Energy-saving assisted semi-automatic beam transport vehicle

Abstract

A kind of half-automated beam transport vehicle of assisted energy-saving, including track, transportation platform is connected with rolling on the track, the track is provided with kinetic energy recovery mechanism along the length direction of its two ends respectively, for absorbing and storing kinetic energy in the process of deceleration of transportation platform, limit unit for releasing the kinetic energy recovery mechanism stored kinetic energy is installed in track;The air storage cavity is arranged in the transportation platform, and the transportation platform is lowered to compress the air in the air storage cavity when carrying goods;Compared with prior art, the design can complete energy collection without additional energy input, and the structure is simple and reliable.When the transportation platform starts, the compressed air in the air storage cavity is released by the jet assembly, and the reaction force generated by the compressed air impacting the reverse thrust plate pushes the transportation platform to move, providing initial starting power.The design directly aims at the biggest technical pain point of energy consumption in the starting stage of beam transport vehicle, and fundamentally solves the problem of large energy consumption in the starting stage.

Description

Technical Field

[0001] This invention relates to the field of bridge engineering technology, specifically to a power-assisted, energy-saving, semi-automatic beam transport vehicle. Background Technology

[0002] A girder transporter is a device used in bridge construction to transport bridge components, primarily bridge sections and decking. Existing girder transporters have a simple structure, consisting of a movable trolley placed on rails, with the bridge or decking components lifted onto the transporter via a gantry crane hook. The transporter then moves along the rails, powered by electricity, hydraulics, or other means, to transport the decking to a designated location.

[0003] During normal operation of a girder transporter, the highest energy or fuel consumption occurs during the initial start-up phase. Because the bridge components carried by the girder transporter are enormous (typically hundreds or even thousands of tons), starting from a standstill requires overcoming immense static friction and inertial forces, resulting in a very high proportion of energy consumption during this phase. Current energy-saving research on girder transporters primarily focuses on control strategies, such as linearly coupling diesel engine speed and hydraulic system displacement based on operating condition classification, or adjusting hydraulic system flow through travel pressure control to reduce power consumption. While these methods reduce operating energy consumption to some extent, they do not fundamentally solve the problem of high energy consumption during start-up, nor do they effectively recover and utilize the kinetic energy generated during braking.

[0004] Chinese Patent Application No. 201810574040.5 discloses a bridge transport vehicle, which includes: a frame; a support platform disposed on the upper part of the frame, with slide rails on the platform; a pair of bridge support frames disposed on the support platform and connected to the slide rails; and multiple sets of drive devices disposed on the lower part of the frame for driving the support platform to move horizontally. Chinese Patent Application No. 201120017926.3 discloses a regenerative braking and power assist integrated device for locomotives, characterized in that it includes: a transmission gear set, a locomotive braking component set, a high-pressure air tank, and a locomotive power assist component set; one end of the gear set is fixed to the locomotive axle, and the other end is connected to the locomotive braking component set and the locomotive power assist component set respectively, both of which are connected to the high-pressure air tank.

[0005] While there are existing technologies for storing energy in compressed air and using it for locomotive assistance—such as recovering kinetic energy from the locomotive through gear sets and converting that kinetic energy into air potential energy through a twin-screw air compressor—current technologies largely rely on complex mechanical transmission structures like gear sets to achieve kinetic energy recovery and conversion, resulting in complex systems and high costs. Furthermore, existing energy-saving solutions for beam transport vehicles fail to fully utilize the energy generated by the weight of the cargo itself when the vehicle is carrying it, and also fail to organically combine brake energy recovery with the utilization of the cargo's gravitational potential energy to achieve effective assistance during the beam transport vehicle's start-up phase. Summary of the Invention

[0006] The present invention aims to overcome the defects in the prior art and provide a simple structure that enables the coordinated recovery of braking kinetic energy of the beam transport vehicle and gravitational potential energy of the cargo, and provides auxiliary power for the starting stage.

[0007] To achieve the above-mentioned objectives, the present invention adopts the following technical solution: a power-assisted, energy-saving, semi-automatic beam transport vehicle, comprising a track on which a transport platform is rotatably connected. Kinetic energy recovery mechanisms are respectively provided at both ends of the track along its length to absorb and store kinetic energy during the deceleration of the transport platform. A limiting unit is installed within the track to release the kinetic energy stored by the kinetic energy recovery mechanisms. An air storage cavity is provided in the transport platform. When the transport platform carries cargo, it moves downwards to compress the air in the air storage cavity. An air jet assembly communicating with the air storage cavity is provided on the transport platform. Reverse thrust plates corresponding to the air jet assembly are fixedly provided on both sides of the track in the width direction. When the transport platform starts, the air jet assembly releases compressed air from the air storage cavity. The reaction force generated by the compressed air impacting the reverse thrust plates propels the transport platform to move, providing initial starting power.

