Transverse moving steering device of open cut tunnel lining trolley

Abstract

The utility model discloses a transverse moving steering device of an open cut tunnel lining trolley. The transverse moving steering device comprises a steering mechanism box body, a torque input mechanism, a second-stage speed reducer, a first-stage speed reducer annular notch frame and a crank straight notch frame. Compared with a traditional manual disassembling method, the hydraulic trolley has the advantages that manpower investment is remarkably reduced, contact between workers and heavy machinery and between workers and cables is directly reduced, accordingly, risks of mechanical injury and electric shock in the disassembling process are reduced, the overall automation degree of the trolley can be improved, and working efficiency is improved; compared with a traditional rotor motor, the motor has smaller size and more stable output, the steering mechanism box body can use the angle ratio of 1: 1.5, then 135-degree rotation of a steering wheel is converted into steering of any angle within 90 degrees of a walking wheel train, self-locking is achieved through the stability of a hydraulic cylinder, and the steering mechanism is more stable and reliable. Angle adjustment can be effectively guaranteed to be completely controlled by the hydraulic piston rod, and stability and safety are further improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of open cut tunnel lining jumbo, and particularly relates to a transverse movement and steering device for an open cut tunnel lining jumbo. Background Art

[0002] In the case of shallow tunnel depth and thin overlying rock mass, in order to avoid disasters such as collapse, rockfall, landslide, debris flow, etc. of the side slope and the inverted slope, the traditional excavation method should not be used, and the open cut method should be adopted to excavate the tunnel. The tunnel structure built by this open cut method is usually called an open cut tunnel. The open cut tunnel has good integrity and can bear large vertical pressure and lateral pressure. The open cut tunnel lining jumbo is a product designed for lining the open cut tunnel.

[0003] At the present stage, the concrete construction of the open cut tunnel uses the inner and outer formwork lining jumbo to cooperate for long-distance lining construction. To adapt to multi-line construction, the jumbo needs to move transversely and change the span for construction. The installation design of the walking wheel system of the jumbo adopts flange connection and is fixed at the bottom of the jumbo through threaded fasteners. When the pouring of one line is completed and it is necessary to move transversely and change the span to the next line, after the jumbo is supported by a jack, the walking wheel system is disassembled, rotated 90° and reinstalled at the flange connection position to complete the steering of the wheel system. At the same time, the steel rails are adjusted to make the jumbo smoothly translate to the working position of the parallel line, and then the jumbo is supported by a jack again, and the walking wheel system is disassembled, rotated 90° and reinstalled at the flange connection position.

[0004] At present, this method of manually disassembling and reinstalling the walking wheel system for transverse movement and steering has low efficiency, and workers are easily mechanically injured by the walking wheel system. Content of the Utility Model

[0005] Aiming at the problems existing in the prior art, the purpose of the utility model is to provide a transverse movement and steering device for an open cut tunnel lining jumbo.

[0006] To solve the above problems, the utility model adopts the following technical scheme:

[0007] A transverse movement and steering device for an open cut tunnel lining jumbo, comprising a steering mechanism box body, a torque input mechanism, a secondary speed reducer, a circumferential groove bracket of a primary speed reducer and a crank straight groove bracket. The top of the steering mechanism box body is equipped with a torque input mechanism with a circumferential groove bracket of a primary speed reducer and a crank straight groove bracket, and a secondary speed reducer is arranged inside. The secondary speed reducer and the torque input mechanism are movably connected through a ring gear main shaft.

[0008] Preferably, the torque input mechanism is composed of a crank, a pinion, a ring gear, a steering wheel, a ring gear bracket, a large bearing of the primary speed reducer and a ring gear main shaft, and the large bearing of the primary speed reducer is embedded inside the ring gear bracket.

[0009] Preferably, a shaft hole is provided in the cover of the steering mechanism housing for the main gear ring shaft to extend into its inner cavity, so that the two ends of the main gear ring shaft are respectively connected to the steering wheel in the torque input mechanism and the gear set of the secondary speed reducer in the secondary speed reducer.

