Track changing device and concrete prefabricated component production line having the same

Abstract

The present invention provides a track-changing device and a concrete precast component production line having the same, wherein the track-changing device includes: a first track; a plurality of second tracks, which are arranged opposite to and spaced apart from the first track, and the first track and the second track are suitable for allowing a transfer vehicle to pass through; a mobile switching structure, which is movably arranged between the first track and the plurality of second tracks in the horizontal direction, and a connecting track is provided on the mobile switching structure. The mobile switching structure has a plurality of preset positions so that the first track can be connected to one of the plurality of second tracks through the connecting track, or so that the connecting track can be connected to one of the plurality of second tracks, wherein an anti-derailment mechanism is provided between the transfer vehicle and the mobile switching structure. In the above-mentioned track-changing device, the first track, the second track and the connecting track are located in the same plane, realizing translational track-changing without taking up additional vertical space. At the same time, when the transfer vehicle is waiting to be circulated, the derailment mechanism can cooperate with the transfer vehicle to prevent the transfer vehicle from derailing.

Description

Technical Field

[0001] The present invention relates to the technical field of precast concrete component production equipment, and in particular to a track changing device and a precast concrete component production line having the same. Background Art

[0002] Precast concrete components (also known as PC prefabricated components) refer to prefabricated concrete structures that are manufactured prior to installation at the construction site. Common examples include precast concrete floor slabs, concrete box girders for bridges, precast concrete roof beams for industrial plants, culvert frames, and precast concrete piles for foundation treatment. Compared to on-site cast concrete, precast concrete components offer numerous advantages, including increased safety, easier quality control, and faster construction schedules.

[0003] In the concrete prefabricated component production line, torpedo tanks are used to transport raw materials and flow on the overhead rails. In order to transport the raw materials to different workstations, a track changing device needs to be installed on the track. For example, in the Chinese patent number CN207415666U, the direction of the track is changed by moving the connecting frame up and down, so that the torpedo tanks can be transferred to different positions. However, in this structure, the up and down movement of the connecting frame occupies a large vertical space, and the track also needs to be set up in two layers, making the structure complicated. At the same time, the torpedo tank lacks a protective mechanism and there is a risk of derailment. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to overcome the defects of the torpedo tank track changing structure in the prior art that it occupies a large vertical space and has the risk of derailment, thereby providing a track changing device and a concrete precast component production line having the same.

[0005] In order to solve the above problems, the present invention provides a track changing device for a concrete precast component production line, comprising: a first track; a plurality of second tracks, which are opposite to and spaced apart from the first track, and the first track and the second track are suitable for allowing a transfer vehicle to pass through; a movable switching structure, which is movably arranged between the first track and the plurality of second tracks along a horizontal plane direction, and a connecting track is provided on the movable switching structure. The movable switching structure has a plurality of preset positions, so that the first track can be connected to one of the plurality of second tracks through the connecting track, or so that the connecting track can be connected to one of the plurality of second tracks, wherein an anti-derailment mechanism is provided between the transfer vehicle and the movable switching structure.

[0006] Optionally, the second track includes a first track segment and a second track segment arranged in parallel, and the connecting track includes a first connecting track and a second connecting track arranged opposite to each other, wherein the movable switching structure has a first position and a second position, when the movable switching structure is in the first position, the first track is connected to the first track segment through the first connecting track, and when the movable switching structure is in the second position, the first track is connected to the second track segment through the second connecting track.

[0007] Optionally, in the direction from the first track to the second track, the distance between the first connecting track and the second connecting track gradually increases, and when the movable switching structure is in the first position, the second track segment is located between the first connecting track and the second connecting track; when the movable switching structure is in the second position, the first track segment is located between the first connecting track and the second connecting track.

[0008] Optionally, the first connecting track is a straight track or a curved track, and the second connecting track is a straight track or a curved track.

[0009] Optionally, the anti-derail mechanism includes a collision rod and a collision head, wherein the two ends of the collision rod are fixedly connected to the ends of the first connecting track and the second connecting track facing the second track respectively, and the collision head is arranged on the front side of the transfer vehicle and is suitable for cooperating with the collision rod.