[0008] As a preferred embodiment of the present invention, the transport platform includes an upper platform and a lower platform. An air storage cavity is disposed inside the lower platform. The upper platform is slidably disposed inside the air storage cavity. A sealing plug is provided on the side wall of the upper platform to abut against the inner wall of the air storage cavity. An air outlet is provided on the lower platform to communicate with the air storage cavity. An air jet assembly is connected to the air outlet.

[0009] As a preferred embodiment of the present invention, a first spring is provided between the upper platform and the lower platform, and the first spring is located at the edge of the air storage cavity.

[0010] As a preferred embodiment of the present invention, the jet assembly includes a jet pipe connected to the air outlet and disposed toward the thrust reverser plate, a compression pipe coaxially disposed on the jet pipe, and a solenoid valve disposed on the compression pipe.

[0011] As a preferred embodiment of the present invention, the inner diameter of the connection between the compression pipe and the jet pipe is larger than the inner diameter of the output end of the compression pipe.

[0012] As a preferred embodiment of the present invention, the push plate has an inclined surface on one side relative to the compression tube, and the inclined surface is perpendicular to the axis of the compression tube.

[0013] As a preferred embodiment of the present invention, the kinetic energy recovery mechanism includes a connecting shell fixed to the end of the track, the connecting shell being slidably connected to an abutment plate that abuts against the lower platform, a second spring being provided between the abutment plate and the bottom of the connecting shell, and an approach element being provided on the abutment plate, and a proximity switch cooperating with the approach element being provided at the opening of the connecting shell.

[0014] As a preferred embodiment of the present invention, the limiting unit includes a base fixed in the track, the base is provided with a motor connected to a proximity switch signal, the output end of the motor is connected to a threaded rod, and a limiting block is threadedly connected to the threaded rod.

[0015] As a preferred embodiment of the present invention, the lower platform is provided with blocking plates at both ends of the bottom, which cooperate with the limiting blocks.

[0016] As a preferred embodiment of the present invention, the bottom of the lower platform is provided with wheels, one side of the wheels is connected to a power unit, and a disc brake is provided on the outer side of the wheels.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] 1. When the transport platform is carrying cargo, it lowers to compress the air in the air storage cavity, converting the gravitational potential energy of the cargo, such as bridge components, into the potential energy of the compressed air and storing it in the air storage cavity. This design achieves energy harvesting without additional energy input, and its structure is simple and reliable. During startup, the jet assembly releases the compressed air from the air storage cavity. The reaction force generated by the compressed air impacting the thrust plate propels the transport platform, providing initial startup power. This design directly addresses the technical pain point of the beam transport vehicle's highest energy consumption during startup, fundamentally solving the problem of high energy consumption during this phase.

[0019] 2. The kinetic energy recovery mechanisms installed at both ends of the track can absorb and store kinetic energy during the deceleration of the transport platform, and the release of the recovered energy is controlled by limit units. Compared with the energy waste caused by traditional friction braking methods, this solution achieves efficient recovery and utilization of braking energy.

[0020] 3. By combining the use of compressed air to carry cargo with the recovery of braking kinetic energy, the energy of the beam transport vehicle is self-circulated during operation. Kinetic energy is recovered during braking, gravitational potential energy is stored during loading, and energy is released to assist drive during start-up, which significantly reduces the overall energy consumption of the beam transport vehicle throughout its operation.

[0021] 4. Energy collection, storage and release are achieved through relatively simple mechanical structures such as air storage cavity, jet assembly, thrust reverser and kinetic energy recovery mechanism. No complicated gear transmission or motor power generation equipment is required. It is lightweight and low cost. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of the present invention;

[0023] Figure 2 This is a schematic diagram of the jet assembly of the present invention;

[0024] Figure 3 This is a schematic diagram of the kinetic energy recovery structure of the present invention;

[0025] Figure 4 This is a structural diagram of the transportation platform;

[0026] Figure 5 This is a schematic diagram of the kinetic energy recovery mechanism;

[0027] Figure 6 This is a schematic diagram of the limiting unit;

[0028] Figure 7 This is a schematic diagram of the structure at the bottom of the lower platform;

[0029] Reference numerals: Track 1, Transport platform 2, Upper platform 21, Sealing plug 211, Lower platform 22, Air storage cavity 221, Air outlet 222, First spring 223, Disc brake 23, Baffle plate 24, Wheel 25, Power unit 26, Kinetic energy recovery mechanism 3, Abutment plate 31, Approach component 311, Second spring 32, Connecting shell 33, Proximity switch 331, Limiting unit 4, Base 41, Limiting block 42, Threaded rod 43, Third spring 44, Motor 45, Push plate 5, Inclined surface 51, Jet assembly 6, Jet pipe 61, Compression pipe 62, Solenoid valve 63. Detailed Implementation

