An orbit adaptive transport aircraft

Abstract

The present invention discloses an orbit self - adapting transport aircraft, which includes a fuselage and rolling wheels, and also includes a guiding mechanism and a self - adapting damping mechanism; the guiding mechanism includes a sliding block, on both sides of the sliding block, first guiding rods are symmetrically arranged, the first guiding rods are slidably connected with second guiding rods, a compression spring is connected between the first guiding rods and the second guiding rods, and guiding wheels are arranged on the second guiding rods; the self - adapting damping mechanism includes a central shaft, one side of the central shaft is connected with a damping rod perpendicular to it, at both ends of the damping rod, first scissor rods and second scissor rods are symmetrically arranged, the second scissor rod includes a first connecting part and a second connecting part, the first connecting part is rotatably connected to the fuselage, and a friction wheel that always contacts the inner wall of the orbit is fixedly connected to the second connecting part. The present invention enables the transport aircraft to always automatically adapt to the machining error of the orbit, automatically adjust the speed according to the manufacturing error of the orbit, so that the transport aircraft always runs at a relatively uniform speed.

Description

Technical Field

[0001] The present invention relates to the technical field of agricultural machinery, and particularly relates to an orbit adaptive transport machine. Background Art

[0002] For mountain transportation, domestic and foreign researchers have developed various transportation devices, such as cableway transport machines, wheeled transport machines, tracked transport machines, double-rail transport machines, single-rail transport machines, etc. As a type of aerial transportation method, cableway transportation is not restricted by terrain and climate and has a low construction cost. However, its structure is tall, and it is inconvenient to repair when the equipment fails. Wheeled and tracked transport machines are mainly used in heavy-load and relatively small slope occasions, but special roads need to be paved and they cannot be widely used in mountainous areas. Compared with double-rail transportation, single-rail transportation requires a lower construction cost and can meet the needs of agricultural applications. Therefore, single-rail transport machines have been widely promoted in agricultural transportation.

[0003] Single-rail transport machines have the characteristics of strong climbing ability, small occupied space, large load capacity, low installation and maintenance costs, reliable work, stable operation, flexible movement, etc. They can better adapt to the winding terrain of uphill and downhill and can be used for transporting goods such as fertilizers, pesticides, fruits, and production tools in hilly areas. Single-rail transport machines need to run along the track during operation. However, there are inevitably errors between the actual manufactured track and the designed value. Traditional single-rail transport machines cannot automatically adapt to the manufacturing errors of the track during the operation along the track. This causes the speed of the single-rail transport machine to become faster or slower due to the existence of track manufacturing errors at different positions of the track, and further deteriorates the running stability of the single-rail transport machine. Summary of the Invention

[0004] Aiming at the above deficiencies existing in the prior art, the technical problem to be solved by the present invention is: how to provide an orbit adaptive transport machine that can adapt to the manufacturing errors of the track and automatically adjust the speed according to the manufacturing errors of the track to maintain uniform operation.

[0005] To solve the above technical problem, the present invention adopts the following technical solution:

[0006] An orbit adaptive transport machine includes a machine body and rolling wheels, and further includes a guiding mechanism and an adaptive damping mechanism;

[0007] The guiding mechanism includes a sliding block arranged along the axis direction of the machine body. One end of the sliding block slides into the machine body, and the other end of the sliding block extends out of the machine body. On both sides of the axis of the end of the sliding block extending out of the machine body, first guiding rods are symmetrically arranged. The ends of the first guiding rods far from their connection with the sliding block are obliquely arranged in a direction away from the sliding block. The ends of the first guiding rods far from their connection with the sliding block are also slidably connected with second guiding rods. A compression spring is connected between the first guiding rods and the second guiding rods. The ends of the second guiding rods far from their connection with the first guiding rods are also fixedly connected with guiding wheels that always contact the inner wall of the track.

[0008] The adaptive damping mechanism includes a central shaft arranged along the axis direction of the machine body. One end of the central shaft slides into the machine body and is connected with the end of the sliding block extending into the machine body through a torsion spring. A damping rod perpendicular to the axis direction of the central shaft is connected to one side of the central shaft close to the sliding block. First scissor rods are symmetrically arranged at both ends of the damping rod. The ends of the first scissor rods far from their connection with the damping rod are rotatably connected with second scissor rods. The second scissor rods extend respectively towards both ends along the position where they are connected with the first scissor rods to form a first connecting part near the damping rod end and a second connecting part far from the damping rod end. The first connecting part is rotatably connected to the machine body. A friction wheel that always contacts the inner wall of the track is fixedly connected to the second connecting part.

