Engineering truck

Abstract

The utility model relates to the technical field of engineering vehicles, and provides an engineering vehicle which comprises a chassis and at least three wheel assemblies. The multiple wheel assemblies are arranged at intervals in the length direction of the chassis. Each wheel assembly comprises a wheel, a lifting mechanism and a driving device. Wherein the lifting mechanism is arranged on the chassis, the wheels are arranged on the lifting mechanism in a rolling mode, and the lifting mechanism is used for driving the wheels to ascend and descend relative to the chassis. The driving devices are in transmission connection with the corresponding wheels so as to drive the wheels to roll. According to the engineering van, the at least three wheel assemblies are arranged on the chassis at intervals in the length direction, the wheels of each wheel assembly are installed on the chassis through the independent lifting mechanism and driven by the independent driving device to rotate, and when the engineering van gets close to an obstacle on the ground, the wheels of the wheel assemblies are driven by the independent driving device to rotate. The lifting mechanisms of all the wheel assemblies can be sequentially controlled to lift the corresponding wheels, so that the wheels can sequentially cross the obstacles, and then the engineering truck can integrally cross the obstacles.

Description

Technical Field

[0001] This utility model relates to the field of engineering vehicle technology, and in particular to an engineering vehicle. Background Technology

[0002] Currently, aerial work platforms and cranes are widely used in substation maintenance, greatly facilitating on-site construction and reducing labor intensity and risks. However, some problems have gradually emerged. In the 220kV and below equipment areas of substations, the compact equipment layout and narrow work space, coupled with numerous surrounding live equipment and energized parts, and some areas even isolated by cable trenches, make it difficult for maintenance vehicles to reach the maintenance sites. On-site construction still relies on the most primitive methods of manual climbing or pole hoisting, significantly increasing labor costs, labor intensity, and operational risks. Utility Model Content

[0003] This utility model provides an engineering vehicle to solve the problem in the prior art that the ground conditions near the equipment in the substation are complex and there are many obstacles, which makes it impossible for vehicles related to maintenance projects to drive to the maintenance location.

[0004] This utility model provides an engineering vehicle, comprising:

[0005] Chassis;

[0006] At least three wheel assemblies are arranged at intervals along the length of the chassis;

[0007] Each wheel assembly includes a wheel, a lifting mechanism, and a drive device; wherein the lifting mechanism is disposed on the chassis, the wheel is rotatably disposed on the lifting mechanism, and the lifting mechanism is used to drive the wheel to rise and fall relative to the chassis; the drive device is drively connected to the corresponding wheel to drive the wheel to rotate.

[0008] According to the engineering vehicle of this utility model, each wheel assembly includes a plurality of wheels spaced apart along the width direction of the chassis, each lifting mechanism includes an axle and a lifting drive component, and the plurality of wheels can be rotatably mounted on the corresponding axle, the axle and the corresponding lifting drive component being connected.

[0009] According to the engineering vehicle of this utility model, each of the lifting mechanisms includes a plurality of lifting drive components, which are arranged at intervals along the width direction of the chassis.

[0010] The engineering vehicle according to this utility model also includes a counterweight, which is disposed on the chassis so that the center of gravity of the engineering vehicle is located on a first cross section of the chassis; the first cross section passes through the center of the chassis and is perpendicular to the length direction.

[0011] The engineering vehicle according to this utility model also includes a counterweight adjustment mechanism, wherein the counterweight is movably disposed on the chassis along the length direction; the counterweight adjustment mechanism is disposed on the chassis and connected to the counterweight to drive the counterweight to move relative to the chassis along the length direction.

[0012] The engineering vehicle according to this utility model also includes a first leg and a second leg; both the first leg and the second leg are disposed on the chassis;

[0013] The end of the first leg extends to the lower front of the chassis, and the end of the second leg extends to the lower rear of the chassis.