[0010] Optionally, the anti-derailment mechanism also includes a trigger rod and a trigger plate, the trigger rod is fixedly connected to the collision rod, and the trigger plate is swingably arranged on the front side of the transfer vehicle. In the forward direction of the transfer vehicle, the front end of the trigger plate is located in front of the collision head, and the trigger plate is electrically connected to the control switch, which is suitable for sending a stop signal to the transfer vehicle.

[0011] Optionally, a transmission member and a return spring are provided on the transfer vehicle, the middle portion of the transmission member is rotatably provided on the transfer vehicle, the trigger plate is connected to the first end of the transmission member, the first end of the transmission member is suitable for being electrically connected to the control switch, and the two ends of the return spring are respectively connected to the second end of the transmission member and the transfer vehicle.

[0012] Optionally, the mobile switching structure includes: a guide rail, which is arranged between the first track and the plurality of second tracks; a carrying vehicle, which is movably arranged on the guide rail, and the connecting track is arranged on the carrying vehicle.

[0013] Optionally, a positioning structure is provided between the guide rail and the carrier vehicle, and when the carrier vehicle is in a preset position, the positioning structure fixes the relative position of the carrier vehicle and the guide rail.

[0014] Optionally, the positioning structure includes: a positioning seat, which is arranged on the side of the guide rail, and the positioning seat has a positioning opening; a rotating member, which is rotatably arranged on the bottom of the carrier vehicle, and a connecting rod is provided at the end of the rotating member, and a positioning head is provided at the end of the connecting rod; a driving member, which is arranged on the carrier vehicle, and the driving member drives the rotating member to rotate to drive the positioning head to be inserted into the positioning opening, or separated from the positioning opening.

[0015] Optionally, the connecting rod includes a first section and a second section hinged to each other, the end of the first section is hinged to the rotating member, the positioning head is arranged at the end of the second section, a guide seat is provided at the bottom of the carrier, a guide hole is provided on the guide seat, and the second section is passed through the guide hole.

[0016] The present invention also provides a prefabricated concrete component production line, comprising the track-changing device described above.

[0017] The present invention has the following advantages:

[0018] By utilizing the technical solution of the present invention, when the track-changing device needs to change tracks, the mobile switching structure moves in the horizontal direction and switches to different preset positions, so that the first track is connected to one of the multiple different second tracks through the connecting track, thereby achieving the effect of track changing. The first track, the second track and the connecting track are located in the same plane, and the translational track change is achieved without taking up additional vertical space. At the same time, when the transfer vehicle is waiting to be circulated, the derailment mechanism on the mobile switching structure can cooperate with the transfer vehicle, thereby preventing the transfer vehicle from derailing. Therefore, the technical solution of the present invention solves the defects of the torpedo tank track-changing structure in the prior art that it occupies a large vertical space and has the risk of derailment. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 A schematic structural diagram of a track changing device according to a first embodiment of the present invention is shown;

[0021] Figure 2 Shown Figure 1 A schematic structural diagram of the middle track changing device in the first position;

[0022] Figure 3 Shown Figure 1 A schematic structural diagram of the middle track changing device in the second position;

[0023] Figure 4 Shown Figure 1Schematic diagram of the structure of the torpedo tank in the middle track change device

[0024] Figure 5 Shown Figure 4 A in the middle is an enlarged schematic diagram;

[0025] Figure 6 Shown Figure 4 Schematic diagram of the mid-track change device from another perspective;

[0026] Figure 7 Shown Figure 6 The enlarged schematic diagram of point B in the middle;

[0027] Figure 8 Shown Figure 1 A schematic diagram of the structure of the mobile switching structure of the middle track changing device;

[0028] Figure 9 Shown Figure 1 Schematic diagram of the positioning head of the positioning structure of the middle track change device in a retracted state;

[0029] Figure 10 Shown Figure 9 Enlarged schematic diagram at point C in the middle;

[0030] Figure 11 Shown Figure 9 Schematic diagram of the positioning head of the positioning structure of the middle track changing device in the extended state;

[0031] Figure 12 Shown Figure 1 A schematic structural diagram of a positioning seat of a positioning structure of a middle track changing device;

[0032] Figure 13 A schematic structural diagram of a second embodiment of the track changing device of the present invention is shown;

[0033] Figure 14 Shown Figure 13 Structural diagram of China Mobile's handover structure;

[0034] Figure 15 A schematic structural diagram of a third embodiment of the track changing device of the present invention is shown;

[0035] Figure 16 Shown Figure 15 Schematic diagram of the structure of the torpedo tank in the mid-track transfer device; and

[0036] Figure 17 Shown Figure 15 Schematic diagram of the structure of the mobile switching structure of the middle track changing device.