[0009] The working principle of the present invention is as follows: During the actual operation of the transporter of the present invention, the compression spring is always in a compressed state. Under the action of the compression spring, the guiding wheels are always tightly pressed against the inner wall of the track, and the friction wheels also always contact the inner wall of the track. When there are errors in the manufacture of the track, such as when the actual value of the track is greater than the design value, that is, the width of the track is greater than the design value, the pressure between the friction wheel and the inner wall of the track decreases, thereby reducing the frictional force, and the transporter will run at an increased speed. At this time, the distance between the two guiding wheels increases. At this time, the compression amount of the compression spring between the first guiding rod and the second guiding rod decreases, that is, the acting force generated by the compression spring at this time decreases. The acting force generated by the compression spring and transmitted to the sliding block through the first guiding rod decreases, the acting force of the sliding block on the torsion spring also decreases, the force of the torsion spring on the central shaft also decreases, and the moving distance of the central shaft also decreases. At this time, the damping rod drives the corresponding second scissor rod at the corresponding position to rotate around the machine body with a smaller amplitude through the first scissor rod, thereby increasing the frictional force between the friction wheel and the inner wall of the track. Under the action of the increased frictional force between the friction wheel and the inner wall of the track, the transporter realizes deceleration.

[0010] When the actual value of the track is less than the designed value, that is, when the width of the track is less than the designed value, the pressure between the friction wheel and the inner wall of the track increases, thereby increasing the frictional force. The conveyor will operate at a reduced speed. At this time, the distance between the two guide wheels decreases, and the compression amount of the compression spring between the first guide rod and the second guide rod increases, that is, the acting force generated by the compression spring at this time increases. The acting force generated by the compression spring transmitted to the slider through the first guide rod also increases. The acting force of the slider on the torsion spring increases, and the force of the torsion spring on the central shaft also increases, thereby increasing the distance of movement of the central shaft. At this time, the damping rod drives the corresponding second shear rod at the corresponding position to rotate around the machine body through the first shear rod by a larger amplitude, thereby reducing the frictional force between the friction wheel and the inner wall of the track. Under the action of the reduced frictional force between the friction wheel and the inner wall of the track, the conveyor achieves the purpose of increasing speed.

[0011] Therefore, when the actual value of the track is greater than the designed value, resulting in the conveyor increasing speed, the present invention can automatically decelerate, and when the actual value of the track is less than the designed value, resulting in the conveyor decelerating, it can automatically increase speed, so that the conveyor can always automatically adapt to the machining error of the track and automatically adjust the speed according to the manufacturing error of the track, so that the conveyor always runs at a relatively uniform speed. At the same time, the guide wheels installed at the front end of the guiding mechanism can tightly press the inner wall of the track under the action of the pre-tightening force of the compression spring, so as to actively adapt to the track curvature and enable the conveyor to have the turning ability.

[0012] Preferably, there are two damping rods in total. The two damping rods are distributed along the axial direction of the central shaft. A bearing mounting plate perpendicular to the axial direction of the central shaft is provided between the two damping rods. Both ends of the bearing mounting plate are fixedly connected to the machine body. The upper end of the bearing mounting plate is fixedly connected with a bearing mounting seat. A first linear bearing is provided in the bearing mounting seat, and the central shaft passes through the first linear bearing.

[0013] In this way, by arranging two damping rods in the axial direction of the central shaft, and connecting each damping rod to the friction wheel through the second shear rod at both ends, the number and area of contact between the friction wheel and the inner wall of the track can be increased, so as to better adjust the speed of the conveyor through the frictional force between the friction wheel and the inner wall of the track. At the same time, a bearing mounting seat is arranged between the two damping rods, and a first linear bearing is arranged at the bearing mounting seat, so that the central shaft can slide linearly along the bearing mounting seat under the action of the first linear bearing, and at the same time, it can also provide a supporting effect for the sliding of the central shaft.

[0014] Preferably, an installation shaft perpendicular to the axis direction of the body is further connected to the body. Both ends of the installation shaft are fixedly connected to the body. An installation groove is provided at the middle position of the installation shaft, and the torsion spring is sleeved on the installation groove. A central groove is provided at one end of the central shaft connected to the torsion spring, and a central convex block is provided at the central groove. The central convex block is fixedly connected to the central shaft. One end of the torsion spring connected to the central shaft is stuck between the central groove and the central convex block. A sliding groove is provided at one end of the sliding block connected to the torsion spring, and a sliding convex block is provided at the sliding groove. The sliding convex block is fixedly connected to the sliding block. One end of the torsion spring connected to the sliding block is stuck between the sliding groove and the sliding convex block.

[0015] In this way, by setting the installation shaft and providing an installation groove at the middle of the installation shaft, the torsion spring is sleeved on the installation groove, and the installation groove is used to limit the torsion spring. At the same time, one end of the torsion spring connected to the central shaft is stuck between the central groove and the central convex block to realize the limit of the connection end of the torsion spring and the central shaft. One end of the torsion spring connected to the sliding block is stuck between the sliding groove and the sliding convex block to realize the limit of the connection end of the torsion spring and the sliding block. In summary, the installation and limit of the torsion spring are realized, ensuring the normal operation of the torsion spring.

[0016] Preferably, a limit convex block is further provided at one end of the sliding block extending out of the body. The limit convex block can abut against the body. An installation block protrudes from the side of the limit convex block away from the body. A U-shaped groove is provided at one end of the first guide rod close to the installation block. The installation block extends into the U-shaped groove. Installation holes and installation strip holes are provided at the position where the installation block extends into the U-shaped groove. First connection holes and second connection holes are respectively provided at the positions of the first guide rod corresponding to the installation holes and the installation strip holes. The installation hole and the first connection hole are connected by a first connection screw, and the installation strip hole and the second connection hole are connected by a second connection screw.

