Tunnel construction trolley

Abstract

The utility model belongs to the field of tunnel engineering equipment, and discloses a tunnel construction trolley which comprises a trolley body, a contact assembly and a swing sensor. The vehicle body is provided with a walking mechanism used for providing steering for the vehicle body. The contact assembly comprises a swing arm and a holding mechanism. The swing arm is hinged to the vehicle body, the swing arm is provided with a contact end part, and when the contact end part is in contact with the tunnel wall, the swing arm deflects; the retaining mechanism is arranged between the swing arm and the vehicle body and is used for resetting the swing arm in a deflection state when the swing arm is not in contact with the tunnel wall; the swing sensor senses deflection of the swing arm so as to drive the walking mechanism to steer. According to the utility model, the difficulty in walking of the trolley in the tunnel can be avoided, and the trolley can safely walk in the tunnel only through advancing or retreating operation.

Description

Technical Field

[0001] The utility model belongs to the field of tunnel engineering equipment, in particular to a tunnel construction trolley. Background Art

[0002] In tunnels constructed by drilling and blasting, the integrated unit, i.e. the gantry trolley, can usually perform functions such as rock drilling, charging, and arch erection. After drilling and charging, the trolley needs to be moved away from the blasting point to avoid the impact of the blasting process on personnel and equipment. However, due to the small distance between the trolley and the tunnel arm, the moving process requires people to observe left and right, and must be cautious, which affects the work efficiency. Utility Model Content

[0003] In order to solve the above technical problems, the utility model discloses a tunnel construction trolley, which can avoid the difficulty of the trolley walking in the tunnel and can achieve safe walking in the tunnel only by forward or backward operation.

[0004] The specific technical solution of the utility model is as follows:

[0005] A tunnel construction trolley, comprising:

[0006] A vehicle body having a running mechanism for providing steering for the vehicle body; and

[0007] contact assembly and sway sensor;

[0008] Wherein, the contact component comprises:

[0009] A swing arm, the swing arm is hinged to the vehicle body, the swing arm has a contact end, and the swing arm swings when the contact end contacts the tunnel wall; and

[0010] A holding mechanism, which is arranged between the swing arm and the vehicle body and is used to reset the swing arm in a deflected state when the swing arm does not contact the tunnel wall;

[0011] Wherein, the swing sensor senses the swing of the swing arm to drive the walking mechanism to turn.

[0012] When the contact end contacts the tunnel wall, the swing direction of the swing arm is opposite to the movement direction of the vehicle body, and the swing arm and the swing sensor in the movement direction of the vehicle body communicate with each other, thereby generating a signal for controlling the steering of the walking mechanism, so that the vehicle body can adaptively adjust the movement path when only forward or backward operations are adopted to avoid contact and collision between the vehicle body and the tunnel wall, thereby allowing the vehicle body to move better in the tunnel and avoid walking difficulties.

[0013] Preferably, the swing sensor comprises two contact switches, and the two contact switches are respectively located on both sides of the swing arm in the direction in which the swing arm swings relative to the vehicle body.

[0014] By providing two swing sensors, the number of contact components can be effectively optimized, so that steering correction can be achieved in both the forward and backward directions, while meeting specific usage requirements based on the provision of fewer components.

[0015] Preferably, when the swing arm is not in contact with the tunnel wall, the straight line where the swing arm is located is perpendicular to the tunnel in the direction of travel of the trolley.

[0016] The structure is simple and can easily enable the swing arm to communicate with one of the swing sensors when the contact end touches the tunnel wall, so that the swing arm can be better buffered in any direction of travel, thereby realizing the steering of the walking mechanism while protecting the contact component.

[0017] Preferably, when the swing arm does not contact the tunnel wall, the holding mechanism drives the swing arm to be located in the middle of the line between the two contact switches so that the distance between the swing arm and the two contact switches is equal.

[0018] When the swing arm does not contact the tunnel wall, since the distance between the swing arm and the two swing sensors is equal, the swing arm has a swing path of equal length in the front and rear directions. This structure can make the vehicle body have a more balanced movement when moving in the tunnel, maintain consistent steering accuracy, and thus better realize movement in the tunnel.

[0019] Preferably, when the swing arm is not in contact with the tunnel wall, the straight line where the swing arm is located is perpendicular to a line connecting the two contact switches.

[0020] The structure can better adjust the distance between the swing arm and the two swing sensors, and better maintain the preset distance when the swing arm does not contact the tunnel wall.