[0037] Description of reference numerals:

[0038] 10. First track; 20. Second track; 21. First track segment; 22. Second track segment; 30. Mobile switching structure; 31. Connecting track; 311. First connecting track; 312. Second connecting track; 32. Guide rail; 33. Carrying vehicle; 40. Anti-derailment mechanism; 41. Collision rod; 42. Collision head; 43. Trigger rod; 44. Trigger plate; 100. Transfer vehicle; 101. Transmission member; 102. Return spring; 50. Positioning structure; 51. Positioning seat; 511. Positioning port; 52. Rotating member; 53. Connecting rod; 531. First segment; 532. Second segment; 54. Positioning head; 55. Driving member; 56. Guide seat; 561. Guide hole. DETAILED DESCRIPTION

[0039] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0040] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0042] In addition, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0043] Example 1

[0044] like Figures 1 to 3As shown, the track-changing device for a precast concrete component production line according to the first embodiment includes a first track 10, multiple second tracks, and a movable switching structure 30. The multiple second tracks 20 are spaced apart from and opposite the first track 10. The movable switching structure 30 is horizontally movable between the first track 10 and the multiple second tracks 20. A connecting track 31 is provided on the movable switching structure 30. The connecting track 31 has multiple preset positions, allowing the first track 10 to selectively connect to one of the multiple second tracks 20.

[0045] Utilizing the technical solution of this embodiment, when the track-changing device needs to change tracks, the mobile switching structure 30 moves horizontally and switches to different preset positions, so that the first track 10 can be connected to one of the multiple different second tracks 20 via the connecting track 31, thereby achieving the effect of track change. The first track 10, the second track 20, and the connecting track 31 are located in the same plane, achieving a translational track change without occupying additional vertical space. Therefore, the technical solution of this embodiment solves the defect of the torpedo tank track-changing structure in the prior art that occupies a large vertical space.

[0046] It should be noted that the selective connection mentioned above means that the first track 10 is connected to one of the plurality of second tracks 20. At the same time, the transfer vehicle 100 (such as a torpedo tank, a material distribution vehicle, etc.) can circulate between the first track 10 and the second track 20 in both directions.

[0047] Those skilled in the art will appreciate that the number of preset positions described above can be determined based on the number of second rails 20. For example, if there are two second rails 20, there will also be two preset positions. When the movable switching structure 30 is in one of the preset positions, the first rail 10 connects to one of the second rails 20 via the connecting rail 31. When the movable switching structure 30 is in the other preset position, the first rail 10 connects to the other second rail 20 via the connecting rail 31. Based on the number of second rails 20, those skilled in the art can adjust the number of preset positions of the movable switching structure 30.

[0048] Furthermore, the first track 10 , the plurality of second tracks 20 and the connecting track 31 are located in the same plane, thereby achieving translational track change between the first track 10 and the plurality of second tracks 20 .

[0049] In this embodiment, there is one first track 10 and multiple second tracks 20, that is, the movable switching structure 30 enables track switching between one first track 10 and multiple second tracks 20. Of course, in some embodiments not shown, there may also be multiple first tracks 10, that is, the movable switching structure 30 can enable track switching between multiple first tracks 10 and multiple second tracks 20.

[0050] like Figure 2 and Figure 3 As shown, in the technical solution of this embodiment, the second track 20 includes a first track segment 21 and a second track segment 22 arranged in parallel, and the connecting track 31 includes a first connecting track 311 and a second connecting track 312 arranged opposite each other. The movable switching structure 30 has a first position and a second position. When the movable switching structure 30 is in the first position, the first track 10 is connected to the first track segment 21 via the first connecting track 311. When the movable switching structure 30 is in the second position, the first track 10 is connected to the second track segment 22 via the second connecting track 312.

[0051] Specifically, in this embodiment, the first track segment 21 and the second track segment 22 are arranged parallel to each other and extend in the same direction as the first track 10. Of course, the first track 10, the first track segment 21, and the second track segment 22 can change direction when extending farther away, depending on the actual workstation requirements. The first track 10, the first track segment 21, the second track segment 22, and the first connecting track 311 and the second connecting track 312 are all of the same width, facilitating docking.