[0017] In this way, when the sliding block slides along the body, the sliding of the sliding block is limited by the limit convex block. At the same time, installation holes and installation strip holes are provided on the installation block. The connection between the installation block and the first guide rod is realized by the first connection screw at the installation hole and the first connection hole. At the same time, when running on tracks with different designed widths, the first guide rod can be rotated around the first connection screw until the guide wheel on the second guide rod abuts against the inner wall of the track. After the rotation is in place, the second connection screw is further used to realize the position limitation between the first guide rod and the installation block. Therefore, by providing the installation strip hole, the first guide rod can rotate around the installation block to better adapt to tracks with different designed widths.

[0018] Preferably, a first limiting protrusion is provided at one end of the first guiding rod close to the second guiding rod. A first guiding protrusion protruding along the direction of the second guiding rod is provided on the first limiting protrusion. A first guiding groove is formed in the first guiding protrusion. A second limiting protrusion is provided at one end of the second guiding rod close to the first guiding rod. A guiding member protruding along the direction of the first guiding rod is provided on the second limiting protrusion. The guiding member slidably extends into the first guiding groove. Two ends of the compression spring are respectively fixedly connected to the first limiting protrusion and the second limiting protrusion.

[0019] In this way, when connecting the first guiding rod and the second guiding rod, the guiding member on the second guiding rod is extended into the first guiding groove of the first guiding rod, so as to realize the sliding connection between the first guiding rod and the second guiding rod. At the same time, the two ends of the compression spring are limited by the first limiting protrusion and the second limiting protrusion.

[0020] Preferably, a second linear bearing is provided at the position where the machine body is connected to the sliding block. The sliding block passes through the second linear bearing to realize the sliding connection with the machine body. A third linear bearing is provided at the position where the machine body is connected to the central shaft. The central shaft passes through the second linear bearing to realize the sliding connection with the machine body. A limiting nut is further provided at the end of the central shaft protruding out of the machine body.

[0021] In this way, the sliding connection between the sliding block and the machine body is realized by using the second linear bearing, and the sliding connection between the central shaft and the machine body is realized by using the third linear bearing. At the same time, a limiting nut is provided at the end of the central shaft protruding out of the machine body. When the central shaft slides along the machine body, the limiting nut can limit the sliding of the central shaft. The limiting nut and the limiting convex block respectively limit the sliding of the central shaft and the sliding block, thereby realizing the limiting function in two sliding directions.

[0022] Preferably, a manual brake mechanism is further included. The manual brake mechanism includes a brake shaft arranged perpendicular to the axis of the machine body. A brake rope is provided on the brake shaft. The brake shaft is rotatably connected to the machine body. Crank-slider mechanisms are symmetrically connected to both sides of the brake shaft. The crank-slider mechanism includes a crank, a connecting rod and a slider. Two ends of the connecting rod are respectively connected to the crank and the slider. One end of the crank far from its connection with the connecting rod is rotatably connected to the brake shaft. A brake sliding piece is fixedly connected to the slider. A sliding groove is formed in the brake sliding piece. An installation base is further included. Fixed shafts are provided at both ends of the installation base perpendicular to the axis of the machine body. The fixed shafts extend into the sliding groove and can slide along the sliding groove.

[0023] In this way, when the transportation track is long and there are many working points, and it is required that the transporter can stop at the working points, the transporter can be stopped on the track by means of a manual braking mechanism. When parking is required, the braking rope is pulled manually, the braking rope drives the braking shaft to rotate, and the braking shaft drives the crank-slider mechanisms on both sides to move. At this time, the slider in the crank-slider mechanism will drive the braking slide plate to move along the fixed axis in the direction close to the inner wall of the track, so that the braking slide plates on both sides of the braking shaft are tightly pressed against the inner wall of the track and generate braking force, thereby stopping the transporter at the working point.

[0024] Preferably, the manual braking mechanism further includes a braking handle. One end of the braking handle is fixedly connected to the braking shaft. A return spring is provided at the end of the braking handle far from its connection with the braking shaft. A spring fixing bracket is provided at the end of the return spring far from its connection with the braking handle. The spring fixing bracket is fixedly connected to the machine body.

[0025] In this way, when it is required to stop the transporter at the working point, the braking rope is pulled manually to rotate the braking shaft. The rotation of the braking shaft will drive the braking handle to rotate, so that the return spring at the other end of the braking handle connected to the braking shaft is deformed; when the transporter needs to start again after completing the operation at the working point, the return spring will generate a restoring force, so that the return spring drives the braking handle to rotate in the opposite direction to reset. The braking handle further drives the braking shaft to rotate in the opposite direction to reset. The reverse rotation of the braking shaft drives the crank-slider mechanisms on both sides to reset. At this time, the slider in the crank-slider mechanism will drive the braking slide plates on both sides to move along the fixed axis in the direction away from the inner wall of the track, reducing the braking force between the braking slide plates and the inner wall of the track, and the transporter continues to run.