[0014] According to the engineering vehicle of this utility model, the first outrigger includes a first telescopic member and a first support member. The first telescopic member is disposed on the chassis, and the first support member is disposed on the first telescopic member. The first telescopic member is used to extend and retract along the front and lower part of the chassis to adjust the position of the first support member.

[0015] The second support leg includes a second telescopic member and a second support member. The second telescopic member is disposed on the chassis, and the second support member is disposed on the second telescopic member. The second telescopic member is used to extend and retract along the rear lower part of the chassis to adjust the position of the second support member.

[0016] According to the engineering vehicle of this utility model, the bottom of the first support member is provided with a rolling roller, and the bottom of the second support member is provided with a rolling roller.

[0017] According to the engineering vehicle of this utility model, there are multiple first legs and multiple second legs;

[0018] Multiple first legs are arranged at intervals along the width direction of the chassis; multiple second legs are arranged at intervals along the width direction.

[0019] According to the engineering vehicle of this utility model, the first telescopic member is rotatably mounted on the chassis about a vertical axis; the second telescopic member is rotatably mounted on the chassis about a vertical axis.

[0020] This utility model relates to an engineering vehicle that features at least three wheel assemblies spaced along the length of the chassis. Each wheel assembly has its wheels mounted on the chassis via an independent lifting mechanism and driven by an independent drive unit. When the engineering vehicle approaches an obstacle on the ground, the lifting mechanisms of each wheel assembly can be sequentially controlled to raise the corresponding wheel, leaving it suspended in the air. The wheels of the remaining at least two wheel assemblies remain in contact with the ground and, driven by their respective drive units, serve as drive wheels and support points to propel the chassis forward. After the wheels pass over the obstacle, they return to their ground contact position. This allows the wheels of each wheel assembly to pass over the obstacle in sequence, enabling the chassis and the engineering vehicle as a whole to cross the obstacle. This effectively solves the problem in the prior art where complex ground conditions and numerous obstacles near equipment in substations prevent maintenance vehicles from reaching the repair site. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the engineering vehicle provided in an embodiment of this utility model.

[0023] Figure 2 This is a schematic diagram of the wheel assembly provided in an embodiment of the present invention.

[0024] Figure 3 This is one of the schematic diagrams of the foremost wheel assembly of the engineering vehicle crossing an obstacle, provided in this embodiment of the utility model.

[0025] Figure 4 yes Figure 3 A bottom view.

[0026] Figure 5 This is the second schematic diagram of the foremost wheel assembly of the engineering vehicle crossing an obstacle, provided in this embodiment of the utility model.

[0027] Figure 6 This is a schematic diagram of the wheel assembly in the middle position of the engineering vehicle crossing an obstacle, provided in an embodiment of this utility model.

[0028] Figure 7 This is a schematic diagram of the rear wheel assembly of the engineering vehicle crossing an obstacle, provided in an embodiment of this utility model.

[0029] Figure 8 This is a schematic diagram of the engineering vehicle in operation according to an embodiment of the present invention.

[0030] Figure 9 yes Figure 8 A bottom view.

[0031] Figure label:

[0032] 1. Engineering vehicles;

[0033] 11. Chassis; 12. Wheel assembly; 121. Wheel; 122. Lifting mechanism; 123. Axle; 124. Lifting drive component;

[0034] 13. Counterweight;

[0035] 14. First leg; 141. First telescopic component; 142. First support component;

[0036] 15. Second leg; 151. Second telescopic component; 152. Second support component. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0038] The following is combined Figures 1-9 This invention describes an engineering vehicle.

[0039] like Figures 1 to 9 As shown, this utility model provides an engineering vehicle 1, including: a chassis 11 and at least three wheel assemblies 12. The multiple wheel assemblies 12 are arranged at intervals along the length of the chassis 11; each wheel assembly 12 includes a wheel 121, a lifting mechanism 122, and a drive device (not shown in the figure). The lifting mechanism 122 is disposed on the chassis 11, and the wheel 121 is rotatably disposed on the lifting mechanism 122. The lifting mechanism 122 is used to drive the wheel 121 to rise and fall relative to the chassis 11. The drive device is drively connected to the corresponding wheel 121 to drive the wheel 121 to roll.

