Bridge maintenance vehicle locking device

Abstract

The utility model discloses a bridge maintenance car locking device which comprises a first locking mechanism and a second locking mechanism, and the first locking mechanism comprises a left rail clamp, a right rail clamp, a guide piece and an adjusting clamping mechanism; the guide piece penetrates through the left rail clamp and the right rail clamp from the upper part of the cross beam and plays a role in guiding the movement of the left rail clamp and the right rail clamp; the adjusting and clamping mechanism penetrates through the left rail clamp and the right rail clamp from the lower portion of the cross beam and is used for adjusting the positions of the left rail clamp and the right rail clamp so that the left rail clamp and the right rail clamp can clamp a rail. The second locking mechanism comprises a screw rod, a sliding shoe and a limiting nut, the screw rod penetrates through the cross beam from bottom to top, is connected with the limiting nut fixed above the cross beam through a screw-nut pair and is locked through a locking mechanism, and the top end of the screw rod is movably connected with the sliding shoe to form a self-adaptive angle adjusting mechanism. The device adopts a double-locking combined action form, so that the bridge maintenance vehicle can be effectively prevented from shaking and falling off during parking, and the safety and the reliability are greatly improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to bridge maintenance equipment field, concretely relates to a bridge maintenance vehicle locking device. BACKGROUND

[0002] With the expansion of the scale of the bridge and the increase of daily maintenance needs, the bridge maintenance vehicle as an important bridge maintenance equipment has been widely applied. The under-hung bridge maintenance vehicle can run along the track below the bridge, does not affect the traffic on the bridge surface, has the advantages of high efficiency, flexible operation, wide application range and the like.

[0003] However, since the under-hung bridge maintenance vehicle adopts the suspension type design, its self weight will bring additional load to the bridge structure. Especially when the maintenance vehicle runs to the detection position and needs to stay for operation, the existing safety guarantee system still has many deficiencies. When the slope of the bridge surface is large or in windy weather, the traditional single locking device is often difficult to provide sufficient stability and reliability, and the maintenance vehicle is easy to sway. Not only will it affect the maintenance work and reduce the detection accuracy, but more seriously, it may endanger the personal safety of the operating personnel. Under extreme weather conditions, the maintenance vehicle even has a major safety hazard of derailing and falling. SUMMARY

[0004] In view of the deficiencies of the prior art, a bridge maintenance vehicle locking device is provided, which adopts a double locking group action form and can effectively prevent the bridge maintenance vehicle from swaying and falling when parked, greatly improving the safety and reliability.

[0005] The utility model takes the technical scheme that solves above-mentioned technical problem as: a bridge maintenance vehicle locking device is located between the track and the crossbeam of the bridge maintenance vehicle running portal, characterized in that: including first locking mechanism and second locking mechanism, the first locking mechanism includes left rail clamp, right rail clamp, guide piece and adjusting clamping mechanism, the upper portion of left rail clamp and right rail clamp is used for clamping the track, and the lower portion is located at the both sides of the crossbeam respectively, the guide piece passes left rail clamp and right rail clamp from above the crossbeam, and the movement of left rail clamp and right rail clamp is guided, the adjusting clamping mechanism passes left rail clamp and right rail clamp from below the crossbeam, and is used for adjusting the position of left rail clamp and right rail clamp to clamp the track, the second locking mechanism includes screw rod, sliding shoe and limiting nut, the screw rod passes the crossbeam from below to above, is connected with the limiting nut fixed above the crossbeam through the screw nut pair, and is locked through the locking mechanism, the top end of screw rod is movably connected with sliding shoe and forms the self-adapting angle adjusting mechanism, so that the screw rod can rotate in sliding shoe and realize self-adapting angle adjustment.