[0030] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0031] like Figures 1-7As shown, a power-assisted, energy-saving, semi-automatic beam transport vehicle includes a track 1, on which a transport platform 2 is rolled. Kinetic energy recovery mechanisms 3 are respectively installed at both ends of the track 1 along its length to absorb and store kinetic energy during the deceleration of the transport platform 2. A limiting unit 4 is installed inside the track 1 to release the kinetic energy stored by the kinetic energy recovery mechanisms 3. The transport platform 2 has an air storage cavity 221. When carrying cargo, the transport platform 2 moves downward to compress the air in the air storage cavity 221. An air jet assembly 6 communicating with the air storage cavity 221 is provided on the transport platform 2. Reverse thrust plates 5 corresponding to the air jet assembly 6 are fixedly installed on both sides of the track 1 in the width direction. When the transport platform 2 starts, the air jet assembly 6 releases the compressed air from the air storage cavity 221. The reaction force generated by the compressed air impacting the reverse thrust plates 5 propels the transport platform 2 to move, providing initial starting power.

[0032] Specifically, track 1 consists of two parallel tracks laid on the ground along the bridge construction direction. Track 1 is made of I-beams or special heavy-duty steel rails, with an "I"-shaped cross-section and a running surface at the top. The transport platform 2 uses multiple sets of wheels 25 at its bottom to roll in conjunction with the running surface of track 1, enabling reciprocating movement along the length of track 1.

[0033] like Figure 1 and Figure 3 As shown, kinetic energy recovery mechanisms 3 are respectively installed at both ends of the track 1 along its length (i.e., the end point of the beam transport vehicle). The kinetic energy recovery mechanism 3 is installed as a whole on the extension section or independent base at the end of the track 1. It is used to absorb and store the huge kinetic energy generated by the inertia of the transport platform 2 when it travels to the end of the track and decelerates and brakes, so as to avoid the energy being completely lost in the form of heat during the traditional friction braking process.

[0034] A limiting unit 4 is provided inside the track 1 near the kinetic energy recovery mechanism 3. The limiting unit 4 is embedded in the web plate or bottom mounting groove of the track 1, and its top can extend above the running surface of the track 1. It is used to convert the elastic potential energy stored in the kinetic energy recovery mechanism 3 into mechanical energy to propel the transport platform 2 forward when the transport platform 2 needs to start, so as to realize the controlled release of the recovered kinetic energy.

[0035] like Figure 4As shown, the transport platform 2 adopts a split-type load-bearing structure, specifically including an upper platform 21 and a lower platform 22. The lower platform 22 is a box-shaped steel structure integrally cast or welded, with a sealed air storage cavity 221 inside. The air storage cavity 221 is a rectangular cavity formed by sealing inside the lower platform 22, and its volume is determined according to the design load-bearing tonnage of the beam transport vehicle. The upper platform 21 is a flat steel structure component, and its external dimensions are adapted to the cross-sectional dimensions of the air storage cavity 221. The upper platform 21 can be slidably installed in the air storage cavity 221, that is, the lower part of the upper platform 21 is embedded in the air storage cavity 221, and can slide freely along the longitudinal (vertical) direction of the air storage cavity 221.

[0036] Sealing plugs 211 are fixedly installed around the four side walls of the upper platform 21. The sealing plugs 211 are made of wear-resistant rubber or polyurethane material, and their outer peripheral walls are tightly abutted against the inner wall of the gas storage cavity 221 to form a sliding seal fit, ensuring that the gas in the gas storage cavity 221 will not leak from the gap between the upper platform 21 and the inner wall of the gas storage cavity 221 during the up and down sliding of the upper platform 21.

[0037] Multiple first springs 223 are provided between the upper platform 21 and the lower platform 22. Each first spring 223 is a cylindrical helical compression spring, located at the edge of the air storage cavity 221 (i.e., the four corners of the air storage cavity 221 or both sides along its length). The bottom end of each first spring 223 is fixedly connected to the upper surface of the lower platform 22, and the top end of each first spring 223 is fixedly connected to the lower surface of the upper platform 21. The first springs 223 are used to lift the upper platform 21 to its initial high position when it is not carrying any goods, and to provide a restoring force after carrying goods. When the goods are unloaded, the first springs 223 use their own elastic restoring force to push the upper platform 21 back to its initial high position.