[0026] Preferably, a first U-shaped part is provided at the end of the crank far from its connection with the braking shaft. A second U-shaped part is provided at the end of the connecting rod far from its connection with the slider. The first U-shaped part and the second U-shaped part are connected by a cross member. A third U-shaped part is provided at the end of the connecting rod far from its connection with the crank. The slider extends into the third U-shaped part and is connected to the third U-shaped part by a third connecting screw.

[0027] In this way, the connection between the crank and the connecting rod, and between the connecting rod and the slider is realized, and further a crank-slider mechanism is formed among the crank, the connecting rod and the slider.

[0028] Preferably, it further includes a rolling mechanism. The rolling mechanism includes a rolling wheel and a universal wheel bracket. The rolling wheel is used for rolling connection with the track. The rolling wheel is rotationally connected to the universal wheel bracket through a rolling shaft. A connecting thread is provided at the end of the universal wheel bracket far from its connection with the rolling wheel. The universal wheel bracket is fixedly connected to the machine body through the connecting thread.

[0029] In this way, the rolling mechanism enables the transporter to roll on the track. The rolling wheels are used for rolling connection with the track, and the universal wheel bracket is used to connect the body and the rolling wheels. At the same time, the rolling wheels and the guiding wheels together can achieve the turning movement of the transporter. Description of the Drawings

[0030] Figure 1 It is a schematic structural diagram of a specific embodiment of the present invention;

[0031] Figure 2 It is a schematic structural diagram of the guiding mechanism and the adaptive damping mechanism in a specific embodiment of the present invention;

[0032] Figure 3 It is Figure 2 an enlarged schematic diagram of part A in

[0033] Figure 4 It is a front view of the guiding mechanism and the adaptive damping mechanism in a specific embodiment of the present invention;

[0034] Figure 5 It is a partial exploded schematic diagram of the guiding mechanism in a specific embodiment of the present invention;

[0035] Figure 6 It is a schematic structural diagram of the adaptive damping mechanism in a specific embodiment of the present invention;

[0036] Figure 7 It is a schematic structural diagram of the manual brake mechanism in a specific embodiment of the present invention;

[0037] Figure 8 It is a schematic structural diagram of the rolling mechanism in a specific embodiment of the present invention.

[0038] Description of the Reference Numerals: body 1, rolling wheel 2, guiding wheel 3, compression spring 4, first guiding rod 5, first limiting projection 51, first guiding projection 52, limiting projection 6, sliding block 7, sliding projection 71, torsion spring 8, damping rod 9, friction wheel 10, second scissors rod 11, first scissors rod 12, central shaft 13, central projection 131, mounting shaft 14, bearing mounting plate 15, limiting nut 16, brake sliding piece 17, return spring 18, third linear bearing 19, bearing mounting seat 20, second linear bearing 21, second guiding rod 22, second limiting projection 221, guiding member 222, mounting block 23, mounting hole 231, mounting strip hole 232, spring fixing bracket 24, brake handle 25, brake shaft 26, crank 27, connecting rod 28, slider 29, fixed shaft 30, mounting base 31, universal wheel bracket 32, rolling shaft 33, connecting thread 34. Specific Embodiment

[0039] The present invention will be further described below in conjunction with the drawings and embodiments.

[0040] As shown in the attached Figure 1 to the attached Figure 6 shown, an orbit adaptive transporter includes a body 1 and rolling wheels 2, and also includes a guiding mechanism and an adaptive damping mechanism;

[0041] The guiding mechanism includes a sliding block 7 arranged along the axis direction of the body 1. One end of the sliding block 7 slides into the body 1, and the other end of the sliding block 7 extends out of the body 1. On both sides of the axis of the end of the sliding block 7 extending out of the body 1, first guiding rods 5 are symmetrically arranged. The end of the first guiding rod 5 far from its connection with the sliding block 7 is obliquely arranged in the direction away from the sliding block 7. The end of the first guiding rod 5 far from its connection with the sliding block 7 is also slidably connected with a second guiding rod 22. A compression spring 4 is connected between the first guiding rod 5 and the second guiding rod 22. The end of the second guiding rod 22 far from its connection with the first guiding rod 5 is also fixedly connected with a guiding wheel 3 that always contacts the inner wall of the track;

[0042] The adaptive damping mechanism includes a central shaft 13 arranged along the axis direction of the body 1. One end of the central shaft 13 slides into the body 1 and is connected with the end of the sliding block 7 extending into the body 1 through a torsion spring 8. A damping rod 9 perpendicular to the axis direction of the central shaft 13 is connected to one side of the central shaft 13 close to the sliding block 7. First shear fork rods 12 are symmetrically arranged at both ends of the damping rod 9. The end of the first shear fork rod 12 far from its connection with the damping rod 9 is rotatably connected with a second shear fork rod 11. The second shear fork rod 11 extends from the position where it is connected with the first shear fork rod 12 towards both ends to form a first connecting part near the damping rod 9 and a second connecting part far from the damping rod 9. The first connecting part is rotatably connected to the body 1, and a friction wheel 10 that always contacts the inner wall of the track is fixedly connected to the second connecting part.