[0040] In this embodiment, the chassis 11 is used to install and support various functional structures and devices for construction on the engineering vehicle 1 (such as telescopic booms, work platforms for workers, and hoisting structures for hoisting, etc.). The chassis 11 is provided with at least three wheel assemblies 12, which are used to drive the chassis 11 to move and cross obstacles.

[0041] Specifically, by rotatably mounting the wheels 121 of the wheel assembly 12 onto the corresponding lifting mechanism 122, the lifting mechanism 122 can drive the wheels 121 to rise and fall relative to the chassis 11. When the wheel 121 of any wheel assembly 12 approaches an obstacle (usually a protrusion or groove on the ground), the lifting mechanism 122 can control the wheel 121 to rise to a certain height. Simultaneously, each wheel assembly 12 is equipped with an independent drive device to drive the corresponding wheel 121 to rotate. While the wheel 121 of a single wheel assembly 12 is raised and suspended in the air, the wheels 121 of the remaining wheel assemblies 12 can still act as drive wheels to propel the chassis 11 forward. This allows the suspended wheel 121 to pass over the obstacle from above, and after passing the obstacle, it is driven by the corresponding lifting mechanism 122 to lower to ground contact, so that it can again act as a drive wheel to propel the chassis 11 forward. When the engineering vehicle 1 moves forward over an obstacle, the wheels 121 of each wheel assembly 12 are raised and lowered sequentially as described above (e.g., ...). Figures 3 to 7 As shown in the figure, the chassis 11 can pass through the obstacle as a whole.

[0042] Furthermore, by arranging at least three wheel assemblies 12 at intervals along the length of the chassis 11, it can be understood that the length of the chassis 11 is the forward or backward direction of the engineering vehicle 1. When the wheel 121 of one wheel assembly 12 is lifted to cross an obstacle, the wheels 121 of the other at least two wheel assemblies 12 can remain in contact with the ground, serving as both drive wheels and supporting the chassis 11, so as to prevent the engineering vehicle 1 from tipping over forward or backward when the wheel 121 of a single wheel assembly 12 is suspended in the air.

[0043] The engineering vehicle 1 of this utility model has at least three wheel assemblies 12 spaced along the length of the chassis 11. The wheels 121 of each wheel assembly 12 are mounted on the chassis 11 by an independent lifting mechanism 122 and driven by an independent drive device to rotate. When the engineering vehicle 1 approaches an obstacle on the ground, the lifting mechanism 122 of each wheel assembly 12 can be controlled in sequence to lift the corresponding wheel 121, so that the wheel 121 is suspended in the air. The wheels 121 of the remaining at least two wheel assemblies 12 remain in contact with the ground and, driven by their respective drive devices, serve as drive wheels and support points to drive the chassis 11 forward, so that the wheels 121 cross the obstacle and then return to the position in contact with the ground. This allows the wheels 121 of each wheel assembly 12 to cross the obstacle in sequence, and thus the chassis 11 and the engineering vehicle 1 can cross the obstacle as a whole. This effectively solves the problem in the prior art that the ground conditions near the equipment in the substation are complex and there are many obstacles, which makes it impossible for vehicles related to maintenance projects to drive to the maintenance location.

[0044] It is understandable that, in order to maintain the balance of the engineering vehicle 1 in the width direction (i.e., the left-right direction), each wheel assembly 12 may include one or more wheels 121. For example, if each wheel assembly 12 includes one wheel 121, the width of the wheel 121 needs to be reasonably set to prevent the engineering vehicle 1 from overturning during operation.