[0038] When bridge components (such as box girders or bridge decks, typically weighing hundreds to thousands of tons) are hoisted and placed on the upper surface of the upper platform 21 by the gantry crane, the upper platform 21 overcomes the elastic force of the first spring 223 under the action of the weight of the cargo and slides downward along the air storage cavity 221. The downward movement of the bottom of the upper platform 21 directly compresses the air in the air storage cavity 221, causing the air pressure in the air storage cavity 221 to increase, thereby converting the gravitational potential energy of the cargo into the potential energy of compressed air and storing it in the air storage cavity 221.

[0039] like Figure 4 As shown, an air outlet 222 communicating with the air storage cavity 221 is provided on the side wall of the lower platform 22. The air outlet 222 is a circular through hole, which is provided on both side walls of the lower platform 22 along the width direction of the track 1, and is used as a discharge channel for compressed air in the air storage cavity 221.

[0040] The transport platform 2 is equipped with a jet assembly 6 that communicates with the gas storage cavity 221. For example... Figure 1 and Figure 2 As shown, two jet assembly 6 are provided, located on opposite sides of the transport platform 2. The jet assembly 6 includes a jet pipe 61, a compression pipe 62, and a solenoid valve 63. The jet pipe 61 is a metal circular tube, and two jet pipes are provided. The air inlets of the two jet pipes 61 are connected, and an angle is formed between the two jet pipes 61. Preferably, this angle is greater than 90 degrees, so that the two jet pipes 61 face opposite directions, thereby providing auxiliary power to the transport platform 2 in two directions. The air inlet of the jet pipe 61 is fixedly connected to the air outlet 222 via a pipe joint and maintains a sealed connection. The air outlet of the jet pipe 61 is inclined downwards in the horizontal direction, facing the thrust plates 5 fixed on both sides of the track 1, and located on the outer side of the track 1 in the width direction.

[0041] The compression pipe 62 is fixedly connected to the jet pipe 61 and is coaxially arranged with the jet pipe 61 (i.e., the central axis of the compression pipe 62 coincides with the central axis of the jet pipe 61). The inlet end of the compression pipe 62 is fixedly connected to the outlet end of the jet pipe 61, and the outlet end of the compression pipe 62 is a free end. The compression pipe 62 adopts a tapered pipe structure, that is, the inner diameter of the connection between the compression pipe 62 and the jet pipe 61 is larger than the inner diameter of the outlet end of the compression pipe 62. The inner diameter gradually decreases along the airflow direction, forming a Laval nozzle or converging nozzle effect, which significantly increases the velocity and correspondingly decreases the pressure of the compressed air when it flows through the compression pipe 62, thereby ejecting it at a higher speed and increasing the impact force on the thrust reverser 5.

[0042] Solenoid valve 63 is fixedly mounted on compression pipe 62 and is used to control the timing of compressed air release from the air storage cavity 221. Solenoid valve 63 is a normally closed two-position two-way solenoid valve, electrically connected to the vehicle controller of the beam transporter, receiving opening / closing commands from the controller to release compressed air as needed. When solenoid valve 63 is open, the high-pressure air in the air storage cavity 221 is ejected outwards through outlet 222, jet pipe 61, solenoid valve 63, and compression pipe 62.

[0043] like Figure 2 As shown, thrust plates 5 corresponding to the jet assembly 6 are fixedly installed on both sides of the track 1 in the width direction. There are two thrust plates 5 on one side of the track 1, and the two thrust plates 5 are symmetrically arranged. The thrust plates 5 are rigid components that are integrally cast or welded from steel plates. Their bottoms are fixed to the ground or concrete base on both sides of the track 1 by anchor bolts or embedded parts, and are fixed relative to the track 1. The thrust plates 5 are set within the air outlet stroke range of the jet pipe 61 on the transport platform 2. That is, when the transport platform 2 is located at the starting position on the track 1 (usually at the end of the track 1 or the beam loading position), the air outlet of the compression pipe 62 is exactly aligned with the thrust plate 5.

[0044] Furthermore, the thrust reverser 5 has an inclined surface 51 on one side relative to the compression tube 62. The inclined surface 51 is a straight inclined surface, and its normal direction (i.e., the direction perpendicular to the inclined surface 51) is parallel to the axial direction of the compression tube 62, that is, the inclined surface 51 is perpendicular to the axis of the compression tube 62. When compressed air is ejected at high speed from the compression tube 62, the airflow impacts the inclined surface 51 along the axial direction of the compression tube 62. The airflow direction is perpendicular to the inclined surface 51. According to Newton's third law, while the thrust reverser 5 is impacted by the compressed air, it generates a reaction force of equal magnitude and opposite direction on the compressed air. This reaction force is transmitted to the transport platform 2 along the axial direction of the compression tube 62, pushing the transport platform 2 to move away from the thrust reverser 5 (i.e., along the starting direction of the track 1), providing initial starting power for the transport platform 2.