[0006] According to the technical scheme, the adjusting clamping mechanism comprises an adjusting screw rod, two ends of the adjusting screw rod are independently rotatable and are respectively sleeved in threaded guide sleeves on the left rail clamp and the right rail clamp, the two ends of the adjusting screw rod are respectively connected with driving mechanisms, and the driving mechanisms are used for controlling the two ends of the adjusting screw rod to rotate and drive the left rail clamp and the right rail clamp to move.

[0007] According to the technical scheme, two locking nuts are sleeved on the adjusting screw rod, and the two locking nuts are respectively located on the outer sides of the left rail clamp and the right rail clamp and are used for preventing the left rail clamp and the right rail clamp from loosening.

[0008] According to the technical scheme, a through-hole guide sleeve is fixed on the left rail clamp and the right rail clamp, and a guide piece is sleeved in the through-hole guide sleeve, so that the left rail clamp and the right rail clamp are limited to slide along the guide piece.

[0009] According to the technical scheme, a limiting seat is sleeved on the adjusting screw rod and the guide piece, the limiting seat is fixedly connected with the cross beam, a boss with a diameter larger than an inner diameter of the limiting seat is arranged in the middle of the adjusting screw rod and the guide piece, and the adjusting screw rod and the guide piece can be prevented from sliding along an axial direction.

[0010] According to the technical scheme, the left rail clamp and the right rail clamp are provided with clamping pads at clamp ends.

[0011] According to the technical scheme, the self-adaptive angle adjusting mechanism comprises a convex spherical structure arranged at a top end of a screw rod and a groove structure arranged at a bottom of a sliding shoe and matched with the convex spherical structure at the top end of the screw rod; the top of the sliding shoe is flat, the screw rod can rotate in the groove of the sliding shoe, self-adaptive angle adjustment is realized, and the top of the sliding shoe can be tightly attached to the rail.

[0012] According to the technical scheme, the top of the sliding shoe is provided with a brake friction block for increasing friction with the rail; and the bottom of the sliding shoe is provided with a limiting cover plate at an opening of the groove, and the limiting cover plate is used for preventing the convex ball at the top end of the screw rod from sliding out of the sliding shoe.

[0013] According to the technical scheme, the locking mechanism comprises a limiting seat fixed below the cross beam, a screw rod segment in the limiting seat is a trapezoidal toothed segment, a limiting screw is arranged on the limiting seat, and the limiting screw can be inserted into a groove of the trapezoidal toothed segment of the screw rod.

[0014] According to the technical scheme, the bottom of the screw rod is connected with a driving mechanism for controlling the screw rod to ascend and descend.

[0015] The utility model discloses the beneficial effect is:

[0016] 1. The device adopts a double locking combination effect form, including a first locking mechanism and a second locking mechanism. The first locking mechanism connects the track and the cross beam of the walking gantry, can fix the walking gantry, prevent the maintenance vehicle from shaking and falling, the second locking mechanism passes through the cross beam of the walking gantry from bottom to top, the top abuts against the track, and the maintenance vehicle is locked twice, so that the maintenance vehicle can be effectively prevented from shaking relative to the track. The first locking mechanism and the second locking mechanism are both in the form of rotary lock, simple structure, high transmission precision, the combination of the two, high locking reliability, greatly improving the safety.

[0017] 2. After the first locking mechanism is locked, two locking nuts are tightened at the same time, at this time, the left and right rail clamps cannot be opened by reversely rotating the adjusting screw rod, which plays a locking protection and prevents misoperation on the first locking mechanism. After the second locking mechanism is locked, the locking screw on the stop seat is tightened, the locking screw is inserted into the trapezoidal toothed groove of the screw rod, at this time the screw rod cannot be rotated, thereby preventing the second locking mechanism from loosening. Through the double protection of the locking nut and the locking screw, the safety of the bridge maintenance vehicle is further improved. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.

[0019] Figure 1 The overall structure of the bridge maintenance vehicle locking device provided by the embodiment of the present application is shown in the front view.