[0010] Preferably, the steering mechanism housing includes a cover, a housing body, and a bottom cover.

[0011] Preferably, a clamping groove is integrally formed on the cover to position and assemble the gear ring bracket with the large bearing of the primary speed reducer, and a plurality of screw holes are also provided along the circumferential direction of the inner side of the clamping groove, which can cooperate with threaded fasteners to further reinforce the provided gear ring bracket.

[0012] Preferably, screw holes corresponding to the screw holes on the inner side of the clamping groove are also provided on the gear ring bracket, and gear ring fixing screw holes are also provided thereon to position and assemble the gear ring.

[0013] Preferably, the steering wheel is installed at the center of the large bearing of the primary speed reducer. The steering wheel is provided with holes and key grooves, and a universal shaft is formed to assist in installing the pinion so that it meshes with the gear ring. The height of the universal shaft should be greater than the thickness of the pinion, so that the crank can be nested above the pinion.

[0014] Preferably, the circumferential groove bracket of the primary speed reducer and the straight groove bracket of the crank are movably assembled at both ends of the crank, and the crank is equipped with a hydraulic cylinder to drive the work.

[0015] Preferably, the secondary speed reducer includes a secondary speed reducer bearing, a steering spline shaft, an end cover, and a gear set of the secondary speed reducer. The gear set of the secondary speed reducer is positioned and installed through the shoulder of the steering spline shaft and the secondary speed reducer bearing equipped with an end cover, and a gear rack is also designed inside the steering mechanism housing to further position and assemble the gear set of the secondary speed reducer.

[0016] Preferably, a key groove is designed at the top end of the main gear ring shaft, and a spline is designed at the end.

[0017] The beneficial effects of the present utility model:

[0018] Compared with the prior art, the advantages of the present utility model are:

[0019] The utility model provides a transverse shifting and steering device for an open-cut tunnel lining trolley driven by a hydraulic cylinder. Compared with the traditional manual disassembly method, the utility model significantly reduces the input of manpower, directly reduces the contact between workers and heavy machinery and cable lines, thereby reducing the risks of mechanical injury and electric shock during disassembly, and can also improve the overall automation degree of the trolley and improve work efficiency. The power source of the utility model is a hydraulic cylinder, which has a smaller volume and more stable output compared with the traditional rotor motor. The steering mechanism box can use an angle ratio of 1:1.5, thereby converting the 135° rotation of the steering wheel into any angle within 90° of the walking gear system, and then using the stability of the hydraulic cylinder to achieve self-locking, which can effectively ensure that the angle adjustment is completely controlled by the hydraulic piston rod, further improving stability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is the general assembly drawing of the utility model;

[0021] Figure 2 is the exploded view of the utility model;

[0022] Figure 3 is the assembly structure schematic diagram of the torque input mechanism and the secondary reducer of the utility model;

[0023] Figure 4 is the schematic top view of the assembly of the torque input mechanism and the circumferential groove bracket and the crank straight groove bracket of the primary reducer of the utility model;

[0024] Figure 5 is the schematic diagram of the movement direction of the circumferential groove bracket and the crank straight groove bracket of the primary reducer of the utility model;

[0025] Figure 6 is the schematic diagram of the structure of the external mold trolley and its walking gear system equipped with the utility model;

[0026] Figure 7 is the schematic diagram of the cooperation of the external mold trolley using steel pipe supports as temporary supports;

[0027] Figure 8 is Figure 7 the enlarged partial assembly structure schematic diagram at position A in

[0028] Figure 9 is the schematic diagram of the leftmost walking gear system at the bottom of the external mold trolley being lifted;

[0029] Figure 10 is the top view of the utility model equipped with a small hydraulic cylinder for the steering box;

[0030] Figure 11 is the schematic diagram after all the walking gear systems at the bottom of the external mold trolley are lifted and the direction is changed;