[0045] Wheels 25 are installed at the bottom of the lower platform 22. The wheels 25 are steel-rimmed wheels, with their rims engaging with the inner top of the track 1 to provide guidance and load-bearing functions. The wheels 25 are arranged in pairs on both sides of the bottom of the lower platform 22, with each pair of wheels 25 rotatably connected to the bottom frame of the lower platform 22 via an axle. A power unit 26 is connected to one side of each wheel 25. The power unit 26 is an electric motor or hydraulic motor, and its output is connected to the axle of the wheel 25 via a reduction gearbox. This power unit provides continuous driving force to the wheels 25 after the transport platform 2 obtains initial starting power, maintaining the normal operation of the transport platform 2.

[0046] Disc brakes 23 are installed on the outer side of the wheel 25. The disc brakes 23 are hydraulic or pneumatic disc brakes, with the brake discs fixedly connected to the wheel hubs of the wheel 25 and the brake calipers fixedly mounted on the bottom frame of the lower platform 22. The disc brakes 23 are used for normal deceleration and emergency braking during the normal operation of the transport platform 2, and work in conjunction with the kinetic energy recovery mechanism 3 to form multiple braking protections.

[0047] As for how the transport platform 2 accurately positions itself to its initial position after each movement, so that the compression tube 62 and the reverse thrust plate 5 are matched, this is achieved through existing technology, which will not be elaborated on here. In short, it is achieved through magnetic strip navigation or QR code navigation. A scanning camera or magnetic strip navigation sensor is installed on the vehicle body, and a barcode or QR code is installed on the track 1.

[0048] like Figure 5 As shown, the kinetic energy recovery mechanism 3 includes a connecting shell 33, an abutment plate 31, a second spring 32, a proximity component 311, and a proximity switch 331.

[0049] The connecting shell 33 is a cylindrical or rectangular shell structure with an open front end and a closed rear end, made of high-strength steel. The closed end (shell bottom) of the connecting shell 33 is fixedly connected to the ground base at the end of the track 1 or to the stop block at the end of the track 1 by bolts or welding. The open end of the connecting shell 33 faces the inside of the track 1 along its length (i.e., towards the direction of oncoming traffic to the transport platform 2), and the central axis of the connecting shell 33 is parallel to the length of the track 1. The inner wall of the connecting shell 33 is a smooth surface, forming a guide rail.

[0050] The abutment plate 31 is a rectangular or circular plate-shaped component, and its external dimensions are adapted to the inner wall dimensions of the connecting shell 33. The abutment plate 31 is slidably disposed inside the connecting shell 33. The end face of the abutment plate 31 located outside the connecting shell 33 is the abutment surface, which is used to abut against the end of the lower platform 22 (i.e., the front or rear end face of the lower platform 22 along the length direction of the track 1). When the transport platform 2 travels to the end of the track 1, the end face of the lower platform 22 first contacts the abutment surface of the abutment plate 31, pushing the abutment plate 31 to slide towards the bottom of the connecting shell 33 (i.e., away from the transport platform 2).

[0051] The second spring 32 is a cylindrical helical compression spring, which is disposed between the abutment plate 31 and the bottom of the connecting shell 33. One end of the second spring 32 is fixedly connected to the end face of the abutment plate 31 located inside the connecting shell 33, and the other end of the second spring 32 is fixedly connected to the inner wall of the bottom of the connecting shell 33. The axis of the second spring 32 coincides with the central axis of the connecting shell 33, ensuring that the second spring 32 deforms uniformly along the axial direction when the abutment plate 31 is compressed. When the abutment plate 31 is pushed towards the bottom of the shell by the lower platform 22, the second spring 32 is compressed, and the kinetic energy of the transport platform 2 is converted into the elastic potential energy of the second spring 32 and stored in the second spring 32. At the same time, the compression deformation of the second spring 32 provides a buffering and deceleration force for the transport platform 2.

[0052] The proximity element 311 is a metal sensing block or magnet, fixedly mounted on the upper surface of the abutment plate 31 (or embedded inside the abutment plate 31), and slides synchronously with the abutment plate 31. The proximity switch 331 is an inductive or magnetic proximity sensor, fixedly mounted on the upper side of the opening end of the connecting housing 33, located at the edge of the opening of the connecting housing 33, and used to sense the relative distance between the proximity element 311 and the proximity switch 331. When the abutment plate 31 is pushed into the connecting housing 33, the proximity element 311 moves towards the bottom of the housing with the abutment plate 31, and the distance between it and the proximity switch 331 fixed at the opening end of the connecting housing 33 gradually decreases; conversely, when the abutment plate 31 is reset outward under the action of the second spring 32, the proximity element 311 moves towards the opening end with the abutment plate 31, and the distance between it and the proximity switch 331 gradually increases. The proximity switch 331 generates a corresponding electrical signal by detecting the change in distance between itself and the proximity element 311 and outputs it to the motor 45 of the limit unit 4.

