Flow line carrier shunting device

Abstract

The utility model discloses an assembly line shunting device, which solves the problem that the conventional shunting device affects the normal running of a carrier, and adopts the technical scheme that the assembly line carrier shunting device comprises a main rail and a shunting rail, the shunting rail is positioned on the outer side of the main rail, the inlet end of the shunting rail faces the main rail, and the outlet end of the shunting rail faces the main rail. A fracture is formed in the position, on the outer side of the inlet end of the flow dividing rail, of the main rail, a gap is formed between the flow dividing rail and the main rail, a bridging rail is movably arranged at the fracture and used for being connected to the fracture in a bridging mode, and the device is characterized in that a branch rail is movably arranged at the gap and used for being connected to the gap in a bridging mode; and the branch rail is linked with the bridging rail.

Description

Technical Field

[0001] The utility model relates to a diversion device, in particular to a diversion device used for diverting a carrier from a main rail to a diversion rail. Background Art

[0002] The assembly line is used to transport goods over long distances. When transporting goods, it is necessary to use a carrier to clamp or hold the goods. For large places, such as supermarkets, under normal circumstances, the goods in the supermarket are placed in various places according to categories. When selling online, it is necessary to use the assembly line set up in the supermarket to collect the goods ordered by users online to the background for unified packaging and distribution. Due to the large area of ​​the supermarket, the assembly line is not only equipped with a main track, but also needs to set up multiple diversion tracks to extend to the subdivided areas of the supermarket to achieve full connectivity of the internal areas and take into account the collection of goods at different locations. A diversion device needs to be set between the main track and the diversion track so that the carrier carrying the goods can move to different diversion tracks. Large clothing manufacturers also need to set up similar assembly lines to distribute and process fabric pieces to various functional areas. This assembly line also involves a diversion device set between the main track and the diversion track.

[0003] The shunt rail in the assembly line is set outside the main rail. The shunt rail is connected to the main rail through a shunt device so that the shunt rail can receive the carrier on the main rail. In order to facilitate the smooth shunt of the carrier, the shunt rail is required to be set as close to the main rail as possible, which may affect the normal passage of the carrier that does not need to be shunted. Utility Model Content

[0004] The technical problem to be solved by the utility model is: to provide a flow diversion device for assembly line carriers, the setting of which can well adapt to the normal passage of carriers that do not need diversion.

[0005] In order to solve the technical problem, the technical solution of the utility model is: a pipeline carrier diversion device, including a main rail and a diversion rail, the diversion rail is located on the outside of the main rail, the inlet end of the diversion rail faces the main rail, a break is formed on the main rail on the outside of the inlet end of the diversion rail, a gap is formed between the diversion rail and the main rail, a bridge rail is movably provided at the break position, the bridge rail is used to bridge to the break position, and it is characterized in that a branch rail is movably provided at the gap position, the branch rail is used to bridge to the gap position; the branch rail and the bridge rail are linked.

[0006] The bridge rail is used to achieve the bridge connection at both ends of the break, so that the vehicle can pass smoothly from the break position; the branch rail is used to achieve the bridge connection at the interval position, so that the vehicle can be smoothly diverted from the interval position to the diversion rail. The branch rail and the bridge rail are linked, which means that the branch rail and the bridge rail can move at the same time to achieve alternating bridge connection at the corresponding positions.

[0007] Furthermore, the bridge rail and the branch rail are respectively hinged at the upstream and downstream ends of the fracture, the linkage is movably connected to the bridge rail and the branch rail at the same time, and the power mechanism is drivingly connected to the linkage. This makes it easy to set the bridge rail and the branch rail, and to control the movement of the bridge rail and the branch rail, and the bridge rail and the branch rail are not easy to interfere when they are in motion.

[0008] Furthermore, a connecting seat is provided at the upstream end of the fracture, and a hinge seat is provided at the downstream end, the upstream end of the branch rail is hinged on the connecting seat, and the downstream end of the bridge rail is hinged on the hinge seat. By providing the connecting seat and the hinge seat, the bridge rail and the branch rail can be conveniently connected, and the movement stability of the bridge rail and the branch rail can be guaranteed.

[0009] Furthermore, a slope inclined toward the downstream end is formed on the downstream side of the connection seat, and the lower side surface of the upstream end of the bridge rail matches the slope. By setting the slope structure, the upstream end of the bridge rail is easy to match with the connection seat, and the slope can provide good support for the upstream end of the bridge rail, so that the stability of the bridge rail can be guaranteed.

[0010] Furthermore, the hinge point of the branch rail on the connecting seat is located at the lower side of the slope, so that when the carrier is diverted to the diverting rail, the slope can play a certain guiding role, so that the carrier can be smoothly diverted to the diverting rail.