[0020] Figure 2 The side view of the first locking mechanism of the bridge maintenance vehicle locking device provided by the embodiment of the present application is shown.

[0021] Figure 3 The side view of the second locking mechanism of the bridge maintenance vehicle locking device provided by the embodiment of the present application is shown.

[0022] Figure 4 The screw rod structure schematic diagram of the bridge maintenance vehicle locking device provided by the embodiment of the present application is shown.

[0023] Figure 5 The locking screw function schematic diagram of the bridge maintenance vehicle locking device provided by the embodiment of the present application is shown.

[0024] In the figure: 1, I-beam track; 2, cross beam; 3, first locking mechanism; 3-1, left rail clamp; 3-2, right rail clamp; 3-3, guide shaft; 3-4, adjusting screw; 3-5, first hand wheel; 3-6, threaded guide sleeve; 3-7, through hole guide sleeve; 3-8, clamping pad; 3-9, limiting seat; 3-10, boss; 3-11, locking nut; 4, second locking mechanism; 4-1, screw rod; 4-2, sliding shoe; 4-3, limiting nut; 4-4, second hand wheel; 4-5, limiting cover plate; 4-6, brake friction block; 4-7, threaded section; 4-8, trapezoidal toothed section; 4-9, stop seat; 4-10, stop screw. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings can be arranged and designed in various different configurations.

[0026] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present application is usually placed, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0027] In addition, the terms "horizontal", "vertical", "overhanging" and the like do not mean that the components must be absolutely horizontal or overhanging, but can be slightly inclined. For example, "horizontal" only means that it is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined.

[0028] In the description of the present application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "arrangement", "installation", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0029] In the present application, unless specifically stated and limited otherwise, a first feature "on" or "under" a second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the first feature "on", "above" and "over" the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the first feature is higher in horizontal height than the second feature. The first feature "under", "below" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the first feature is lower in horizontal height than the second feature.

[0030] The features and performances of the present application are further described in detail below in combination with embodiments.

[0031] As shown in Figure 1 The utility model provides a bridge maintenance vehicle locking device between track and bridge maintenance vehicle running portal crossbeam 2, adopts double locking group cooperation effect form, including first locking mechanism 3 and second locking mechanism 4. Bridge maintenance vehicle suspension track is I -beam track 1, first locking mechanism 3 connects I -beam track 1 with running portal crossbeam 2, can fixed running portal, prevents maintenance vehicle to sway and fall. Second locking mechanism 4 passes through running portal crossbeam 2 from bottom to top, top end bears I -beam track 1 lower end, carries out secondary locking to maintenance vehicle, can effectively prevent maintenance vehicle relative track sway.

[0032] In the embodiment, as shown in Figure 2 The first locking mechanism 3 includes left rail clamp 3-1, right rail clamp 3-2, adjusting clamping mechanism and guide, the upper part of the left rail clamp 3-1 and the right rail clamp 3-2 is located in the two grooves of the I-beam track 1, for clamping I-beam track 1, the lower part is located at the both sides of crossbeam 2 respectively, and the left rail clamp 3-1 and the right rail clamp 3-2 are fixed with clamping pad 3-8 at the end of clamp through bolt;The adjusting clamping mechanism passes through left rail clamp 3-1 and right rail clamp 3-2 from below crossbeam 2, for adjusting the position of left and right rail clamps (3-1, 3-2) to clamp I-beam track 1;The guide passes through left rail clamp 3-1 and right rail clamp 3-2 from above crossbeam 2, and the movement of left and right rail clamps (3-1, 3-2) is guided;