[0043] The working principle of the present invention is as follows: During the actual operation of the transporter of the present invention, the compression spring 4 is always in a compressed state. Under the action of the compression spring 4, the guide wheels 3 are always tightly pressed against the inner wall of the track, and the friction wheels 10 are also always in contact with the inner wall of the track. When there are errors in the manufacture of the track, for example, when the actual value of the track is greater than the designed value, that is, the width of the track is greater than the designed value, the pressure between the friction wheels 10 and the inner wall of the track decreases, thereby reducing the frictional force, and the transporter will run at an increased speed. At this time, the distance between the two guide wheels 3 increases, and the compression amount of the compression spring 4 between the first guide rod 5 and the second guide rod 22 decreases, that is, the acting force generated by the compression spring 4 at this time decreases. The acting force generated by the compression spring 4 transmitted to the sliding block 7 through the first guide rod 5 decreases, the acting force of the sliding block 7 on the torsion spring 8 also decreases, the force of the torsion spring 8 on the central shaft 13 also decreases, and the moving distance of the central shaft 13 also decreases. At this time, the damping rod 9 drives the corresponding second scissor rod 11 at the corresponding position to rotate around the body 1 by a smaller amplitude through the first scissor rod 12, thereby increasing the frictional force between the friction wheels 10 and the inner wall of the track. Under the action of the increased frictional force between the friction wheels 10 and the inner wall of the track, the transporter is decelerated.

[0044] When the actual value of the track is less than the designed value, that is, the width of the track is less than the designed value, the pressure between the friction wheels 10 and the inner wall of the track increases, thereby increasing the frictional force, and the transporter will run at a reduced speed. At this time, the distance between the two guide wheels 3 decreases, and the compression amount of the compression spring 4 between the first guide rod 5 and the second guide rod 22 increases, that is, the acting force generated by the compression spring 4 at this time increases. The acting force generated by the compression spring 4 transmitted to the sliding block 7 through the first guide rod 5 also increases, the acting force of the sliding block 7 on the torsion spring 8 increases, and the force of the torsion spring 8 on the central shaft 13 also increases, so that the moving distance of the central shaft 13 increases. At this time, the damping rod 9 drives the corresponding second scissor rod 11 at the corresponding position to rotate around the body 1 by a larger amplitude through the first scissor rod 12, thereby reducing the frictional force between the friction wheels 10 and the inner wall of the track. Under the action of the reduced frictional force between the friction wheels 10 and the inner wall of the track, the purpose of increasing the speed of the transporter is achieved.

[0045] Therefore, when the actual value of the track is greater than the designed value, causing the transporter to increase speed, the present invention can automatically decelerate, and when the actual value of the track is less than the designed value, causing the transporter to decelerate, it can automatically increase speed, so that the transporter can always automatically adapt to the processing errors of the track, automatically adjust the speed according to the manufacturing errors of the track, so that the transporter always runs at a relatively uniform speed. At the same time, the guide wheels 3 installed at the front end of the guiding mechanism can be tightly pressed against the inner wall of the track under the pre-tightening force of the compression spring 4, so as to actively adapt to the curvature of the track, enabling the transporter to have the ability to turn.

[0046] In this embodiment, there are two damping rods 9 in total. The two damping rods 9 are distributed along the axial direction of the central axis 13. Between the two damping rods 9, there is a bearing mounting plate 15 arranged perpendicular to the axial direction of the central axis 13. Both ends of the bearing mounting plate 15 are fixedly connected to the body 1. The upper end of the bearing mounting plate 15 is fixedly connected with a bearing mounting seat 20. A first linear bearing is arranged inside the bearing mounting seat 20, and the central axis 13 passes through the first linear bearing.

[0047] In this way, by arranging two damping rods 9 in the axial direction of the central axis 13, and connecting both ends of each damping rod 9 to the friction wheel 10 through the second scissor rod 11, the number and area of contact between the friction wheel 10 and the inner wall of the track can be increased, so as to better adjust the speed of the transporter through the friction between the friction wheel 10 and the inner wall of the track. At the same time, a bearing mounting seat 20 is arranged between the two damping rods 9, and a first linear bearing is arranged at the bearing mounting seat 20, enabling the central axis 13 to slide linearly along the bearing mounting seat 20 under the action of the first linear bearing, and providing a supporting effect for the sliding of the central axis 13.

[0048] In this embodiment, the body 1 is also connected with a mounting shaft 14 arranged perpendicular to the axial direction of the body 1. Both ends of the mounting shaft 14 are fixedly connected to the body 1. An installation groove is provided at the middle position of the mounting shaft 14, and the torsion spring 8 is sleeved on the installation groove; a central groove is provided at one end of the central axis 13 connected to the torsion spring 8, and a central convex block 131 is arranged at the central groove. The central convex block 131 is fixedly connected to the central axis 13. One end of the torsion spring 8 connected to the central axis 13 is stuck between the central groove and the central convex block 131; a sliding groove is provided at one end of the sliding block 7 connected to the torsion spring 8, and a sliding convex block 71 is arranged at the sliding groove. The sliding convex block 71 is fixedly connected to the sliding block 7. One end of the torsion spring 8 connected to the sliding block 7 is stuck between the sliding groove and the sliding convex block 71.