[0045] Optionally, such as Figure 2 , Figure 4 and Figure 9 As shown, in some embodiments, each wheel assembly 12 includes a plurality of wheels 121 spaced apart along the width direction of the chassis 11, and each lifting mechanism 122 includes an axle 123 and a lifting drive 124. The plurality of wheels 121 can be rotatably mounted on the corresponding axle 123, and the axle 123 and the corresponding lifting drive 124 are connected.

[0046] In this embodiment, multiple wheels 121 of each wheel assembly 12 are arranged at intervals along the width direction of the chassis 11 (i.e., the left-right direction of the engineering vehicle 1) to provide multiple support points for the chassis 11 along the width direction and prevent the engineering vehicle 1 from overturning during operation. Simultaneously, multiple wheels 121 are mounted on corresponding axles 123, which can drive the multiple wheels 121 to rise and fall synchronously under the drive of the corresponding lifting drive component 124. The structure is simple and easy to control.

[0047] Optionally, the drive unit can be mounted on the axle 123.

[0048] In one specific embodiment, such as Figure 4 and Figure 9 As shown, each wheel assembly 12 includes two wheels 121, which are respectively connected to both ends of the axle 123.

[0049] Alternatively, in some embodiments, such as Figure 2 As shown, each lifting mechanism 122 includes multiple lifting drive components 124, which are arranged at intervals along the width direction of the chassis 11.

[0050] In this embodiment, by making a single lifting mechanism 122 include a plurality of lifting drive members 124 arranged at intervals along the width direction of the chassis 11, and all the lifting drive members 124 are connected to the axle 123, the axle 123 can be more stable during the lifting process and avoid tilting left and right.

[0051] Specifically, the lifting drive component 124 can be a lifting cylinder.

[0052] It is understandable that during the obstacle crossing process of the engineering vehicle 1, some wheels 121 need to be suspended in the air. In order to maintain the stability of the engineering vehicle 1 and prevent it from tipping over forward or backward, the center of gravity of the engineering vehicle 1 needs to be set reasonably. It is also understandable that the more wheel assemblies 12 there are and the smaller the distance between them, the more stable the engineering vehicle 1 is and the less likely it is to tip over when a single wheel 121 is suspended in the air. Conversely, the fewer wheel assemblies 12 there are and the larger the distance between them, the more likely the wheels 121 located at the front or rear of the chassis 11 will be suspended in the air (e.g., ...). Figure 3 , Figure 5 and Figure 7 Construction vehicle 1 is more prone to tipping over.

[0053] In some embodiments, such as Figure 1 , Figure 3 , Figures 5 to 8 As shown, the engineering vehicle 1 also includes a counterweight 13, which is disposed on the chassis 11 so that the center of gravity of the engineering vehicle 1 is located on a first cross section of the chassis 11. The first cross section passes through the center of the chassis 11 and is perpendicular to the length direction.

[0054] In this embodiment, a counterweight 13 is installed inside the chassis 11. The counterweight 13 works in conjunction with other structural components of the engineering vehicle 1 to adjust the center of the entire engineering vehicle 1, so that the center of the engineering vehicle 1 is located on a first cross-section of the chassis 11. The first cross-section passes through the center of the chassis 11, thereby maintaining a relative balance between the weight of the front and rear parts of the engineering vehicle 1. This prevents the engineering vehicle 1 from tipping forward or backward when the foremost or rearmost wheel 121 of the chassis 11 is suspended in the air. Specifically, when the number of wheel assemblies 12 is odd, the counterweight 13 can be used to adjust the center of gravity of the engineering vehicle 1 to be directly above the wheel assembly 12 located in the middle; when the number of wheel assemblies 12 is even, the counterweight 13 can be used to adjust the center of gravity of the engineering vehicle 1 to be between the two wheel assemblies 12 located in the middle.

[0055] Furthermore, in some embodiments, the engineering vehicle 1 also includes a counterweight adjustment mechanism (not shown in the figure), wherein the counterweight 13 is movably disposed on the chassis 11 along the length direction. The counterweight adjustment mechanism is disposed on the chassis 11 and connected to the counterweight 13 to drive the counterweight 13 to move relative to the chassis 11 along the length direction.