[0021] Preferably, the retaining mechanism comprises two buffer components arranged opposite to each other, one end of the buffer component is connected to the vehicle body, and the other end is connected to the swing arm.

[0022] The structure is simple and easy to install. The buffering performance of the buffer component can be used to provide movement buffer for the swing arm, so that the swing arm can communicate with the swing sensor safely and stably. In addition, the buffer component can well maintain the distance between the swing arm and the swing sensors on both sides thereof when the swing arm does not contact the tunnel wall, thereby ensuring the travel stability of the vehicle body.

[0023] Preferably, the contact end is configured as a roller.

[0024] After contacting the tunnel wall, the roller can rotate around its own axis, thereby reducing the friction between the swing arm and the tunnel wall, so as to better enable the swing arm to swing to a corresponding angle and generate a signal with the swing sensor on the corresponding side, thereby meeting the steering requirements of the walking mechanism.

[0025] Preferably, the contact components are provided in plurality, and the plurality of contact components are arranged along the circumference of the vehicle body.

[0026] Arranging contact components at multiple positions of the vehicle body can prevent the vehicle body from touching the tunnel wall in all directions of the front, back, left, and right of the vehicle body, thereby ensuring safe forward or backward movement in the tunnel.

[0027] Preferably, the vehicle body has four vertex corners, and each vertex corner is provided with a contact component.

[0028] This arrangement optimizes the quantity and can meet the needs of the trolley moving forward and backward in the tunnel with as few components as possible.

[0029] Preferably, it also includes:

[0030] The distance measuring sensor is arranged on one side of the contact component, and the distance measuring sensor is communicatively connected with the walking mechanism.

[0031] The distance measuring sensor is a non-contact sensor that can measure the distance between the vehicle body and the tunnel wall. When the measured distance is less than a threshold, it issues an instruction to adjust the vehicle body posture and controls the vehicle body steering to avoid colliding with the tunnel wall, thereby supplementing the steering adjustment accuracy of the contact component and forming a redundant design with the contact component.

[0032] Compared with the prior art, the utility model can improve the walking efficiency of the trolley in the tunnel well through the contact component, and avoid direct collision between the vehicle body and the tunnel wall while effectively improving the walking speed; the contact component in the utility model can maintain steering accuracy, stabilize the walking posture of the trolley in the tunnel within the swing angle range of the swing arm, and avoid misrotation; in addition, the utility model also supplements the function of the contact component through the ranging sensor, and better meets the walking needs of the trolley in the tunnel while forming a redundant design. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is an application front view of an embodiment of the utility model;

[0034] Figure 2 It is an application top view of an embodiment of the utility model;

[0035] Figure 3 A schematic diagram of a state of a contact component in an embodiment of the utility model;

[0036] Figure 4 This is a schematic diagram of another state of the contact component in the embodiment of the utility model;

[0037] Figure 5 This is another schematic diagram of a contact component in an embodiment of the utility model;

[0038] Figure 6 It is a schematic diagram of another technical solution in an embodiment of the utility model.

[0039] In the figure: 100 - vehicle body; 200 - contact assembly; 300 - tunnel wall; 1 - swing arm; 2 - swing sensor; 3 - contact end; 4 - buffer component. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below in conjunction with specific implementation methods.

[0041] like Figure 1 to Figure 3As shown, a tunnel construction trolley includes a vehicle body 100, a contact assembly 200 and a swing sensor; the vehicle body 100 has a walking mechanism for providing steering for the vehicle body 100; the contact assembly 200 includes a swing arm 1 and a holding mechanism; the swing arm 1 is hinged with the vehicle body 100, and the swing arm 1 has a contact end 3. When the contact end 3 contacts the tunnel wall 300, the swing arm 1 swings; the holding mechanism is arranged between the swing arm 1 and the vehicle body 100, and is used to reset the swing arm 1 in the swinging state when the swing arm 1 does not contact the tunnel wall 300; the swing sensor senses the swing of the swing arm 1 to drive the walking mechanism to turn. In this embodiment, the swing sensor includes two contact switches 2, and the two contact switches 2 are respectively located on both sides of the swing arm 1 in the direction in which the swing arm 1 swings relative to the vehicle body 100. It should be known that when the swing arm 1 does not contact the tunnel wall 300, there is a gap between the swing arm 1 and the two contact switches 2, so that a movement space can be provided when the swing arm 1 is reset. In this embodiment, the contact switch 2 provides a steering signal for the walking mechanism by contact. In some other technical solutions of this embodiment, non-contact methods, such as infrared sensors, photoelectric sensors, etc., can also be used to meet the requirements of signal transmission by setting a distance threshold. In this embodiment, the vehicle body 100 is provided with a contact assembly 200, and the contact assembly 200 maintains the distance between the swing arm 1 and the contact switch 2 through its holding mechanism. When the contact end 3 contacts the tunnel wall 300, the driving force driving the trolley to move makes the swing arm 1 swing relative to the vehicle body 100, so that one end of it contacts the contact switch 2 in the swinging direction, thereby generating a signal to drive the walking mechanism to turn, so that the vehicle body 100 moves toward the side away from the contact tunnel wall 300, thereby avoiding direct contact between the vehicle body 100 and the tunnel wall 300 by turning, so as to protect the vehicle body 100, reduce the difficulty of operation of the trolley operator, and thus improve the travel efficiency of the trolley in the tunnel.