[0049] In this way, by arranging the mounting shaft 14 and providing an installation groove at the middle of the mounting shaft 14, the torsion spring 8 is sleeved on the installation groove to limit the torsion spring 8 by using the installation groove. At the same time, one end of the torsion spring 8 connected to the central axis 13 is stuck between the central groove and the central convex block 131 to limit the connection end of the torsion spring 8 and the central axis 13. One end of the torsion spring 8 connected to the sliding block 7 is stuck between the sliding groove and the sliding convex block 71 to limit the connection end of the torsion spring 8 and the sliding block 7. In summary, the installation and limitation of the torsion spring 8 are realized, ensuring the normal operation of the torsion spring 8.

[0050] In this embodiment, a limiting convex block 6 is further provided at one end of the sliding block 7 extending out of the machine body 1. The limiting convex block 6 can abut against the machine body 1. An installation block 23 protrudes from the side of the limiting convex block 6 away from the machine body 1. A U-shaped groove is formed at one end of the first guide rod 5 close to the installation block 23. The installation block 23 extends into the U-shaped groove. An installation hole 231 and an installation strip hole 232 are formed at the position where the installation block 23 extends into the U-shaped groove. Corresponding positions on the first guide rod 5 to the installation hole 231 and the installation strip hole 232 are respectively provided with a first connection hole and a second connection hole. The installation hole 231 and the first connection hole are connected by a first connection screw, and the installation strip hole 232 and the second connection hole are connected by a second connection screw.

[0051] In this way, when the sliding block 7 slides along the machine body 1, the sliding of the sliding block 7 is limited by the limiting convex block 6. At the same time, the installation hole 231 and the installation strip hole 232 are formed on the installation block 23. The connection between the installation block 23 and the first guide rod 5 is realized by the first connection screw at the installation hole 231 and the first connection hole. At the same time, when traveling on tracks with different designed widths, the first guide rod 5 can be rotated around the first connection screw until the guide wheel 3 on the second guide rod 22 abuts against the inner wall of the track. After the rotation is in place, the position between the first guide rod 5 and the installation block 23 is further limited by the second connection screw. Therefore, by providing the installation strip hole 232, the first guide rod 5 can rotate around the installation block 23 to better adapt to tracks with different designed widths.

[0052] In this embodiment, a first limiting protrusion 51 is provided at one end of the first guide rod 5 close to the second guide rod 22. A first guiding protrusion 52 protrudes from the first limiting protrusion 51 along the direction of the second guide rod 22. A first guiding groove is formed on the first guiding protrusion 52. A second limiting protrusion 221 is provided at one end of the second guide rod 22 close to the first guide rod 5. A guiding member 222 protrudes from the second limiting protrusion 221 along the direction of the first guide rod 5. The guiding member 222 slides into the first guiding groove. The compression spring 4 is sleeved on the first guiding protrusion 52. Two ends of the compression spring 4 are respectively fixedly connected to the first limiting protrusion 51 and the second limiting protrusion 221.

[0053] In this way, when connecting the first guide rod 5 and the second guide rod 22, the guiding member 222 on the second guide rod 22 is inserted into the first guiding groove of the first guide rod 5, so as to realize the sliding connection between the first guide rod 5 and the second guide rod 22. At the same time, the two ends of the compression spring 4 are limited by the first limiting protrusion 51 and the second limiting protrusion 221.

[0054] In this embodiment, a second linear bearing 21 is provided at the position where the machine body 1 is connected to the sliding block 7. The sliding block 7 passes through the second linear bearing 21 to achieve a sliding connection with the machine body 1. A third linear bearing 19 is provided at the position where the machine body 1 is connected to the central shaft 13. The central shaft 13 passes through the second linear bearing 21 to achieve a sliding connection with the machine body 1. A limit nut 16 is also provided at the end of the central shaft 13 that extends out of the machine body 1.

[0055] In this way, the sliding connection between the sliding block 7 and the machine body 1 is realized by using the second linear bearing 21, and the sliding connection between the central shaft 13 and the machine body 1 is realized by using the third linear bearing 19. At the same time, a limit nut 16 is provided at the end of the central shaft 13 that extends out of the machine body 1. When the central shaft 13 slides along the machine body 1, the limit nut 16 can limit the sliding of the central shaft 13. The limit nut 16 and the limit convex block 6 respectively limit the sliding of the central shaft 13 and the sliding block 7, thereby realizing the limiting function in two sliding directions.

[0056] As shown in the attached Figure 7 figure, in this embodiment, a manual braking mechanism is further included. The manual braking mechanism includes a brake shaft 26 arranged perpendicular to the axis direction of the machine body 1. A brake rope is provided on the brake shaft 26. The brake shaft 26 is rotatably connected to the machine body 1. Crank-slider mechanisms are symmetrically connected to both sides of the brake shaft 26. The crank-slider mechanism includes a crank 27, a connecting rod 28, and a slider 29. The two ends of the connecting rod 28 are respectively connected to the crank 27 and the slider 29. The end of the crank 27 far from its connection with the connecting rod 28 is rotatably connected to the brake shaft 26. A brake sliding plate 17 is fixedly connected to the slider 29. A chute is provided on the brake sliding plate 17. An installation base 31 is further included. Fixed shafts 30 are provided at both ends of the installation base 31 perpendicular to the axis direction of the machine body 1. The fixed shafts 30 extend into the chute and can slide along the chute.