[0052] like Figure 2 As shown, in the technical solution of this embodiment, when the mobile switching structure 30 is in the first position, the two ends of the first connecting rail 311 are connected to the first rail 10 and the first rail segment 21 respectively, and the second rail segment 22 is not connected to the first connecting rail 311 and the second connecting rail 312, and the second connecting rail 312 is not connected to the first rail 10 and the second rail segment 22.

[0053] like Figure 3 As shown, in the technical solution of this embodiment, when the mobile switching structure 30 is in the second position, the two ends of the second connecting rail 312 are respectively connected to the first rail 10 and the second rail segment 22, and the first rail segment 21 is not connected to the first connecting rail 311 and the second connecting rail 312, and the first connecting rail 311 is not connected to the first rail 10 and the second rail segment 22.

[0054] Therefore, when the movable switching structure 30 moves between the first position and the second position, the track change between the first track 10 and the first track segment 21 and the second track segment 22 can be achieved.

[0055] like Figures 1 to 3As shown, in the technical solution of this embodiment, the distance between the first connecting track 311 and the second connecting track 312 gradually increases along the direction from the first track 10 to the second track 20. When the movable switching structure 30 is in the first position, the second track segment 22 is located between the first connecting track 311 and the second connecting track 312. When the movable switching structure 30 is in the second position, the first track segment 21 is located between the first connecting track 311 and the second connecting track 312.

[0056] Specifically, along the Figure 2 and Figure 3 In the downward direction, the distance between the first connecting track 311 and the second connecting track 312 gradually increases, and forms an "eight" shape structure. Figure 2 and Figure 3 As an illustration, the distance between the lower ends of the first connecting track 311 and the second connecting track 312 is greater than the distance between the first track segment 21 and the second track segment 22. Figure 2 As shown, when the mobile switching structure 30 is in the first position, the first track segment 21 is aligned with the lower end of the first connecting track 311, and the second track segment 22 is located between the lower end of the first connecting track 311 and the lower end of the second connecting track 312. Figure 3 As shown, when the mobile switching structure 30 is in the second position, the second track segment 22 is aligned with the lower end of the second connecting track 312 , and the first track segment 21 is located between the lower end of the first connecting track 311 and the lower end of the second connecting track 312 .

[0057] Preferably, the first connecting track 311 and the second connecting track 312 are both arc-shaped tracks. Taking the first connecting track 311 as an example, the upper and lower ends of the first connecting track 311 extend in the up-down direction, the upper and lower ends of the first connecting track 311 are staggered, and the middle part is connected by an arc segment.

[0058] like Figure 4 and Figure 5 As shown, in the technical solution of this embodiment, the first track 10 and the second track 20 are suitable for allowing the transfer vehicle 100 to pass through, and an anti-derailment mechanism 40 is provided between the transfer vehicle 100 and the mobile switching structure 30.

[0059] Specifically, as described above, when the mobile switching structure 30 is in the first position, the second track segment 22 is not connected to the first connecting track 311 and the second connecting track 312, and when the mobile switching structure 30 is in the second position, the first track segment 21 is not connected to the first connecting track 311 and the second connecting track 312. Therefore, when the mobile switching structure 30 is in the first position, the transfer vehicle 100 located on the second track segment 22 is in a waiting position, and when the mobile switching structure 30 is in the second position, the transfer vehicle 100 located on the first track segment 21 is in a waiting position.

[0060] When the transfer vehicle 100 is in the waiting position, it is necessary to keep the transfer vehicle 100 in the stationary position. If the transfer vehicle 100 continues to move forward, derailment will occur. Normally, the stop of the transfer vehicle 100 can be controlled by braking, but if the brake fails, the anti-derail mechanism 40 is required to perform anti-derail protection.

[0061] like Figure 4 and Figure 5 In the technical solution of the present embodiment, the anti-derail mechanism 40 includes a collision rod 41 and a collision head 42. The two ends of the collision rod 41 are fixedly connected with the end of the first connecting track 311 and the second connecting track 312 toward the second track 20, and the collision head 42 is arranged on the front side of the transfer vehicle 100 and is suitable for cooperating with the collision rod 41.

[0062] It should be noted that the “front side of the transfer vehicle 100 ” mentioned above refers to the side portion of the transfer vehicle 100 in the forward direction.