[0033] In this embodiment, the adjusting and clamping mechanism includes an adjusting screw 3-4, the ends of which are independently rotatable and respectively fit within threaded guide sleeves 3-6 on the left and right rail clamps 3-1 and 3-2, respectively. The threaded guide sleeves 3-6 are secured to the left and right rail clamps 3-1 and 3-2 by welding. The adjusting and clamping mechanism is manually driven, with first handwheels 3-5 serving as a driving mechanism connected to the ends of the adjusting screw 3-4. The rotation of the ends of the adjusting screw 3-4 is controlled by the two first handwheels 3-5. The guide member is a guide shaft 3-3, which is movably fitted within through-hole guide sleeves 3-7 on the left and right rail clamps 3-1 and 3-2, respectively. The through-hole guide sleeves 3-7 are secured to the left and right rail clamps 3-1 and 3-2 by welding. When the first hand wheels 3-5 at both ends of the adjusting screw rod 3-4 are rotated, the left and right rail clamps (3-1, 3-2) slide along the guide shaft 3-3 to clamp or loosen the I-beam rail 1.

[0034] In this embodiment, two limit seats 3-9 are respectively sleeved on the adjusting screw rod 3-4 and the guide shaft 3-3, and the limit seats 3-9 are fixedly connected to the cross beam 2 by bolts. The adjusting screw rod 3-4 and the middle part of the guide shaft 3-3 are provided with an annular boss 3-10, the diameter of the boss 3-10 is larger than the inner diameter of the limit seat 3-9, which can prevent the adjusting screw rod 3-4 and the guide shaft 3-3 from sliding axially; the adjusting screw rod 3-4 is also sleeved with two locking nuts 3-11, and the two locking nuts 3-11 are respectively located on the outside of the left rail clamp 3-1 and the right rail clamp 3-2; when the two first hand wheels 3-5 are rotated to lock the first locking mechanism 3, the two locking nuts 3-11 are tightened at the same time, and the first hand wheel 3-5 cannot be rotated in the opposite direction to open the left and right rail clamps (3-1, 3-2), which plays a role in locking protection and preventing misoperation of the first locking mechanism 3, greatly improving safety.

[0035] In this embodiment, Figure 3 As shown, the second locking mechanism 4 includes a screw 4-1, a sliding shoe 4-2 and a limiting nut 4-3. The screw 4-1 passes through the beam 2 from bottom to top, and the top of the screw 4-1 is a convex ball; the top of the sliding shoe 4-2 is flat, and the bottom is provided with a groove adapted to the convex ball at the top of the screw 4-1; the convex spherical top of the screw 4-1 and the sliding shoe 4-2 together constitute an adaptive angle adjustment mechanism, and the screw 4-1 can rotate in the sliding shoe 4-2 to achieve adaptive angle adjustment, ensuring that when the screw 4-1 is not perpendicular to the I-beam track 1, the top of the sliding shoe 4-2 can also be close to the bottom of the I-beam track 1; the threaded section 4-7 of the screw 4-1 is engaged in the limiting nut 4-3, and the limiting nut 4-3 is fixed above the beam 2 by bolts.

[0036] In this embodiment, the top of the sliding shoe 4-2 is fixed with a brake friction block 4-6 for increasing friction by bolts, and the bottom of the sliding shoe 4-2 is installed with a limit cover plate 4-5 at the groove opening by bolts for preventing the convex ball at the top end of the screw rod 4-1 from sliding out of the sliding shoe 4-2; the bottom of the screw rod 4-1 is connected with a second hand wheel 4-4 serving as a driving mechanism, and rotating the second hand wheel 4-4 can control the screw rod 4-1 to rise, drive the brake friction block 4-6 at the top of the sliding shoe 4-2 to tightly adhere to the I-beam track 1, and prevent the maintenance vehicle from shaking.

[0037] In this embodiment, as shown in Figure 4 、 Figure 5 The second locking mechanism 4 is locked by a locking mechanism, which includes a stop seat 4-9 fixed under the cross beam 2 by welding, the screw rod 4-1 is a trapezoidal toothed section 4-8 at the stop seat 4-9, a stop screw 4-10 is arranged on the stop seat 4-9, and the stop screw 4-10 can be inserted into the groove of the trapezoidal toothed section 4-8 of the screw rod 4-1; when the second locking mechanism 4 is locked, the stop screw 4-10 on the stop seat 4-9 is tightened, the stop screw 4-10 is inserted into the groove of the trapezoidal toothed section 4-8 of the screw rod 4-1, at this time the screw rod 4-1 is clamped and cannot rotate, which can prevent the second locking mechanism 4 from loosening and improve the safety and reliability of locking.