[0053] like Figure 6 As shown, the limiting unit 4 includes a base 41, a motor 45, a threaded rod 43, and a limiting block 42.

[0054] The base 41 is a U-shaped or L-shaped steel bracket, including a horizontal plate at the bottom and a vertical plate set on the horizontal plate. The horizontal plate is fixedly installed inside the track 1 by bolts (i.e., between the web plates of the track 1 or in the mounting groove at the bottom of the track 1). The bottom of the base 41 is fixed to the lower flange of the track 1 or the foundation.

[0055] Motor 45 is fixedly mounted on the bottom of base 41. Motor 45 is a servo motor or stepper motor, which is electrically connected to proximity switch 331 through a signal line and receives the position signal output by proximity switch 331. The output end of motor 45 (i.e., motor shaft) is set vertically upward.

[0056] The threaded rod 43 is an externally threaded rod, the lower end of which is fixedly connected to the output end of the motor 45 via a coupling or spline, and the upper end of the threaded rod 43 extends upward. The outer wall of the threaded rod 43 is provided with external threads.

[0057] The limiting block 42 is a cylindrical or rectangular block component with an internally threaded through hole at its center that mates with the external thread of the threaded rod 43. The limiting block 42 is threadedly connected to the upper end of the threaded rod 43 through this internally threaded through hole. The limiting block 42 can move up and down under the drive of the threaded rod 43, and the side wall of the limiting block 42 contacts the vertical plate of the base 41 to prevent the limiting block 42 from rotating. When the limiting block 42 moves upward, its top end can move above the travel surface of the track 1, thereby limiting and blocking the lower platform 22 of the transport platform 2. When the limiting block 42 moves downward, its top end retracts below the travel surface of the track 1, releasing the limitation on the transport platform 2.

[0058] A third spring 44, a cylindrical helical compression spring, can also be fitted onto the threaded rod 43. The bottom end of the third spring 44 abuts against the upper end face of the base 41 or the upper surface of the motor 45 housing, and the top end of the third spring 44 abuts against the lower end face of the limiting block 42. When the limiting block 42 moves downward under the drive of the motor 45, the third spring 44 is compressed and stores elastic potential energy; when the motor 45 reverses and pushes the limiting block 42 upward, the elastic restoring force of the third spring 44 can provide an upward support force for the limiting block 42. This support force is in the same direction as the driving force of the motor 45 and acts together on the limiting block 42, thereby assisting the motor 45 in pushing the limiting block 42 to quickly extend out of the traveling surface of the track 1, effectively reducing the output load of the motor 45 and improving the response speed of the limiting block 42.

[0059] At both ends of the bottom of the lower platform 22 (i.e., the bottom of the front end and the bottom of the rear end along the length of the track 1), a baffle plate 24 is fixedly installed to cooperate with the limiting block 42. The baffle plate 24 is an "L"-shaped or flat steel component that extends vertically downward, with the lower end of the baffle plate 24 being lower than the top surface of the limiting block 42. When the limiting block 42 extends above the traveling surface of the track 1, the side of the limiting block 42 abuts against the end face of the baffle plate 24, thereby preventing the lower platform 22 from continuing to slide forward.

[0060] The complete working process of this invention is as follows:

[0061] I. Loading and Gravitational Potential Energy Harvesting Stage

[0062] At the starting end of track 1 (beam loading station), the gantry crane hoists the bridge components onto the upper platform 21 of the transport platform 2. Under the weight of hundreds to thousands of tons of cargo, the upper platform 21 slides downwards along the air storage cavity 221, with the sealing plug 211 sliding along the inner wall of the air storage cavity 221 to ensure airtightness. The downward movement of the upper platform 21 compresses the air in the air storage cavity 221, increasing the air pressure (the specific pressure value depends on the weight of the cargo and the volume of the air storage cavity), converting the gravitational potential energy of the cargo into compressed air potential energy stored in the air storage cavity 221. Simultaneously, the first spring 223 located at the edge of the air storage cavity 221 is compressed.