[0011] Furthermore, the linkage is a sheet-shaped connecting piece, which is respectively connected to the support rail and the bridge rail through a column-shaped connecting column. The column-shaped connecting column allows the connecting piece to be away from the bridge rail and the support rail, and the connecting piece will not cause movement obstruction to the hook on the vehicle, so that the vehicle can move forward smoothly.

[0012] Furthermore, the bridge rail is connected to the corresponding connection column through an L-shaped connection plate. By providing the connection plate, the size of the connection piece can be effectively reduced, further ensuring the space requirement of the hook on the carrier when traveling.

[0013] Furthermore, the connecting piece is in a "7" shape, and the "7"-shaped connecting piece can be conveniently connected to the power mechanism for transmission, so that the power mechanism can drive the connecting piece.

[0014] Compared with the prior art, the utility model has the beneficial effects: by setting the bridge rail and the branch rail that are linked together, the bridging of the break on the main rail and the interval on the shunt rail can be achieved, so that the vehicle can smoothly pass through the corresponding space. Since both the bridge rail and the branch rail can move, and the two are in a linked relationship, when the bridge rail is bridged to the break position, the branch rail is also retracted to the main rail position, so that the vehicle that does not need to be shunted can pass through the bridge rail unimpeded; when the vehicle that needs to be shunted moves to the shunt position, the bridge rail makes way, and the branch rail is bridged to the interval position, so that the vehicle can smoothly achieve shunting. The branch rail and the bridge rail are linked, which can well adapt to the shunting requirements of the vehicle, is conducive to simplifying the structure, and is convenient for the power mechanism to drive the branch rail and the bridge rail. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a three-dimensional diagram of the assembly line carrier diversion device in one direction when it is in use.

[0016] Figure 2 This is a three-dimensional diagram of the assembly line carrier diversion device in another direction when it is in use.

[0017] Figure 3 This is a stereoscopic image of the assembly line carrier diversion device from an oblique upper perspective.

[0018] Figure 4 This is a stereoscopic image of the assembly line carrier diversion device from an oblique downward perspective.

[0019] In the figure: 1, bracket; 2, connecting seat; 21, slope; 22, notch; 3, support rail; 4, power cylinder; 5, connecting plate; 6, connecting column; 7, hinged seat; 8, bridge rail; 9, connecting plate. DETAILED DESCRIPTION

[0020] In conjunction with the drawings in the specification, the diversion device is arranged on the assembly line to realize the diversion of vehicles, especially hook-type vehicles. The assembly line involved includes a main rail and a diversion rail. The main rail is used to mainly run through the entire application site, and the diversion rail establishes the connection between each area and the main rail. The inlet end of the diversion rail faces the main rail, and the diversion rail is used to divert vehicles from the main rail. A flexible power mechanism is arranged in parallel on the outside of the main rail. The power mechanism can be a chain push pin structure or a chain bird hook structure. The power mechanism is used to drive the vehicle forward on the main rail. The diversion rail is located on the outside of the main rail. The outside of the diversion rail does not need to be provided with a flexible power mechanism, but the height difference can be used to realize the free sliding forward of the vehicle.

[0021] The upstream and downstream involved in the present application refer to the forward direction of the vehicle on the corresponding track, and the vehicle slides forward from the upstream side to the downstream side.

[0022] As shown in the figure, a break is formed on the main rail at the outer side of the inlet end of the shunt rail, and the main rail is divided into two sections at the break. A plate-type bracket 1 is provided at the break position, and the bracket 1 is fixed on the support frame of the assembly line. The shunt device is provided at the bracket 1. A protruding vertical plate is connected to the bracket 1, and the inlet end of the shunt rail is connected to the lower end of the vertical plate. The shunt device includes a bridge rail 8 movably provided at the break position, and the bridge rail 8 is used to bridge to the break position, so that the carrier on the main rail can pass through the break position smoothly. The bridge rail 8 can be a mobile mechanism that moves from the outside to the break position in a translational manner to achieve bridging; or it can be provided at the break position in an articulated manner, and the articulated rail moves in a rotational manner to achieve bridging of the break or disconnect the connection between the two ends of the break. A gap is formed between the shunt rail and the main rail, and a branch rail 3 is movably provided at the gap position, and the branch rail 3 is used to bridge to the gap position. When the vehicle does not need to be diverted, the bridge rail 8 is bridged to the break position, and the vehicle can pass normally on the bridge rail 8. At this time, the branch rail 3 moves to the position of the bridge rail 8, and the branch rail 3 will leave the gap to allow the vehicle to pass through; when the vehicle needs to be diverted, the bridge rail 8 leaves the break position, and the branch rail 3 is bridged to the said gap position, and the vehicle is diverted from the main rail through the branch rail 3 to the diversion rail.