[0063] Specifically, if Figure 2 and Figure 3 As shown, the first connecting track 311 and the second connecting track 312 are both double-track tracks, so both ends of the collision rod 41 are connected to the inner tracks of the first connecting track 311 and the second connecting track 312 respectively.

[0064] Combine Figure 5 It can be seen that the collision head 42 is disposed on the front side of the transfer vehicle 100 and extends forward.

[0065] As mentioned above, Figure 2 As shown, when the mobile switching structure 30 is in the first position, the second track segment 22 is located between the lower end of the first connecting track 311 and the lower end of the second connecting track 312, that is, the collision rod 41 is located in front of the transfer vehicle 100. If the brakes of the transfer vehicle 100 fail at this time, the collision head 42 will collide with the collision rod 41, realizing the mechanical braking of the transfer vehicle and preventing the transfer vehicle 100 from continuing to move forward and derailing from the second track segment 22. Figure 3As shown, when the movable switching structure 30 is in the second position, the first track segment 21 is located between the lower end of the first connecting track 311 and the lower end of the second connecting track 312. In other words, the collision rod 41 is located in front of the transfer vehicle 100. If the brakes of the transfer vehicle 100 fail at this time, the collision head 42 will collide with the collision rod 41, achieving mechanical braking of the transfer vehicle and preventing the transfer vehicle 100 from continuing to move forward and derailing from the first track segment 21.

[0066] like Figure 4 and Figure 5 As shown, in the technical solution of this embodiment, the anti-derail mechanism 40 further includes a trigger rod 43 and a trigger plate 44. The trigger rod 43 is connected to the collision rod 41, and the trigger plate 44 is swingably arranged on the front side of the transfer vehicle 100. In the forward direction of the transfer vehicle 100, the end of the trigger plate 44 is located at the front side of the collision head 42, and the trigger plate 44 is electrically connected to the control switch, which is suitable for sending a stop signal to the transfer vehicle 100.

[0067] Specifically, if Figure 4 and Figure 5 As shown, a trigger rod 43 is disposed in the middle of the collision rod 41 and extends downward. When the transfer vehicle 100's brakes fail and it continues to move forward, a trigger plate 44 contacts the trigger rod 43, triggering the control switch (not shown) to issue a stop signal to the transfer vehicle 100, thereby achieving electrical braking. The collision rod 41, collision head 42, trigger rod 43, and trigger plate 44 provide dual mechanical and electrical derailment protection for the transfer vehicle.

[0068] Furthermore, if Figure 7 As shown, along the forward direction of the transfer vehicle 100, the front end of the trigger plate 44 is located in front of the collision head 42. That is, when the brakes of the transfer vehicle 100 fail, the trigger plate 44 and the collision head 42 first come into contact and perform electrical braking. If the electrical braking fails to successfully stop the transfer vehicle 100, the collision rod 41 and the collision head 42 will then come into contact.

[0069] Combine Figure 5 and Figure 7 It can be seen that the forward direction of the transfer vehicle 100 is forward, and the front end of the trigger plate 44 refers to the end of the trigger plate 44 in the front direction. Therefore, the front end of the trigger plate 44 is located in the front direction of the collision head 42.

[0070] That is, when the brakes of the transfer vehicle 100 fail, electrical braking is performed first. If the electrical braking also fails, mechanical braking is performed last to minimize damage to the transfer vehicle 100.

[0071] like Figure 5 and Figure 7As shown, in the technical solution of this embodiment, a transmission member 101 and a return spring 102 are provided on the transfer vehicle 100. The middle portion of the transmission member 101 is rotatably mounted on the transfer vehicle 100, the trigger plate 44 is connected to the first end of the transmission member 101, and the two ends of the return spring 102 are respectively connected to the second end of the transmission member 101 and the transfer vehicle 100. The first end of the transmission member 100 is connected to the control switch.

[0072] Specifically, when the trigger plate 44 contacts the trigger rod 43, the trigger plate 44 swings inward and drives the transmission member 101 to rotate. During the rotation of the transmission member 101, the first end of the transmission member 101 can trigger the control switch and send a stop signal to the transfer vehicle 100. As the transmission member 101 rotates, the return spring 102 stretches.

[0073] When the trigger plate 44 is separated from the trigger rod 43 , the reset spring 102 contracts and drives the transmission member 101 and the trigger plate 44 to reset.

