Inspection vehicle track structure capable of automatically adapting to line shape
The track structure with adjustable web and upper cover plates and splicing notches allows automatic adaptation to bridge linear changes, addressing installation risks and ensuring post-construction alignment.
Patent Information
- Application Number
- CN202323562024.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2023-12-26
- Publication Date
- 2024-12-31
- Estimated Expiration
- 2033-12-26
AI Technical Summary
Existing bridge inspection vehicle tracks are fixed and cannot automatically adapt to the longitudinal and vertical linear conversions required by the main structure of a bridge during construction, leading to high-altitude installation risks and design mismatches.
A track structure with web and upper cover plates featuring stoppers and splicing plates with notches and pads, allowing for adjustable expansion and contraction, and oblong holes for connection to the main structure, enabling automatic linear adaptation.
Ensures smooth assembly and adaptation to the bridge's linear transformations, reducing high-altitude installation risks and ensuring the track meets design requirements post-construction.
Smart Images
Figure CN222275243U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of bridge inspection tracks, in particular to an inspection vehicle track structure capable of automatically adapting to a linear shape. Background Art
[0002] The inspection vehicle track provides a running track for the inspection vehicle for the maintenance and upkeep of the bridge after it is built, ensuring that the inspection vehicle can be moved at any time, and ensuring that the bridge inspection and maintenance personnel can safely and quickly enter the work position for inspection and maintenance. At present, the bridge inspection vehicle tracks are mostly made of standard profiles and arranged along the bridge. However, since a single track usually uses a fixed connection to cross the interface of adjacent rods, and the inspection vehicle track and the main structure rods are also fixedly connected, the inspection vehicle track structure cannot automatically adapt to the longitudinal and vertical linear conversion requirements of the main structure of the bridge as the load conversion and bridge expansion and contraction during the construction phase, and the track can only be installed after the bridge is completed, which increases the risk of high-altitude construction.
[0003] The present application can provide a new type of inspection vehicle track assembly structure, which can automatically adapt to the linear transformation of the main structure of the bridge as the load changes and the bridge expands and contracts during the construction phase, and can be erected together with the rods of the main structure of the bridge to avoid subsequent high-altitude operations. Utility Model Content
[0004] The utility model aims to provide an inspection vehicle track structure with automatic linear adaptation to solve the problems raised in the above-mentioned background technology.
[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:
[0006] A track structure for an inspection vehicle that automatically adapts to a linear shape comprises a profile track having a web and an upper cover plate, wherein a web stopper is fixedly mounted on the side wall at one end of the web, a web splicing plate is fixedly mounted on the side wall at the other end of the web, and a web notch for clipping and fitting with the web stopper is provided at the free end of the web splicing plate; an upper cover stopper is fixedly mounted on one end of the upper cover plate, an upper cover splicing plate is fixedly mounted on the other end of the upper cover plate, and an upper cover notch for clipping and fitting with the upper cover stopper is provided at the free end of the upper cover splicing plate.
[0007] Preferably, a thin pad is stacked between the web splicing plate and the web.
[0008] Preferably, a thin pad plate 2 is stacked between the upper cover splicing plate and the upper cover plate. Through the arrangement of the thin pad plate 1 and the thin pad plate 2, sufficient insertion gap space is provided to facilitate rapid docking and assembly.
[0009] Preferably, a web arc notch is further provided at the inner end of the web notch, both side edges of the web notch are arc-shaped, and after installation, the end of the web notch is provided with a safety distance required for adapting to linear conversion from the end of the web stopper.
[0010] Preferably, an arc notch is also provided at the inner end of the notch of the upper cover, and the side edges on both sides of the notch of the upper cover are arc-shaped side edges, and after installation, the end of the notch of the upper cover is provided with a safety distance required for adapting to the linear conversion from the end of the upper cover block. Such a structural design ensures that there is sufficient longitudinal expansion space between adjacent profile rails and ensures smooth expansion and contraction.
[0011] Preferably, the upper cover plate is also distributed with longitudinal oblong holes, and fasteners for connecting and assembling with the main structure of the bridge are inserted through the longitudinal oblong holes. The provision of the longitudinal oblong holes can provide longitudinal movable space between the profile rail and the main structure of the bridge.
[0012] Preferably, a main pad is provided between the upper cover plate and the main structure of the bridge, the main pad having an adaptive camber line shape for cooperating with the main structure of the bridge, and a thin anti-loosening pad is also stacked between the main pad and the upper cover plate.
[0013] Preferably, a bottom pad is installed at the position of the main pad on the lower end surface of the upper cover plate through fasteners, a sliding pad is stacked between the bottom pad and the lower end surface of the upper cover plate, and a sliding pad is also stacked between the anti-loosening thin pad and the upper cover plate. The setting of the sliding pad facilitates the free sliding between the profile rail and the main structure of the bridge.