[0057] In this way, when the transportation track is long and there are many working points, and it is required that the transporter can stop at the working points, the transporter can be stopped on the track through the manual braking mechanism. When parking is required, the brake rope is pulled manually. The brake rope drives the brake shaft 26 to rotate. The brake shaft 26 then drives the crank-slider mechanisms on both sides to move. At this time, the slider 29 in the crank-slider mechanism will drive the brake sliding plate 17 to move along the fixed shaft 30 towards the direction close to the inner wall of the track, so that the brake sliding plates 17 on both sides of the brake shaft 26 tightly press against the inner wall of the track and generate braking force, thereby making the transporter stop at the working point.

[0058] In this embodiment, the manual braking mechanism further includes a brake handle 25. One end of the brake handle 25 is fixedly connected to the brake shaft 26. A return spring 18 is provided at the end of the brake handle 25 far from its connection with the brake shaft 26. A spring fixing bracket 24 is provided at the end of the return spring 18 far from its connection with the brake handle 25. The spring fixing bracket 24 is fixedly connected to the machine body 1.

[0059] In this way, when the transport aircraft needs to stop at the operation point, the brake rope is pulled manually to rotate the brake shaft 26. The rotation of the brake shaft 26 drives the brake handle 25 to rotate, thereby deforming the return spring 18 at the other end where the brake handle 25 is connected to the brake shaft 26. When the transport aircraft needs to start again after completing the operation at the operation point, the return spring 18 generates a restoring force, causing the return spring 18 to drive the brake handle 25 to rotate in the opposite direction and reset. The brake handle 25 further drives the brake shaft 26 to rotate in the opposite direction and reset. The reverse rotation of the brake shaft drives the crank-slider mechanisms on both sides to reset. At this time, the slider 29 in the crank-slider mechanism drives the brake sliders 17 on both sides to move away from the inner wall of the track along the fixed shaft 30, reducing the braking force between the brake sliders 17 and the inner wall of the track, and the transport aircraft continues to run.

[0060] In this embodiment, a first U-shaped part is provided at one end of the crank 27 away from its connection to the brake shaft 26. A second U-shaped part is provided at one end of the connecting rod 28 away from its connection to the slider 29. The first U-shaped part and the second U-shaped part are connected by a cross member. A third U-shaped part is provided at one end of the connecting rod 28 away from its connection to the crank 27. The slider 29 extends into the third U-shaped part and is connected to the third U-shaped part by a third connecting screw.

[0061] In this way, the connection between the crank 27 and the connecting rod 28, and between the connecting rod 28 and the slider 29 is realized, and further a crank-slider mechanism is formed among the crank 27, the connecting rod 28 and the slider 29.

[0062] As shown in the appendix Figure 8 In this embodiment, as shown in the figure, a rolling mechanism is further included. The rolling mechanism includes a rolling wheel 2 and a universal wheel bracket 32. The rolling wheel 2 is used for rolling connection with the track. The rolling wheel 2 and the universal wheel bracket 32 are rotationally connected by a rolling shaft 33. A connecting thread 34 is provided at one end of the universal wheel bracket 32 away from its connection to the rolling wheel 2. The universal wheel bracket 32 is fixedly connected to the body 1 through the connecting thread 34.

[0063] In this way, the rolling mechanism realizes the rolling operation of the transport aircraft on the track. Among them, the rolling wheel 2 is used for rolling connection with the track, the universal wheel bracket 32 is used for connecting the body 1 and the rolling wheel 2, and at the same time, the rolling wheel 2 and the guide wheel 3 together can realize the turning movement of the transport aircraft.

[0064] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit them. Those of ordinary skill in the art should understand that any modifications or equivalent replacements to the technical solutions of the present invention, without departing from the purpose and scope of the present technical solution, should be covered within the scope of the claims of the present invention.

Claims

1. An orbit adaptive transport aircraft, comprising a fuselage and rolling wheels, characterized in that, It further includes a guiding mechanism and an adaptive damping mechanism; The guiding mechanism includes a sliding block arranged along the axis direction of the machine body. One end of the sliding block slides into the machine body, and the other end of the sliding block extends out of the machine body. On both sides of the axis of the end of the sliding block extending out of the machine body, first guiding rods are symmetrically arranged. The end of the first guiding rod far from its connection with the sliding block is obliquely arranged in a direction away from the sliding block. The end of the first guiding rod far from its connection with the sliding block is also slidably connected with a second guiding rod. A compression spring is connected between the first guiding rod and the second guiding rod. The end of the second guiding rod far from its connection with the first guiding rod is also fixedly connected with a guiding wheel that always contacts the inner wall of the track; The adaptive damping mechanism includes a central shaft arranged along the axis direction of the machine body. One end of the central shaft slides into the machine body and is connected with the end of the sliding block extending into the machine body through a torsion spring. On the side of the central shaft close to the sliding block, a damping rod perpendicular to the axis direction of the central shaft is connected. At both ends of the damping rod, first scissor rods are symmetrically arranged. The end of the first scissor rod far from its connection with the damping rod is rotatably connected with a second scissor rod. The second scissor rod extends from the position where it is connected with the first scissor rod towards both ends to form a first connecting part near the damping rod end and a second connecting part far from the damping rod end. The first connecting part is rotatably connected to the machine body, and a friction wheel that always contacts the inner wall of the track is fixedly connected to the second connecting part; There are two damping rods in total. The two damping rods are distributed along the axis direction of the central shaft. Between the two damping rods, a bearing mounting plate perpendicular to the axis direction of the central shaft is arranged. Both ends of the bearing mounting plate are fixedly connected to the machine body. The upper end of the bearing mounting plate is fixedly connected with a bearing mounting seat. A first linear bearing is arranged in the bearing mounting seat, and the central shaft passes through the first linear bearing; An installation shaft perpendicular to the axis direction of the machine body is also connected to the machine body. Both ends of the installation shaft are fixedly connected to the machine body. An installation groove is opened at the middle position of the installation shaft, and the torsion spring is sleeved on the installation groove; A central groove is opened at the end of the central shaft connected with the torsion spring. A central convex block is arranged at the central groove, and the central convex block is fixedly connected with the central shaft. One end of the torsion spring connected with the central shaft is stuck between the central groove and the central convex block; A sliding groove is opened at the end of the sliding block connected with the torsion spring. A sliding convex block is arranged at the sliding groove, and the sliding convex block is fixedly connected with the sliding block. One end of the torsion spring connected with the sliding block is stuck between the sliding groove and the sliding convex block.