[0074] like Figure 8 In the technical solution of this embodiment, the mobile switching structure 30 includes a guide rail 32 and a carrier 33. The guide rail 32 is arranged between the first track 10 and the plurality of second tracks 20, the carrier 33 is movably arranged on the guide rail 32, and the connecting track 31 is arranged on the carrier 33.

[0075] Specifically, the guide rail 32 extends perpendicular to the first and second rails 10, 20, enabling the carrier 33 to move between the first and second positions. Rollers are provided on the bottom of the carrier 33 and slidably engage the guide rail 32. Furthermore, the first and second connecting rails 311, 312 are connected to the carrier 33 via a plurality of vertical rods.

[0076] like Figure 1 、 Figures 8 to 12 As shown, in the technical solution of this embodiment, a positioning structure 50 is provided between the guide rail 32 and the carrier 33. When the carrier 33 is in a preset position, the positioning structure 50 fixes the relative position of the carrier 33 and the guide rail 32. In this embodiment, when the carrier 33 moves to the first position or the second position, it is necessary to fix the carrier 33 at the current position so that the first rail 10, the second rail and the connecting rail 31 are aligned to ensure that the transfer vehicle 100 can pass smoothly.

[0077] Therefore, in this embodiment, two sets of positioning structures 50 are provided, corresponding to the situations where the carrier vehicle 33 is in the first position and the second position, respectively. Those skilled in the art can determine the number of positioning structures 50 according to the number of preset positions of the transfer vehicle 100.

[0078] like Figures 9 to 12As shown, in the technical solution of this embodiment, the positioning structure 50 includes a positioning seat 51, a rotating member 52, a connecting rod 53, and a driving member 55. The positioning seat 51 is disposed on the side of the guide rail 32 and has a positioning opening 511. The rotating member 52 is rotatably disposed on the bottom of the carrier 33. The connecting rod 53 is disposed at the end of the rotating member 52, and the end of the connecting rod 53 is disposed at the end of the positioning head 54. The driving member 55 is disposed on the carrier 33 and drives the rotating member 52 to rotate, thereby driving the positioning head 54 to be inserted into the positioning opening 511 or separated from the positioning opening 511.

[0079] Specifically, when the carrier 33 is in the position adjustment state, the connecting rod 53 is in Figure 9 When the carrier 33 moves to a preset position, the driving member 55 drives the rotating member 52 to rotate in the first direction, and the connecting rod 53 extends outward and is in the retracted state. Figure 10 The state shown in FIG5 is shown, and the positioning head 54 at the end of the connecting rod 53 is also driven to extend outward. After the positioning head 54 extends outward, it is inserted into the positioning hole 511 of the positioning seat 51. At this time, the carrier 33 is fixed in the current preset position. When the carrier 33 needs to switch positions, the driving member 55 drives the rotating member 52 to rotate in the second direction, and the connecting rod 53 moves to Figure 9 In the retracted state, the positioning head 54 retracts inward and separates from the positioning seat 51 , and the carrier vehicle 33 can adjust its position on the guide rail 32 .

[0080] Preferably, the positioning head 54 includes a roller, and the positioning opening 511 also has a flared structure. When the positioning head 54 is inserted into the positioning opening 511, the roller can correct the position of the carrier 33 within a small range to ensure that the positioning head 54 is smoothly inserted into the positioning opening 511.

[0081] Preferably, the driving member 55 is a motor, and the motor shaft of the motor rotates with the middle part of the rotating member 52.

[0082] Furthermore, each set of positioning structures 50 includes two positioning seats 51, which are respectively arranged on both sides of the same position of the guide rail 32. Correspondingly, connecting rods 53 are provided at both ends of the rotating member 52, and positioning heads 54 are provided at the ends of the two connecting rods 53. The two positioning heads 54 cooperate with the two positioning seats 51 respectively. Figure 9 and Figure 11 Those skilled in the art will appreciate that when the rotating member 52 rotates in different directions, it can drive the two positioning heads 54 to move inward or outward synchronously.

[0083] Therefore, when the carrier 33 is in a certain preset position, the cooperation between the two positioning heads 54 and the two positioning seats 51 ensures that both sides of the carrier 33 are fixed, thereby ensuring the alignment between the rails.