[0014] Compared with the prior art, the beneficial effects of the utility model are as follows: when adjacent profile rails are butted, the movable space of the web stopper can be limited by the web notch of the web splicing plate, and the movable space of the upper cover stopper can be limited by the upper cover notch of the upper cover splicing plate; so that there is a certain movable space between adjacent profile rails, which can be relatively freely extended and retracted, so that the assembly structure of the entire rail can automatically adapt to the linear transformation of the bridge caused by the load conversion during the construction phase, thereby ensuring that after the bridge is built, the linear shape of the rail assembly structure meets the design requirements.
[0015] The track assembly structure of the utility model is a brand-new assembly structure. Compared with the prior art, it can realize the automatic adaptation to the requirements of linear conversion of the main structure of the bridge at different stress stages. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 It is a schematic diagram of the side structure of the assembly docking point of the utility model;
[0017] Figure 2 For the utility model Figure 1Schematic diagram of the top view of the structure in the AA direction;
[0018] Figure 3 For the utility model Figure 1 Schematic diagram of the cross-sectional structure in the middle BB direction;
[0019] Figure 4 This is a schematic diagram of the structure of the web plate splicing plate of the utility model;
[0020] Figure 5 This is a schematic diagram of the structure of the upper cover splicing plate in the utility model;
[0021] Figure 6 It is a schematic diagram of the side structure of the joint between the utility model and the main structure of the bridge;
[0022] Figure 7 For the utility model Figure 6 Schematic diagram of the structure in the CC direction;
[0023] Figure 8 It is a side structural diagram of the medium profile track of the utility model;
[0024] Fig. 9 For the utility model Figure 8 Schematic diagram of the side structure in the DD direction.
[0025] In the figure: 100-main structure of the bridge, 101-main pad, 102-anti-loosening thin pad, 200-standard mounting hole, 300-longitudinal oblong hole, 1-profile track, 11-web, 12-upper cover, 13-lower cover, 14-bottom pad, 15-sliding pad, 2-web stopper, 3-upper cover stopper, 4-web splicing plate, 41-web notch, 42-web arc notch, 5-upper cover splicing plate, 51-upper cover notch, 52-upper cover arc notch. DETAILED DESCRIPTION
[0026] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0027] See also Figures 1 to 9, an inspection vehicle track structure that automatically adapts to the linear shape, comprising a profile track 1 with a web 11 and an upper cover plate 12, the profile track 1 can specifically be made of H-shaped steel, and the lower end of the middle web 11 is also integrally connected with a lower cover plate 13, a web stopper 2 is fixedly installed on the side wall at one end of the web 11, the web stopper 2 can be specifically fixed to the end side wall of the web 11 by welding, and a web splicing plate 4 is fixedly installed on the side wall at the other end of the web 11, and the web splicing plate 4 can be specifically fixed to the side wall at the other end of the web 11 by fasteners. Obviously, standard mounting holes 200 for inserting fasteners are provided at the corresponding positions of the web splicing plate 4 and the web 11, and a web notch 41 for clamping and fitting with the web stopper 2 is provided at the free end of the web splicing plate 4; the activity space of the web stopper 2 can be limited by the web notch 41 of the web splicing plate 4.
[0028] An upper cover stopper 3 is fixedly installed at one end of the upper cover plate 12, and the upper cover stopper 3 can be fixed to one end of the upper cover plate 12 by welding. An upper cover splicing plate 5 is fixedly installed at the other end of the upper cover plate 12, and the upper cover splicing plate 5 can be fixedly installed at the other end of the upper cover plate 12 by fasteners. The free end of the upper cover splicing plate 5 is provided with an upper cover notch 51 for snap-fitting the upper cover stopper 3, and the activity space of the upper cover stopper 3 can be limited by the upper cover notch 51 of the upper cover splicing plate 5.
[0029] The working principle of the utility model is that when adjacent profile rails 1 are butted, the movable space of the web stopper 2 can be limited by the web notch 41 of the web splicing plate 4, and the movable space of the upper cover stopper 3 can be limited by the upper cover notch 51 of the upper cover splicing plate 5, so that there is a certain movable space between the adjacent profile rails 1, which can be relatively freely extended and retracted, not only allowing the longitudinal linear adaptation adjustment between the adjacent profile rails 1, but also allowing the height direction of the adjacent profile rails 1 to be slightly adjusted, so that the assembly structure of the whole track can automatically adapt to the linear conversion of the bridge caused by the load conversion in the construction stage, thereby ensuring that after the bridge is built, the linear shape of the track assembly structure meets the design requirements.
[0030] The track assembly structure of the utility model is a brand-new assembly structure. Compared with the prior art, it can realize the automatic adaptation to the linear conversion requirements of the bridge main structure 100 in different stress stages.
[0031] In order to ensure that the corresponding block can be smoothly inserted into the corresponding notch when the profile rail 1 is docked, and to avoid the profile rail 1 from generating large friction resistance with the corresponding splicing plates (web splicing plate 4 and upper cover splicing plate 5) when it is extended and retracted, in this embodiment, a thin pad 1 401 is also stacked between the web splicing plate 4 and the web 11. A thin pad 2 501 is also stacked between the upper cover splicing plate 5 and the upper cover plate 12. Through the arrangement of the thin pad 1 401 and the thin pad 2 501, it has sufficient insertion clearance space, which is convenient for rapid docking and assembly.