[0023] The bridge rail 8 and the branch rail 3 are respectively hinged at the upstream and downstream ends of the fracture, and the linkage is movably connected to the bridge rail 8 and the branch rail 3 at the same time. The branch rail 3 and the bridge rail 8 are linked through the linkage, and the power mechanism is connected to the linkage. In order to facilitate the connection between the bridge rail 8 and the branch rail 3, a block-shaped connecting seat 2 is provided at the upstream end of the fracture, and a block-shaped hinge seat 7 is provided at the downstream end. The connecting seat 2 and the hinge seat 7 are respectively formed with a convex structure with the same cross-section as the main rail, so that a natural transition is formed between the main rail and the bridge rail 8, so that the hook on the vehicle can slide smoothly. The end of the main rail is clamped and fixed with the connecting seat 2 or the hinge seat 7 by a clamping block. The upstream end of the branch rail 3 is hinged on the connecting seat 2, and the downstream end of the bridge rail 8 is hinged on the hinge seat 7.

[0024] In order to facilitate the cooperation between the bridge rail 8 and the connection seat 2, a slope 21 inclined toward the downstream end is formed on the downstream side of the connection seat 2. The lower side of the upstream end of the bridge rail 8 is an inclined surface, so that the lower side of the downstream end of the bridge rail 8 coincides with the slope 21. A notch 22 is provided on the downstream end side of the connection seat 2, and the upper part of the notch 22 forms the slope 21. The upstream end of the branch rail 3 is inserted into the notch 22 with a gap, and the hinge point of the branch rail 3 on the connection seat 2 is located on the lower side of the slope 21.

[0025] The linkage is a sheet-shaped connecting piece 5, which is respectively connected to the support rail 3 and the bridge rail 8 through a columnar connecting column 6. The two connecting columns 6 are arranged in parallel, and the bridge rail 8 is connected to the corresponding connecting column 6 through an L-shaped connecting plate 9. The connecting piece 5 is in a "7" shape, and the power input end of the connecting piece 5 is movably connected to the outer end of the piston rod in the power cylinder 4. The power cylinder 4 is fixed on the bracket 1 in a horizontal position. When the piston rod is extended outward, the branch rail 3 and the bridge rail 8 are extended outward at the same time, the branch rail 3 is bridged to the gap between the connecting seat 2 and the shunt rail, the bridge rail 8 leaves the broken position, and the vehicle on the main rail is shunted to the shunt rail; when the piston rod is retracted, the connecting piece 5 moves the bridge rail 8 and the branch rail 3 toward the main rail through the connecting column 6, the bridge rail 8 is bridged to the broken position on the main rail, and the branch rail 3 moves to the lower side of the bridge rail 8. The branch rail 3 will not block the vehicle on the main rail, and the vehicle can pass through the bridge rail 8 smoothly from the gap position.

Claims

1. A flow diversion device for an assembly line, the assembly line comprising a main rail and a diversion rail, the diversion rail being located outside the main rail, the inlet end of the diversion rail facing the main rail, a break being formed on the main rail outside the inlet end of the diversion rail, a gap being formed between the diversion rail and the main rail, a bridge rail being movably provided at the break position, the bridge rail being used to bridge to the break position, characterized in that: A branch rail is movably provided at the spacing position, and the branch rail is used for bridging to the spacing position; the branch rail and the bridging rail are linked.

2. The assembly line carrier diversion device according to claim 1, characterized in that: The bridge rail and the branch rail are respectively hinged at the upstream and downstream ends of the fracture, the linking piece is movably connected with the bridge rail and the branch rail at the same time, and the power mechanism is transmission-connected with the linking piece.

3. The assembly line carrier diversion device according to claim 2, characterized in that: A connecting seat is provided at the upstream end of the fracture, and a hinge seat is provided at the downstream end. The upstream end of the branch rail is hinged on the connecting seat, and the downstream end of the bridge rail is hinged on the hinge seat.

4. The assembly line carrier diversion device according to claim 3, characterized in that: A slope inclined toward the downstream end is formed on the downstream side of the connecting seat, and the lower side surface of the upstream end of the bridge rail is consistent with the slope.

5. The assembly line carrier diversion device according to claim 4, characterized in that: The hinge point of the branch rail on the connecting seat is located at the lower side of the slope.

6. The assembly line carrier diversion device according to any one of claims 2 to 5, characterized in that: The linkage member is a sheet-shaped connecting piece, and the connecting piece is respectively connected to the support rail and the bridge rail through a column-shaped connecting column.

7. The assembly line carrier diversion device according to claim 6, characterized in that: The bridge rail is connected to the corresponding connection column through an L-shaped connection plate.

8. The assembly line carrier diversion device according to claim 6, characterized in that: The connecting piece is in a "7" shape.

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