S3. After the first walking component crosses the obstacle, the second drive mechanism drives a pair of second obstacle-crossing wheels to press against the obstacle. Then, the second clamping mechanism drives a pair of second pressure wheels to release the high-voltage line. The first joint motor and the third joint motor drive the first obstacle-crossing wheel and the second obstacle-crossing wheel to rotate, driving the trolley to move forward along the obstacle. S4. When the trolley drives out of the obstacle, the first clamping mechanism first drives a pair of first pressure wheels to press the obstacle, then the first drive mechanism drives a pair of first auxiliary wheels to press the high voltage line, and the second joint motor and the third joint motor respectively drive the first pressure wheel and the second obstacle-crossing wheel to rotate. S5. When the first walking component moves away from the obstacle, the first drive mechanism first drives a pair of first obstacle-crossing wheels to clamp the high-voltage line, and then the first clamping mechanism drives a pair of first pressure wheels to release the obstacle. The first joint motor and the third joint motor drive the first obstacle-crossing wheel and the second obstacle-crossing wheel to rotate respectively. S6: When the second obstacle-crossing component moves away from the obstacle, the second clamping mechanism first drives a pair of second pressure wheels to clamp the obstacle, then the second drive mechanism drives a pair of second auxiliary wheels to press the high-voltage line, then the second clamping mechanism resets and releases the obstacle, while the first clamping mechanism drives a pair of first pressure wheels to press the high-voltage line, and the first joint motor and the second joint motor drive the first obstacle-crossing wheel and the first pressure wheel to rotate respectively; S7. After the entire trolley leaves the obstacle, the second clamping mechanism drives a pair of second pressure rollers to clamp the high-voltage line. Then, the first drive mechanism drives two first obstacle-crossing rollers to release the high-voltage line. The second joint motor and the fourth joint motor drive the first pressure roller and the second pressure roller to continue moving forward on the high-voltage line, respectively.

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