[0031] Figure 12 It is a three-dimensional view of a steel pipe support member. Specific embodiments

[0032] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0033] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper / lower end", "inner", "outer", "front end", "rear end", "both ends", "one end", "the other end", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0034] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "installation", "set / sleeved with", "socket connection", "connection", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0035] Please refer to Figures 1 to 5 , the present invention provides a technical solution: a transverse movement and steering device for a tunnel lining trolley, the main components of which are a torque input mechanism 2 and a secondary reducer 3, wherein the torque input mechanism 2 is a power component equipped with a hydraulic cylinder as an input end to drive the work. The present invention is installed on the top of the traveling gear system and is connected to the traveling gear system through a flange, thereby driving the gear system to make a rotational movement, realizing a transverse movement and steering method without manual disassembly and reinstallation.

[0036] The utility model includes a steering mechanism housing 1, a torque input mechanism 2, a two-stage reducer 3, a first-stage reducer circumferential groove bracket 41 and a crank straight groove bracket 42. The top of the steering mechanism housing 1 is assembled with a torque input mechanism 2 with a first-stage reducer circumferential groove bracket 41 and a crank straight groove bracket 42, and a two-stage reducer 3 is arranged inside. The two-stage reducer 3 and the torque input mechanism 2 are movably connected through a ring gear main shaft 26. The torque input mechanism 2 is composed of a crank 21, a pinion gear, a ring gear, a steering wheel 23, a ring gear bracket 24, a first-stage reducer large bearing 25 and a ring gear main shaft 26. The first-stage reducer large bearing 25 is embedded inside the ring gear bracket 24. A shaft hole is opened in the cover 11 of the steering mechanism housing 1 for the ring gear main shaft 26 to extend into its inner cavity, so that both ends of the ring gear main shaft 26 are respectively connected to the steering wheel 23 in the torque input mechanism 2 and the two-stage reducer gear set 34 in the two-stage reducer 3.

[0037] The steering mechanism housing 1 includes a cover 11, a housing body 12 and a bottom cover 13. It should be noted that the steering mechanism housing 1 is of a split design, and the upper surface of the bottom cover 13 is formed with convex ribs for auxiliary positioning and installation. Such a design can prevent water seepage at this place to a certain extent, so as to improve practicability, durability and safety. In addition, the split housing structure can facilitate the operator to perform simple and quick disassembly during daily maintenance.

[0038] The cover 11 is integrally formed with a clamping groove 110 for positioning and assembling the ring gear bracket 24 with the first-stage reducer large bearing 25. A plurality of screw holes are also opened along the circumferential direction inside the clamping groove 110, which can cooperate with threaded fasteners to further reinforce the arranged ring gear bracket 24. The ring gear bracket 24 is also provided with holes corresponding to the screw holes inside the clamping groove 110, and it is also provided with ring gear fixing screw holes for positioning and assembling the ring gear 22. Such a design can significantly strengthen the stability of the connection and ensure the stability of the meshing connection between the ring gear 22 and the pinion gear 220.

[0039] Regarding the pinion gear 220, it is sleeved on the steering wheel 23 formed with a universal shaft 230. The steering wheel 23 is installed at the center of the large bearing 25 of the first-stage reducer. It is also provided with holes and key grooves for fixed connection to the ring gear main shaft 26, so as to ensure that when the hydraulic cylinder works, it can be transmitted to the gear set 34 of the second-stage reducer connected to its end. It should be noted that the height of the universal shaft 230 should be greater than the thickness of the pinion gear 220, so as to ensure that the crank 21 can also be nested above the pinion gear 220 based on the design of the universal shaft 230. The same is true for the crank 21. The two ends of the crank 21 are integrally formed with operating handles. The two ends of the operating handles are respectively connected to the circumferential notch frame 41 of the first-stage reducer and the straight notch frame 42 of the crank. The height of the operating handle of the crank 21 should also be higher than the thickness of both of them so that it can be effectively connected to the hydraulic cylinder. The crank 21 and the hydraulic cylinder are connected to each other by a special end to ensure smooth and efficient power transmission.