[0056] In this embodiment, a counterweight adjustment mechanism is installed on the chassis 11. This mechanism drives the counterweight 13 to move relative to the chassis 11, thereby adjusting the front and rear positions of the counterweight 13 and thus adjusting the center of gravity of the entire engineering vehicle 1, making the engineering vehicle 1 more stable and reliable when crossing obstacles. For example, when the foremost wheel 121 of the chassis 11 is lifted and hovering over an obstacle, the counterweight adjustment mechanism drives the counterweight 13 to move rearwards from the chassis 11, thereby adjusting the center of gravity of the engineering vehicle 1 to a position slightly rearwards from the center of the engineering vehicle 1, preventing the engineering vehicle 1 from tilting forward. Conversely, when the rearmost wheel 121 of the chassis 11 is lifted and hovering over an obstacle, the counterweight adjustment mechanism drives the counterweight 13 to move forwards from the chassis 11, thereby adjusting the center of gravity of the engineering vehicle 1 to a position slightly forwards from the center of the engineering vehicle 1, preventing the engineering vehicle 1 from tilting backwards.

[0057] Optionally, a slide rail adapted to the counterweight 13 can be installed on the chassis 11, so that the counterweight 13 can slide along the slide rail under the drive of the counterweight adjustment mechanism.

[0058] Alternatively, in some embodiments, such as Figure 1 , Figure 3 , Figures 5 to 8 As shown, the engineering vehicle 1 also includes a first support leg 14 and a second support leg 15. Both the first support leg 14 and the second support leg 15 are mounted on the chassis 11. The end of the first support leg 14 extends to the lower front of the chassis 11, and the end of the second support leg 15 extends to the lower rear of the chassis 11.

[0059] In this embodiment, by providing a first support leg 14 extending downward and forward on the chassis 11, it can be understood that the first support leg 14 can extend to the ground, either in contact with the ground or at a certain distance from the ground, so that when some wheels 121 are hovering over obstacles, if the chassis 11 tilts forward, the first support leg 14 can support the chassis 11, preventing the engineering vehicle 1 from tilting too far forward and causing the vehicle to overturn. Similarly, by providing a second support leg 15 extending downward and backward on the chassis 11, it can support the chassis 11 when it tilts backward, preventing the engineering vehicle 1 from tilting too far backward and causing the vehicle to overturn.

[0060] Specifically, in some embodiments, such as Figure 3 , Figure 5 , Figure 6 , Figure 7 and Figure 8As shown, the first support leg 14 includes a first telescopic member 141 and a first support member 142. The first telescopic member 141 is disposed on the chassis 11, and the first support member 142 is disposed on the first telescopic member 141. The first telescopic member 141 is used to extend and retract along the lower front of the chassis 11 to adjust the position of the first support member 142. The second support leg 15 includes a second telescopic member 151 and a second support member 152. The second telescopic member 151 is disposed on the chassis 11, and the second support member 152 is disposed on the second telescopic member 151. The second telescopic member 151 is used to extend and retract along the lower rear of the chassis 11 to adjust the position of the second support member 152.

[0061] In this embodiment, the first telescopic member 141 is fixedly installed on the chassis 11, and the first support member 142 is disposed at the bottom of the first telescopic member 141. The first support member 142 is used to contact the ground to support the entire engineering vehicle 1. At the same time, the first telescopic member 141 can extend and retract to adjust the height and position of the first support member 142, so that the first outrigger 14 can adapt to different ground conditions and working scenarios. For example, when crossing obstacles, the first telescopic member 141 can extend and retract so that the first support member 142 is slightly higher than the ground or slightly in contact with the ground, so as to avoid the engineering vehicle 1 tilting forward at an excessive angle. When the engineering vehicle 1 is driving normally, the first telescopic member 141 can retract to its shortest position to reduce the overall size of the engineering vehicle 1 and improve the passability of the engineering vehicle 1.