[0042] In this embodiment, the contact assembly 200 is provided in plurality, and the plurality of contact assemblies 200 are arranged along the circumference of the vehicle body 100. Specifically, the vehicle body 100 has four vertex angles, and a contact assembly 200 is provided at each vertex angle. In addition, the axis of the contact assembly 200 is perpendicular to the surface of the vehicle body 100 where it is located, the contact assembly 200 extends out of the vehicle body 100, and the contact end 3 is located on the outside of the vehicle body 100, so in any case where steering is required, the contact end 3 touches the tunnel wall 300, so that in the process of the vehicle body 100 continuously moving in the tunnel, the walking mechanism adaptively turns to well avoid direct contact between the vehicle body 100 and the tunnel wall 300, and because the axis of the contact assembly 200 is perpendicular to the surface of the vehicle body 100 where it is located, it can ensure that after the contact end 3 contacts the tunnel wall 300, during the continuous movement of the trolley, the swing arm 1 can swing relative to the vehicle body 100, thereby better meeting the steering adjustment requirements. Furthermore, the holding mechanism includes two buffer components 4 arranged opposite to each other, one end of the buffer component 4 is connected to the vehicle body 100, and the other end is connected to the swing arm 1. It should be noted that in this embodiment, the buffer component 4 can be a tension spring or a compression spring or an air bag or a gas pressure rod or a magnet. The contact end 3 is configured as a roller. Figure 4 As shown, the buffer component 4 is configured as a spring for explanation below. When the trolley moves in the first direction, if the contact end 3 touches the tunnel wall 300, the swing arm 1 swings in the second direction. At this time, the end of the swing arm 1 away from the contact end 3 contacts the contact switch 2 on the first direction side to generate a turn signal for driving the walking mechanism to turn. At this time, the spring on the same side is compressed and the spring on the opposite side is stretched. After the contact end 3 does not contact the tunnel wall 300, the two springs are reset, and the two are in a non-deformed state, or an equally deformed state, so that the distance between the swing arm 1 and the two contact switches 2 is equal. It should be noted here that the above-mentioned equally deformed state refers to the two springs being compressed or stretched in the same state, and the deformation stroke is consistent. By the same token, if Figure 5 As shown, when the trolley moves in the second direction, the swing arm 1 swings toward the first direction, and at this time, the end of the swing arm 1 away from the contact end 3 contacts the contact switch 2 on the second direction side to generate a turn signal for driving the walking mechanism to turn. It can be understood that different contact switches have opposite travel posture adjustments caused by the turn signals sent by the walking mechanism, thereby meeting the walking posture adjustment requirements of the trolley in the tunnel.

[0043] In this embodiment, when the swing arm 1 does not contact the tunnel wall 300, the straight line where the swing arm 1 is located is perpendicular to the tunnel in the direction of travel of the trolley; the holding mechanism drives the swing arm 1 to be located in the middle of the line between the two contact switches 2, so that the distance between the swing arm 1 and the two contact switches 2 is equal; the straight line where the swing arm 1 is located is perpendicular to the line between the two contact switches 2. This structure is simple and easy to assemble. As a preferred embodiment, when the swing arm 1 does not contact the tunnel wall 300, the straight lines where the two buffer components 4 are located are the same straight line and are perpendicular to the axis of the swing arm 1, so that when the contact end 3 contacts the tunnel wall 300 and the swing arm 1 swings following the travel of the trolley, the requirements for the output of the turn signal are better met.