[0040] The second-stage reducer 3 includes a second-stage reducer bearing 31, a steering gear spline shaft 32, an end cover 33, and a gear set 34 of the second-stage reducer. The gear set 34 of the second-stage reducer is positioned and installed through the shoulder of the steering gear spline shaft 32 and the second-stage reducer bearing 31 equipped with the end cover 33. And a gear rack is designed inside the steering mechanism housing 1 to further position and assemble the gear set 34 of the second-stage reducer. The gear set 34 of the second-stage reducer has a total of two gears. One is assembled with the steering gear spline shaft 32, and the other is assembled with the ring gear main shaft 26. Both shafts are equipped with second-stage reducer bearings 31 with end covers 33 for positioning and installation. And a key groove is designed at the top end of the ring gear main shaft 26, and the end is designed as a spline, which is the same as the steering gear spline shaft 32. Such a design can also improve the transmission effect and working stability.

[0041] The present utility model provides a transverse movement and steering device for a covered tunnel lining trolley that can be driven by a hydraulic cylinder. Compared with the traditional manual disassembly method, the present utility model significantly reduces the input of manpower, directly reduces the contact between workers and heavy machinery and cable lines, thereby reducing the risks of mechanical injury and electric shock during disassembly, and can also improve the overall automation degree of the trolley and improve work efficiency. The following will be illustrated by examples.

[0042] As Figure 6 shown, Figure 6 For the bottom support main beam of the external form trolley and its traveling wheel system, the pouring task of one line has been completed and it has been moved to the designated transverse movement modification site;

[0043] As Figure 7 and Figure 12 shown, after the trolley is translated in place, three groups of prefabricated steel pipe support members are placed on both sides of the wheel system as the temporary support for the bottom main beam of the trolley after the wheel system is lifted, and it can also be reused in the subsequent modification process;

[0044] As shown Figure 8 in the figure, the figure shows the mechanical structure inside the trapezoidal hollow support base. The labels in the figure represent respectively: 90 - hydraulic cylinder for lifting the gear train, 91 - connecting bearing platform, 92 - a transverse movement and steering device for a tunnel lining trolley that can be driven by a hydraulic cylinder, 93 - gear train connection and support column, 94 - small hydraulic cylinder for the steering box. The hydraulic cylinder 90 for lifting the gear train is used to lift a single traveling gear train; the connecting bearing platform 91 is used to connect between the hydraulic cylinder 90 for lifting the gear train and a transverse movement and steering device 92 for a tunnel lining trolley that can be driven by a hydraulic cylinder, and support the small hydraulic cylinder 94 for the steering box; it is connected to the crank 21 for the small hydraulic cylinder 94 of the steering box to provide power for the steering movement;

[0045] As shown Figure 9 in the figure, it can be assumed that the hydraulic cylinders 90 for lifting the gear trains of each group are retracted in sequence from left to right, the traveling gear trains are lifted to be disengaged from the trolley track, the main beam is stably placed on the top of the steel pipe support members. After all the lifting is completed, the wheel guide rails and the sleepers are pulled out;

[0046] As shown Figure 10 in the figure, the trolley steering box moves forward along the fixed path of the slide rail of the crank 21 under the push of the small hydraulic cylinder 94 for the steering box. A transverse movement and steering device 92 for a tunnel lining trolley that can be driven by a hydraulic cylinder uses a ratio of input angle / output angle of 3:2 to output the 135° rotation of the pinion 220 driven by the hydraulic cylinder and the crank 21 as a 90° rotation of the overall gear train;

[0047] As shown Figure 11 in the figure, after all the gear trains are steered, sleepers and rails are laid at the corresponding positions below the gear trains, the hydraulic cylinders 90 for lifting the gear trains are stretched, the large cross beam at the bottom of the trolley is lifted to a height slightly higher than that of the steel pipe support members. After the precast blocks are removed, the trolley can start to move horizontally.