2. The rail adaptive transporter according to claim 1, wherein One end of the sliding block extending out of the body is further provided with a limiting convex block which can abut against the body. One side of the limiting convex block away from the body is further convexly provided with a mounting block. One end of the first guide rod close to the mounting block is provided with a U-shaped groove. The mounting block extends into the U-shaped groove. The position where the mounting block extends into the U-shaped groove is further provided with a mounting hole and a mounting strip hole. Corresponding positions on the first guide rod to the mounting hole and the mounting strip hole are respectively provided with a first connection hole and a second connection hole. The mounting hole and the first connection hole are connected by a first connection screw, and the mounting strip hole and the second connection hole are connected by a second connection screw.

3. The rail adaptive transport vehicle according to claim 1, characterized in that, One end of the first guide rod close to the second guide rod is provided with a first limiting protrusion. Along the direction of the second guide rod, a first guiding protrusion is convexly provided on the first limiting protrusion. A first guiding groove is provided on the first guiding protrusion. One end of the second guide rod close to the first guide rod is provided with a second limiting protrusion. Along the direction of the first guide rod, a guiding member is convexly provided on the second limiting protrusion. The guiding member slides into the first guiding groove. Two ends of the compression spring are respectively fixedly connected to the first limiting protrusion and the second limiting protrusion.

4. The rail adaptive transporter according to claim 1, wherein A second linear bearing is provided at the position where the body is connected to the sliding block. The sliding block passes through the second linear bearing to realize the sliding connection with the body. A third linear bearing is provided at the position where the body is connected to the central shaft. The central shaft passes through the third linear bearing to realize the sliding connection with the body. A limiting nut is further provided at the end of the central shaft extending out of the body.

5. The rail adaptive transport vehicle according to claim 1, wherein It further includes a manual braking mechanism. The manual braking mechanism includes a brake shaft arranged perpendicular to the axis direction of the body. A brake rope is provided on the brake shaft. The brake shaft is rotatably connected to the body. Crank-slider mechanisms are symmetrically connected to both sides of the brake shaft. The crank-slider mechanism includes a crank, a connecting rod and a slider. Two ends of the connecting rod are respectively connected to the crank and the slider. One end of the crank away from its connection with the connecting rod is rotatably connected to the brake shaft. A brake sliding piece is fixedly connected to the slider. A sliding groove is provided on the brake sliding piece. It further includes a mounting base. Fixed shafts are provided at both ends of the mounting base perpendicular to the axis direction of the body. The fixed shafts extend into the sliding groove and can slide along the sliding groove.

6. The track adaptive transport vehicle according to claim 5, characterized in that The manual braking mechanism further includes a brake handle. One end of the brake handle is fixedly connected to the brake shaft. A return spring is provided at the end of the brake handle away from its connection with the brake shaft. A spring fixing frame is provided at the end of the return spring away from its connection with the brake handle. The spring fixing frame is fixedly connected to the body.

7. The rail adaptive transport vehicle according to claim 6, wherein A first U-shaped member is provided at one end of the crank away from its connection to the brake shaft. A second U-shaped member is provided at one end of the connecting rod away from its connection to the slider. The first U-shaped member and the second U-shaped member are connected by a cross member. A third U-shaped member is provided at one end of the connecting rod away from its connection to the crank. The slider extends into the third U-shaped member and is connected to the third U-shaped member by a third connecting screw.

8. The rail adaptive transporter according to claim 1, characterized in that, It further includes a rolling mechanism. The rolling mechanism includes a rolling wheel and a universal wheel bracket. The rolling wheel is used for rolling connection with the track. The rolling wheel is rotationally connected to the universal wheel bracket through a rolling shaft. A connecting thread is provided at one end of the universal wheel bracket away from its connection to the rolling wheel. The universal wheel bracket is fixedly connected to the machine body through the connecting thread.

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