[0038] The specific working process of the bridge maintenance vehicle locking device is as follows:

[0039] (1) Release state: During normal operation of the bridge maintenance vehicle, the locking device is always in the release state. At this time, the left and right rail clamps (3-1, 3-2) and the I-beam track 1 maintain a suitable running gap, the sliding shoe 4-2 is in the descending position, and all locking parts are in the loosened state, which ensures that the maintenance vehicle can run smoothly along the I-beam track 1.

[0040] (2) First locking mechanism 3 locking: when the bridge maintenance vehicle reaches the designated working position, the first locking mechanism 3 is first locked. Rotate the two first hand wheels 3-5, convert the rotary motion into linear motion by using the adjusting and clamping mechanism, control the left and right rail clamps (3-1, 3-2) to move towards the I-beam track 1, until the clamping pads 3-8 on the left and right rail clamps (3-1, 3-2) tightly adhere to the I-beam track 1. The first locking mechanism 3 realizes the first displacement constraint of the I-beam track 1 and the cross beam 2 in X direction (transverse direction), Y direction (longitudinal direction) and Z direction (vertical direction). It can prevent the bridge maintenance vehicle from shaking and falling.

[0041] (3) First locking mechanism 3 locking protection: After confirming that the first locking mechanism 3 is locked, tighten the locking nuts 3-11 on both sides of the adjusting screw 3-4, and the locking nuts 3-11 are tightly attached to the left and right rail clamps (3-1, 3-2) to form a reliable mechanical locking, which can effectively prevent the adjusting screw 3-4 from rotating in the opposite direction, and can prevent accidental operation from causing the first locking mechanism 3 to be accidentally loosened.

[0042] (4) Second locking mechanism 4 locking: Turn the second hand wheel 4-4 at the bottom of the screw rod 4-1 to drive the screw rod 4-1 to move upwards, and drive the sliding shoe 4-2 to rise until the brake friction block 4-6 at the top of the sliding shoe 4-2 is in close contact with the I-beam rail 1. Through the self-adaptive angle adjustment mechanism composed of the convex spherical structure at the top of the screw rod 4-1 and the groove at the bottom of the sliding shoe 4-2, even if the screw rod 4-1 is not completely perpendicular to the I-beam rail 1, the brake friction block 4-6 can also be tightly attached to the I-beam rail 1. The second locking mechanism 4 realizes the second displacement constraint in the X direction (transverse direction) and Y direction (longitudinal direction), which can prevent the bridge maintenance vehicle from shaking.

[0043] (5) Second locking mechanism 4 locking protection: After confirming that the second locking mechanism 4 is locked, tighten the stop screw 4-10 on the stop seat 4-9, so that it is inserted into the groove of the trapezoidal toothed section 4-8 of the screw rod 4-1, forming a reliable mechanical interlocking mechanism, so that the screw rod 4-1 cannot rotate relative to the stop seat 4-9, effectively preventing the second locking mechanism 4 from loosening.

[0044] In summary, the first locking mechanism 3 and the second locking mechanism 4 both use a rotary locking method, which is simple in structure and high in transmission accuracy. The combination of the two not only effectively prevents the maintenance vehicle from shaking and falling, but also further enhances the stability and reliability of the locking through the anti-loosening protection function of the locking nuts 3-11 and the stop screws 4-10, greatly improving the safety.

[0045] The above-described embodiments are part of the embodiments of the present application, not all of the embodiments. The detailed description of the embodiments of the present application is not intended to limit the scope of the claimed application, but only represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor are within the scope of protection of the present application.