[0063] II. Initial Support Phase

[0064] When the beam transport vehicle needs to be started, the vehicle controller first controls the corresponding solenoid valve 63 to open according to the transport direction. The high-pressure compressed air in the air storage cavity 221 enters the jet pipe 61 and the compression pipe 62 sequentially through the air outlet 222, and is ejected from the air outlet of the compression pipe 62 through the solenoid valve 63. Because the compression pipe 62 adopts a tapered structure (the inner diameter of the inlet is larger than the inner diameter of the outlet), the compressed air velocity increases sharply when flowing through the compression pipe 62, and is ejected from the output end of the compression pipe 62 in the form of a high-speed airflow, impacting the inclined surface 51 of the thrust plate 5 fixed on both sides of the track 1 at high speed. Since the inclined surface 51 is perpendicular to the axis of the jet pipe 61, the impact force of the compressed air is parallel to the axis of the jet pipe 61. According to Newton's third law, the reaction force is transmitted in the opposite direction along the axis of the jet pipe 61 to the transport platform 2, providing the initial forward thrust for the transport platform 2.

[0065] At the same time, before or at the same time as the start command is issued, the motor 45 of the limit unit 4 receives a signal from the proximity switch 331 (the signal is a loading completion or start preparation signal). The motor 45 drives the threaded rod 43 to rotate, causing the limit block 42 to move downward along the threaded rod 43, and the third spring 44 is compressed.

[0066] With the combined effect of the jet thrust booster and the spring energy release booster, the transport platform 2 obtains sufficient initial starting speed, which greatly reduces the static friction and inertial force that the power unit 26 needs to overcome in the starting phase, thereby significantly reducing the power or fuel consumption in the starting phase.

[0067] III. Normal Driving Phase

[0068] Once the transport platform 2 reaches its initial starting speed, the solenoid valve 63 closes, and the compressed air in the air storage cavity 221 stops being released. The power unit 26 starts synchronously with the solenoid valve 63, driving the wheels 25 to rotate through the reduction gearbox, maintaining the transport platform 2 traveling normally along the track 1 at a set speed. The first spring 223 remains compressed under the continuous action of the cargo, maintaining the air pressure in the air storage cavity 221. After the cargo is unloaded, the first spring 223 returns to its original position.

[0069] IV. Braking and Kinetic Energy Recovery Phase

[0070] When the transport platform 2 needs to brake and stop at the end of track 1, the end of the lower platform 22 first contacts the contact surface of the contact plate 31 of the kinetic energy recovery mechanism 3, pushing the contact plate 31 to slide towards the bottom of the connecting shell 33. During this process, the second spring 32 is compressed, and the huge inertial kinetic energy of the transport platform 2 is converted into the elastic potential energy of the second spring 32 and stored in the second spring 32. At the same time, the compression deformation of the second spring 32 provides a smooth buffer deceleration force for the transport platform 2, achieving smooth braking and avoiding the impact and energy waste of traditional emergency braking.

[0071] As the abutment plate 31 slides into the connecting shell 33, the proximity member 311 fixed on the abutment plate 31 retracts. The proximity switch 331 detects the change in distance between itself and the proximity member 311. When the distance reaches a preset threshold (indicating that the abutment plate 31 has been compressed to its limit position and the second spring 32 has finished storing energy), the proximity switch 331 sends a limit signal. This signal is transmitted to the motor 45 of the limit unit 4. The motor 45 starts and drives the threaded rod 43 to rotate, causing the limit block 42 to extend upward beyond the travel surface of the track 1. At this time, the limit block 42 abuts against the blocking plate 24 from the rear side (i.e., the side away from the abutment surface of the lower platform 22 and the abutment plate 31), locking the transport platform 2 at the end of the track 1, preventing the second spring 32 from pushing the transport platform 2 to slide in the opposite direction, and ensuring that the transport platform 2 is stably stopped.

[0072] V. Unloading and Reset Phase

[0073] At the end of track 1, the gantry crane lifts the bridge components off the upper platform 21. After the cargo is unloaded, the upper platform 21 slides upward and resets along the air storage cavity 221 under the elastic restoring force of the first spring 223. The internal pressure of the air storage cavity 221 returns to normal pressure, and external air flows back into the air storage cavity 221 through the air outlet 222 and the jet pipe 61, completing the gas replenishment and preparing for the next loading.

[0074] When the transport platform 2 needs to return from the end of the track 1 to the starting end, the motor 45 rotates in the opposite direction, the limit block 42 moves down to release the lock, the second spring 32 releases the stored elastic potential energy to push the abutment plate 31 to slide outward, and the abutment plate 31 pushes the platform 22 to start in the return direction. At the same time, the power unit 26 starts synchronously to drive the transport platform 2 to move, so as to achieve continuous energy saving in reciprocating operation.