[0062] Similarly, the second outrigger 15 has a second telescopic member 151 and a second support member 152. The second support member 152 is used to contact the ground to support the entire engineering vehicle 1. Meanwhile, the second telescopic member 151 can extend and retract to adjust the height and position of the second support member 152, allowing the second outrigger 15 to adapt to different ground conditions and working scenarios. The application scenarios of the second outrigger 15 are similar to those of the first outrigger 14, and will not be repeated here. It is also understood that when the engineering vehicle 1 is stopped at the working position, the first telescopic member 141 and the second telescopic member 151 can extend respectively, so that the first outrigger 14 and the second outrigger 15 respectively abut against the ground in front of and behind the chassis 11, preventing the engineering vehicle 1 from sliding back and forth during operation.

[0063] Optionally, in some embodiments, the bottom of the first support member 142 is provided with a rollable roller, and the bottom of the second support member 152 is provided with a rollable roller.

[0064] In this embodiment, by providing rollers at the bottom of the first support member 142 and the second support member 152, when the engineering vehicle 1 tilts forward or backward while crossing an obstacle and the first support member 142 or the second support member 152 comes into contact with the ground, the first support member 142 or the second support member 152 can move along the ground via the rollers at the bottom, supporting the engineering vehicle 1 while assisting the engineering vehicle 1 to continue moving forward or backward.

[0065] In some embodiments, such as Figure 4 and Figure 9 As shown, there are multiple first legs 14 and multiple second legs 15. The multiple first legs 14 are arranged at intervals along the width direction of the chassis 11, and the multiple second legs 15 are arranged at intervals along the width direction.

[0066] In this embodiment, multiple first legs 14 and second legs 15 are respectively spaced apart along the width direction of the chassis 11, so as to provide multiple support points for the chassis 11 in the front and rear along the width direction. When the chassis 11 tilts forward or backward, the multiple first legs 14 or multiple second legs 15 can simultaneously support the chassis 11, making the chassis 11 more stable and reliable.

[0067] In one specific embodiment, such as Figure 4 and Figure 9 As shown, considering the space of the chassis 11, the overall weight and size of the engineering vehicle 1, there are two first legs 14 and two second legs 15. The two first legs 14 are arranged symmetrically about the central axis of the chassis 11, and the two second legs 15 are arranged symmetrically about the central axis of the chassis 11.

[0068] Specifically, in some embodiments, such as Figure 4 and Figure 9 As shown, the first telescopic member 141 is rotatably mounted on the chassis 11 about a vertical axis. The second telescopic member 151 is rotatably mounted on the chassis 11 about a vertical axis.

[0069] In this embodiment, by rotatably mounting the first telescopic member 141 and the second telescopic member 151 on the chassis 11 around the vertical axis, the angles between the multiple first legs 14 and the multiple second legs 15 can be adjusted so that the first legs 14 and the second legs 15 with rollers at the bottom can rotate according to the application scenario to meet the usage requirements of the engineering vehicle 1 in different application scenarios.

[0070] Specifically, let's take the case where there are two of each of the first leg 14 and the second leg 15 as an example.

[0071] like Figure 4 As shown, when the engineering vehicle 1 moves forward or backward and crosses obstacles, both first legs 14 extend directly forward and downward. That is, the projection of the extension direction of the two first legs 14 on the horizontal plane is parallel to the length direction of the engineering vehicle 1, and the projection of the extension direction of the two second legs 15 on the horizontal plane is also parallel to the length direction of the engineering vehicle 1. This allows the first support member 142 of the two first legs 14 and the second support member 152 of the two second legs 15 to move forward or backward via the rollers at the bottom without affecting the forward or backward movement of the engineering vehicle 1.