[0044] In order to better use this embodiment, a distance measuring sensor is also included. The distance measuring sensor is arranged on one side of the contact component 200, and the distance measuring sensor is communicatively connected with the walking mechanism. In this embodiment, the distance measuring sensor is a non-contact sensor, such as an infrared sensor, a photoelectric sensor, etc. Therefore, this embodiment uses the contact component 200 to form contact control, and uses the distance measuring sensor to form non-contact control, thereby realizing real-time monitoring through two different control methods, so as to adjust the posture of the vehicle body 100 in real time, avoid the trolley from colliding with the tunnel wall 300, and effectively improve the walking speed of the trolley in the tunnel.

[0045] Therefore, in this embodiment, the contact components 200 and the distance measuring sensors are installed on both sides of the vehicle body 100. The operator only needs to choose to move forward or backward without having to pay attention to posture adjustment all the time. The contact components 200 and / or the distance measuring sensors can measure the distance to the edge in real time and correct the walking mechanism in real time, thereby improving the overall work efficiency. Among the contact components 200 and the distance measuring sensors, when any one fails, the other can form a double insurance mechanism to ensure the safe movement of the vehicle body 100 in the tunnel. In some other technical schemes of this embodiment, the induction sensor further includes a contact switch 2, which is arranged on one side of the swing arm 1 in the swing direction of the swing arm 1, such as Figure 6 As shown, in this technical solution, the setting position of the contact switch 2 is relative to the travel direction of the trolley. For example, if the trolley moves in a first direction, the contact switch 2 is located on one side of the second direction. Therefore, it can be seen that in this technical solution, multiple contact components 200 are required to complement each other to meet the efficiency requirements of the trolley during the forward or backward process.

[0046] The above are only preferred embodiments of the present invention. It should be noted that the above preferred embodiments should not be regarded as limiting the present invention. The protection scope of the present invention should be based on the scope defined by the claims. For ordinary technicians in this technical field, several improvements and modifications can be made without departing from the spirit and scope of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A tunnel construction trolley, characterized in that: include: A vehicle body, wherein the vehicle body has a running mechanism for providing steering for the vehicle body; as well as contact assembly and sway sensor; Wherein, the contact component comprises: A swing arm, the swing arm is hinged to the vehicle body, the swing arm has a contact end, and the swing arm swings when the contact end contacts the tunnel wall; and A holding mechanism, which is arranged between the swing arm and the vehicle body and is used to reset the swing arm in a deflected state when the swing arm does not contact the tunnel wall; Wherein, the swing sensor senses the swing of the swing arm to drive the walking mechanism to turn.

2. A tunnel construction trolley as claimed in claim 1, characterized in that: The swing sensor comprises two contact switches, and in the swing direction of the swing arm relative to the vehicle body, the two contact switches are respectively located on both sides of the swing arm.

3. A tunnel construction trolley as claimed in claim 2, characterized in that: When the swing arm does not contact the tunnel wall, the straight line on which the swing arm is located is perpendicular to the traveling direction of the tunnel trolley.

4. A tunnel construction trolley as claimed in claim 2, characterized in that: When the swing arm does not contact the tunnel wall, the holding mechanism drives the swing arm to be located in the middle of the line between the two contact switches so that the distances from the swing arm to the two contact switches are equal.

5. A tunnel construction trolley as claimed in claim 4, characterized in that: When the swing arm does not contact the tunnel wall, the straight line where the swing arm is located is perpendicular to the line between the two contact switches.

6. A tunnel construction trolley as claimed in claim 1, characterized in that: The holding mechanism comprises two buffer components which are arranged opposite to each other, one end of the buffer component is connected to the vehicle body, and the other end is connected to the swing arm.

7. A tunnel construction trolley according to claim 1, characterized in that: The contact end is configured as a roller.

8. A tunnel construction trolley as claimed in claim 1, characterized in that: The contact components are provided in plurality, and the plurality of contact components are arranged along the circumference of the vehicle body.

9. A tunnel construction trolley as claimed in claim 8, characterized in that: The vehicle body has four vertex corners, and each vertex corner is provided with a contact component.

10. A tunnel construction trolley according to any one of claims 1 to 9, characterized in that: Also includes: The distance measuring sensor is arranged on one side of the contact component, and the distance measuring sensor is communicatively connected with the walking mechanism.

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