[0075] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention; therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0076] Although this document uses numerous reference numerals from the accompanying drawings, including: track 1, transport platform 2, upper platform 21, sealing plug 211, lower platform 22, air storage cavity 221, air outlet 222, first spring 223, disc brake 23, blocking plate 24, wheel 25, power unit 26, kinetic energy recovery mechanism 3, abutment plate 31, proximity component 311, second spring 32, connecting shell 33, proximity switch 331, limiting unit 4, base 41, limiting block 42, threaded rod 43, third spring 44, motor 45, thrust plate 5, inclined plane 51, jet assembly 6, jet pipe 61, compression pipe 62, solenoid valve 63, etc., the possibility of using other terms is not excluded. These terms are used merely for the convenience of describing and explaining the essence of the invention; interpreting them as any additional limitation would contradict the spirit of the invention.

Claims

1. A power-assisted, energy-saving, semi-automatic beam transport vehicle, comprising a track (1), on which a transport platform (2) is rotatably connected, characterized in that, The track (1) is equipped with kinetic energy recovery mechanisms (3) at both ends along its length direction, which are used to absorb and store kinetic energy during the deceleration of the transport platform (2). The track (1) is equipped with a limiting unit (4) for releasing the kinetic energy stored by the kinetic energy recovery mechanism (3). The transport platform (2) is provided with an air storage cavity (221). When the transport platform (2) is carrying goods, it moves down to compress the air in the air storage cavity (221). The transport platform (2) is provided with a jet assembly (6) that communicates with the air storage cavity (221). The two sides of the track (1) in the width direction are fixedly provided with a counter-push plate (5) corresponding to the jet assembly (6). When the transport platform (2) is started, the jet assembly (6) releases the compressed air in the air storage cavity (221). The reaction force generated by the compressed air impacting the counter-push plate (5) pushes the transport platform (2) to move, so as to provide initial starting power.

2. The assisted energy-saving semi-automatic beam transporter according to claim 1, characterized in that, The transport platform (2) includes an upper platform (21) and a lower platform (22). An air storage cavity (221) is located inside the lower platform (22). The upper platform (21) is slidably located inside the air storage cavity (221). A sealing plug (211) is provided on the side wall of the upper platform (21) and abuts against the inner wall of the air storage cavity (221). An air outlet (222) is provided on the lower platform (22) and communicates with the air storage cavity (221). The jet assembly (6) is connected to the air outlet (222).

3. The assisted energy-saving semi-automatic beam transport vehicle according to claim 2, characterized in that, A first spring (223) is provided between the upper platform (21) and the lower platform (22), and the first spring (223) is located at the edge of the gas storage cavity (221).

4. The assisted energy-saving semi-automatic beam transport vehicle according to claim 2, characterized in that, The jet assembly (6) includes a jet pipe (61) connected to the air outlet (222) and arranged toward the thrust plate (5). A compression pipe (62) is coaxially arranged on the jet pipe (61), and a solenoid valve (63) is provided on the compression pipe (62).

5. The assisted energy-saving semi-automatic beam transport vehicle according to claim 4, characterized in that, The inner diameter of the connection between the compression pipe (62) and the jet pipe (61) is larger than the inner diameter of the output end of the compression pipe (62).

6. The assisted energy-saving semi-automatic beam transporter according to claim 4, characterized in that, The push plate (5) has an inclined surface (51) on one side relative to the compression tube (62), and the inclined surface (51) is perpendicular to the axis of the compression tube (62).

7. The assisted energy-saving semi-automatic beam transport vehicle according to claim 2, characterized in that, The kinetic energy recovery mechanism (3) includes a connecting shell (33) fixed to the end of the track (1). The connecting shell (33) is slidably connected to an abutment plate (31) that abuts against the lower platform (22). A second spring (32) is provided between the abutment plate (31) and the bottom of the connecting shell (33). An approach element (311) is provided on the abutment plate (31). A proximity switch (331) that cooperates with the approach element (311) is provided at the opening of the connecting shell (33).

8. The assisted energy-saving semi-automatic beam transport vehicle according to claim 7, characterized in that, The limiting unit (4) includes a base (41) fixed in the track (1). The base (41) is equipped with a motor (45) that is signal-connected to the proximity switch (331). The output end of the motor (45) is connected to a threaded rod (43), and a limiting block (42) is threadedly connected to the threaded rod (43).

9. A power-assisted, energy-saving, semi-automatic beam transport vehicle according to claim 8, characterized in that, The lower platform (22) has baffles (24) at both ends of its bottom that cooperate with the limiting block (42).

10. A power-assisted, energy-saving, semi-automatic beam transporter according to claim 1, characterized in that, The lower platform (22) is equipped with wheels (25) at the bottom. A power unit (26) is connected to one side of the wheels (25), and a disc brake (23) is provided on the outer side of the wheels (25).

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