[0032] As some embodiments, the inner end of the web notch 41 is also provided with a web arc notch 42, and the two sides of the web notch 41 are arc-shaped, and the middle of the arc-shaped side is arched toward the web notch 41 itself, and after installation, the end of the web notch 41 is provided with a safety distance required for adapting to the linear conversion from the end of the web stopper 2, such a structural design allows the web stopper 2 and the web splicing plate 4 to have sufficient longitudinal expansion space, and can ensure smooth expansion and contraction. The inner end of the upper cover notch 51 is also provided with an upper cover arc notch 52, and the two sides of the upper cover notch 51 are arc-shaped, and the middle of the arc-shaped side is arched toward the upper cover notch 51 itself, and after installation, the end of the upper cover notch 51 is provided with a safety distance required for adapting to the linear conversion from the end of the upper cover stopper 3, such a structural design allows the upper cover stopper 3 and the upper cover splicing plate 5 to have sufficient longitudinal expansion and contraction space, and can ensure smooth expansion and contraction.
[0033] In order to allow longitudinal movement space between the profile rail 1 and the main bridge structure 100 , longitudinal oblong holes 300 are distributed on the upper cover plate 12 , and fasteners for connecting and assembling with the main bridge structure 100 are inserted through the longitudinal oblong holes 300 .
[0034] In order to make the assembled track line shape adapt to the vertical camber line shape under different stress states of the main bridge structure 100 and meet the manufacturing or erection tolerance requirements, a main pad 101 is arranged between the upper cover plate 12 and the main bridge structure 100. The main pad 101 has an adaptive camber line shape for cooperating with the main bridge structure 100, and a thin anti-loosening pad 102 is also stacked between the main pad 101 and the upper cover plate 12.
[0035] A bottom pad 14 is also installed by fasteners at the position of the main pad 101 on the lower end surface of the upper cover plate 12. In order to facilitate the free sliding between the profile rail 1 and the main bridge structure 100, a sliding pad 15 is stacked between the bottom pad 14 and the lower end surface of the upper cover plate 12. A sliding pad 15 is also stacked between the anti-loosening thin pad 102 and the upper cover plate 12. The sliding pad 15 can specifically be made of a polytetrafluoroethylene plate.
[0036] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-restrictive from any point of view, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims be included in the present invention. Any reference numeral in a claim should not be regarded as limiting the claim to which it relates.
Claims
1. An inspection vehicle track structure capable of automatically adapting to the linear shape, comprising a profile track (1) having a web (11) and an upper cover plate (12), characterized in that: A web stopper (2) is fixedly mounted on the side wall at one end of the web (11), a web splicing plate (4) is fixedly mounted on the side wall at the other end of the web (11), and a web notch (41) is provided at the free end of the web splicing plate (4) for clamping and fitting with the web stopper (2); An upper cover stopper (3) is fixedly mounted on one end of the upper cover plate (12), an upper cover splicing plate (5) is fixedly mounted on the other end of the upper cover plate (12), and an upper cover notch (51) for snap-fitting the upper cover stopper (3) is provided at the free end of the upper cover splicing plate (5).
2. The automatic linear adaptive inspection vehicle track structure according to claim 1, characterized in that: A thin pad (401) is stacked between the web splicing plate (4) and the web (11).
3. The automatic linear adaptive inspection vehicle track structure according to claim 1, characterized in that: A second thin pad plate (501) is also stacked between the upper cover splicing plate (5) and the upper cover plate (12).
4. The automatic linear adaptive inspection vehicle track structure according to claim 1, characterized in that: The inner side end of the web notch (41) is also provided with a web circular arc notch (42), and both side edges of the web notch (41) are arc-shaped side edges.
5. The automatic linear adaptive inspection vehicle track structure according to claim 1, characterized in that: The inner end of the upper cover notch (51) is also provided with an upper cover arc notch (52), and both sides of the upper cover notch (51) are arc-shaped sides.
6. The inspection vehicle track structure with automatic linear adaptation according to any one of claims 1 to 5, characterized in that: The upper cover plate (12) is also provided with longitudinal oblong holes (300) distributed thereon, and the longitudinal oblong holes (300) are penetrated by fasteners for connection and assembly with the main structure (100) of the bridge.
7. The automatic linear adaptive inspection vehicle track structure according to claim 6, characterized in that: A main pad (101) is arranged between the upper cover plate (12) and the main bridge structure (100), and the main pad (101) has an adaptive camber line shape for cooperating with the main bridge structure (100). A thin anti-loosening pad (102) is also stacked between the main pad (101) and the upper cover plate (12).
8. The automatic linear adaptive inspection vehicle track structure according to claim 7, characterized in that: A bottom pad (14) is installed at a position of the lower end surface of the upper cover plate (12) corresponding to the main pad (101) through fasteners, a sliding pad (15) is stacked between the bottom pad (14) and the lower end surface of the upper cover plate (12), and a sliding pad (15) is stacked between the anti-loosening thin pad (102) and the upper cover plate (12).