[0048] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non - exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising a..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the said element.

[0049] Although embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model. The scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. A lateral steering device for an open hole lining trolley, comprising a steering mechanism housing (1), a torque input mechanism (2), a secondary reducer (3), a primary reducer annular notch frame (41) and a crank straight notch frame (42), characterized in that: The top of the steering mechanism housing (1) is equipped with a torque input mechanism (2) having a primary reducer annular notch frame (41) and a crank straight notch frame (42), and a secondary reducer (3) is arranged inside. The secondary reducer (3) and the torque input mechanism (2) are movably connected to each other via a gear ring main shaft (26).

2. The lateral shifting and steering device for an open hole lining trolley according to claim 1 is characterized in that: The torque input mechanism (2) is composed of a crank (21), a pinion, a ring gear, a steering wheel (23), a ring gear bracket (24), a large bearing of a primary reducer (25) and a ring gear main shaft (26), and the large bearing of the primary reducer (25) is embedded in the inner side of the ring gear bracket (24).

3. The lateral shifting and steering device for an open hole lining trolley according to claim 1 is characterized in that: The box cover (11) in the steering mechanism box body (1) is provided with an axial hole for allowing the ring gear main shaft (26) to extend into its inner cavity, so that the two ends of the ring gear main shaft (26) are respectively connected to the steering wheel (23) in the torque input mechanism (2) and the secondary reducer gear set (34) in the secondary reducer (3).

4. The lateral shifting and steering device for an open hole lining trolley according to claim 1 is characterized in that: The steering mechanism box body (1) comprises a box cover (11), a box body (12) and a bottom cover (13).

5. The lateral shifting and steering device for an open hole lining trolley according to claim 4 is characterized in that: The box cover (11) is integrally formed with a slot (110) for positioning and assembling a ring gear bracket (24) with a large bearing (25) of a primary reducer, and a plurality of screw holes are provided along the circumferential direction of the inner side of the slot (110) to cooperate with threaded fasteners to further reinforce the ring gear bracket (24).

6. The lateral shifting and steering device for an open hole lining trolley according to claim 5 is characterized in that: The gear ring bracket (24) is also provided with a screw hole aligned with the inner side of the positioning slot (110), and is also provided with a gear ring fixing screw hole to position and assemble the gear ring (22).

7. The lateral shifting and steering device for an open hole lining trolley according to claim 2 is characterized in that: The steering wheel (23) is mounted at the center of the large bearing (25) of the primary reducer. A hole and a keyway are provided on the steering wheel (23), and a universal shaft (230) is formed to assist the pinion (220) to be meshed with the ring gear (22). The height of the universal shaft (230) should be greater than the thickness of the pinion (220), so that the crank (21) can be nested above the pinion (220).

8. The lateral shifting and steering device for an open hole lining trolley according to claim 1 is characterized in that: The primary reducer annular notch frame (41) and the crank straight notch frame (42) are movably assembled at both ends of the crank (21), and the crank (21) is equipped with a hydraulic cylinder to drive the operation.

9. The lateral shifting and steering device for an open hole lining trolley according to claim 1 is characterized in that: The secondary reducer (3) comprises a secondary reducer bearing (31), a steering gear spline shaft (32), an end cover (33) and a secondary reducer gear set (34); the secondary reducer gear set (34) is positioned and installed through the shaft shoulder of the steering gear spline shaft (32) and the secondary reducer bearing (31) equipped with the end cover (33); and a gear rack is further designed inside the steering mechanism housing (1) to further position and assemble the secondary reducer gear set (34).

10. The lateral shifting and steering device for an open hole lining trolley according to claim 1, characterized in that: The top end of the gear ring main shaft (26) is designed with a keyway, and the end is designed with a spline.

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