Claims

1. A bridge maintenance vehicle locking device located between a rail and a crossbeam of a bridge maintenance vehicle running gantry, characterized in that: The first locking mechanism comprises left and right rail clamps, a guide and an adjusting clamping mechanism, the upper part of the left and right rail clamps is used for clamping the rail, and the lower part is located at the two sides of the cross beam respectively; the guide passes through the left and right rail clamps from above the cross beam and plays a guiding role in the movement of the left and right rail clamps; the adjusting clamping mechanism passes through the left and right rail clamps from below the cross beam and is used for adjusting the position of the left and right rail clamps to clamp the rail; the second locking mechanism comprises a screw rod, a sliding shoe and a limiting nut, the screw rod passes through the cross beam from bottom to top, is connected with the limiting nut fixed above the cross beam through a screw nut pair and is locked through a locking mechanism, the top end of the screw rod is movably connected with the sliding shoe to form a self-adaptive angle adjusting mechanism, so that the screw rod can rotate in the sliding shoe and self-adaptive angle adjustment is realized.

2. The locking device of a bridge maintenance vehicle according to claim 1, characterized in that: The adjusting clamping mechanism comprises an adjusting screw rod, the two ends of the adjusting screw rod can rotate independently and are respectively sleeved in the threaded guide sleeves on the left and right rail clamps, the two ends of the adjusting screw rod are respectively connected with driving mechanisms, and the driving mechanisms are used for controlling the rotation of the two ends of the adjusting screw rod to drive the left and right rail clamps to move.

3. A bridge maintenance vehicle locking device according to claim 2, wherein: Two locking nuts are sleeved on the adjusting screw rod, the two locking nuts are respectively located outside the left and right rail clamps and are used for preventing the left and right rail clamps from loosening.

4. The locking device of claim 1, wherein: The left and right rail clamps are fixed with through-hole guide sleeves, the guide is sleeved in the through-hole guide sleeves and limits the left and right rail clamps from sliding along the guide.

5. The locking device of claim 2, wherein: Limiting seats are sleeved on the adjusting screw rod and the guide, the limiting seats are fixedly connected with the cross beam, the middle parts of the adjusting screw rod and the guide are respectively provided with bosses with diameters greater than the inner diameters of the limiting seats, and the adjusting screw rod and the guide can be prevented from sliding along the axial direction.

6. The locking device of a bridge maintenance vehicle according to claim 1, characterized in that: The left and right rail clamps are provided with clamping pads at the clamp ends.

7. The locking device of a bridge maintenance vehicle according to claim 1, characterized in that: The self-adaptive angle adjusting mechanism comprises a convex spherical structure arranged at the top end of the screw rod and a groove structure arranged at the bottom of the sliding shoe and matched with the convex spherical structure at the top end of the screw rod; the top of the sliding shoe is flat, the screw rod can rotate in the groove of the sliding shoe, self-adaptive angle adjustment is realized, and the top of the sliding shoe can tightly abut against the rail.

8. The locking device of a bridge maintenance vehicle according to claim 1, characterized in that: The top of the sliding shoe is provided with a brake friction block for increasing friction with the rail; the bottom of the sliding shoe is provided with a limiting cover plate at the opening of the groove, and the limiting cover plate is used for preventing the convex ball at the top end of the screw rod from sliding out of the sliding shoe.

9. The locking device of a bridge maintenance vehicle according to claim 1, characterized in that: The locking mechanism comprises a stop seat fixed below the cross beam, the screw rod segment in the stop seat is a trapezoidal toothed segment, a stop screw is arranged on the stop seat, and the stop screw can be inserted into the groove of the trapezoidal toothed segment of the screw rod.

10. The locking device of a bridge maintenance vehicle according to claim 1, characterized in that: The bottom of the screw rod is connected with a driving mechanism for controlling the lifting of the screw rod.

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