[0072] like Figure 8 and Figure 9 As shown, when the engineering vehicle 1 stops at the working position, the two first legs 14 rotate to the sides of the chassis 11 respectively, so that the two first legs 14 are set at an angle. The two second legs 15 also rotate to the sides of the chassis 11 respectively, so that the two second legs 15 are set at an angle. The two first support members 142 and the two second support members 152 are all in contact with the ground, so that the rollers of the four support members can restrict each other in the rolling direction, which plays a limiting role in the engineering vehicle 1 and prevents the engineering vehicle 1 from sliding and deviating during operation.

[0073] Specifically, in some embodiments, a telescopic boom is provided on the top of the chassis 11 of the engineering vehicle 1. One end of the telescopic boom is rotatably mounted on the chassis 11, and the other end of the telescopic boom is provided with a working platform and a lifting structure. In the driving state (e.g., Figure 3 , Figures 5 to 7 As shown), the telescopic boom can be retracted to its shortest state and placed flat on top of the chassis 11 to reduce the overall vehicle size. In one specific embodiment, the vehicle height is 2.1 meters and the width is 2.3 meters; in the working state (e.g. Figure 8 As shown, the telescopic boom rotates upward and tilts, extending as needed for high-altitude or hoisting operations.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. An engineered vehicle characterized by, include: Chassis; At least three wheel assemblies are arranged at intervals along the length of the chassis; Each wheel assembly includes a wheel, a lifting mechanism, and a drive device; wherein the lifting mechanism is disposed on the chassis, the wheel is rotatably disposed on the lifting mechanism, and the lifting mechanism is used to drive the wheel to rise and fall relative to the chassis; the drive device is drively connected to the corresponding wheel to drive the wheel to rotate.

2. The utility vehicle of claim 1, characterized in that, Each wheel assembly includes a plurality of wheels spaced apart along the width direction of the chassis, and each lifting mechanism includes an axle and a lifting drive component. The plurality of wheels are rotatably mounted on the corresponding axle, and the axle and the corresponding lifting drive component are connected.

3. The utility vehicle of claim 2, characterized in that, Each of the lifting mechanisms includes a plurality of lifting drive components, which are arranged at intervals along the width direction of the chassis.

4. The utility vehicle of claim 1, characterized in that, It also includes a counterweight, which is disposed on the chassis so that the center of gravity of the engineering vehicle is located on a first cross section of the chassis; the first cross section passes through the center of the chassis and is perpendicular to the length direction.

5. The utility vehicle of claim 4, characterized in that, It also includes a counterweight adjustment mechanism, wherein the counterweight is movably disposed on the chassis along the length direction; the counterweight adjustment mechanism is disposed on the chassis and connected to the counterweight to drive the counterweight to move relative to the chassis along the length direction.

6. The utility vehicle of claim 1, wherein, It also includes a first leg and a second leg; both the first leg and the second leg are mounted on the chassis; The end of the first leg extends to the lower front of the chassis, and the end of the second leg extends to the lower rear of the chassis.

7. The utility vehicle of claim 6, characterized in that, The first outrigger includes a first telescopic member and a first support member. The first telescopic member is disposed on the chassis, and the first support member is disposed on the first telescopic member. The first telescopic member is used to extend and retract along the lower front of the chassis to adjust the position of the first support member. The second support leg includes a second telescopic member and a second support member. The second telescopic member is disposed on the chassis, and the second support member is disposed on the second telescopic member. The second telescopic member is used to extend and retract along the rear lower part of the chassis to adjust the position of the second support member.

8. The utility vehicle of claim 7, characterized in that, The bottom of the first support member is provided with a rolling roller, and the bottom of the second support member is provided with a rolling roller.

9. The utility vehicle of claim 7 or 8, characterized in that, There are multiple first legs and multiple second legs; Multiple first legs are arranged at intervals along the width direction of the chassis; multiple second legs are arranged at intervals along the width direction.

10. The utility vehicle of claim 9, characterized in that, The first telescopic member is rotatably mounted on the chassis about a vertical axis; the second telescopic member is rotatably mounted on the chassis about a vertical axis.

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