[0084] like Figure 9 and Figure 10 As shown, the connecting rod 53 includes a first section 531 and a second section 532 that are hinged to each other. The end of the first section 531 is hinged to the rotating member 52, and the positioning head 54 is provided at the end of the second section 532. The bottom of the carrier 33 is provided with a guide seat 56, which is provided with a guide hole 561. The second section 532 is inserted into the guide hole 561.

[0085] Specifically, the central axis of the guide hole 561 is perpendicular to the extension direction of the guide rail 32. The guide hole 561 can guide the second section 532 to ensure its movement, thereby allowing the positioning head 54 to be smoothly inserted into the positioning opening 511 of the positioning seat 51.

[0086] Those skilled in the art will appreciate that the rotating member 52 , the first section 531 and the second section 532 actually constitute a slider-crank mechanism, ie, the rotation of the rotating member 52 is converted into the linear movement of the second section 532 .

[0087] Example 2

[0088] like Figure 13 and Figure 14 As shown, the track changing device of the second embodiment is different from the above-mentioned first embodiment in that one of the first connecting track 311 and the second connecting track 312 is a linear track.

[0089] Specifically, in this embodiment, the first connecting track 311 is a linear track, and can reduce the overall width of the mobile switching structure 30. Those skilled in the art can select the specific shapes of the first connecting track 311 and the second connecting track 312 according to actual work needs.

[0090] Example 3

[0091] like Figures 15 to 17 As shown, the difference between the track changing device of the third embodiment and the above-mentioned first embodiment is that only one connecting track 31 is provided. Figure 15 and Figure 16 Those skilled in the art will appreciate that when the track-changing device of Example 3 performs a track change, the connecting rail 31 is first aligned with the first rail 10, and then the transfer vehicle 100 is driven onto the connecting rail. The carrier vehicle 33 then moves on the guide rail 32, causing the connecting rail 31 to connect with one of the plurality of second rails 20, so that the transfer vehicle 100 can drive out of one of the second rails 20, thereby achieving the effect of track change.

[0092] Those skilled in the art will appreciate that, during the movement of the connecting rail 31 , the connecting rail 31 will be disconnected from the first rail 10 . At this time, the transfer vehicle 100 on the connecting rail 31 needs to be in a waiting position to prevent derailment.

[0093] Compared with the above-mentioned embodiment 1, the track changing device of embodiment 3 has a simplified structure, but the transfer vehicle 100 cannot achieve continuous passage and can only achieve track change one by one, resulting in low circulation efficiency.

[0094] In addition, combined Figure 15 and Figure 16 As can be seen, the second track 20 in the third embodiment also includes a first track segment 21 and a second track segment 22, wherein the second track segment 22 is aligned with the first track 10, and the first track segment 21 is offset from the first track 10. A collision rod 41 is provided on the side of the connecting track 31 facing the first track 10, and the collision rod 41 extends in the direction of extension of the guide rail 32. When the carrier 33 moves until the connecting track 31 is aligned with the first track segment 21, the collision rod 41 stops in front of the first track 10 to prevent the transfer vehicle 100 from derailing.

[0095] Furthermore, a roller is provided at the end of the collision rod 41, and a guide rail is provided on the side of the first track 10. The roller is slidably provided on the guide rail, which on the one hand supports the collision rod 41 and on the other hand guides the collision rod 41.

[0096] Furthermore, the transfer vehicle 100 in Examples 1 to 3 can be a torpedo tank, a material distribution vehicle, a material transport vehicle, or other small vehicle structures that need to be circulated.

[0097] The present application also provides a prefabricated concrete component production line, comprising the above-mentioned track changing device.

[0098] Based on the above content, this patent application has the following advantages:

[0099] 1. The mobile switching structure can realize track translation, and the tracks can be arranged in parallel, saving overall layout space;

[0100] 2. The unpowered mechanical linkage protection device can realize track mechanical limit to prevent the torpedo tank from derailing. The electrical brake takes precedence over the mechanical brake, minimizing the probability of damage to the torpedo tank.

[0101] 3. The positioning structure can fix the carrier vehicle at the current predetermined position to ensure the accuracy of track docking.

[0102] Obviously, the above embodiments are merely examples for clarity of explanation and are not intended to limit the implementation methods. Those skilled in the art will readily appreciate that other variations or modifications based on the above descriptions are possible. It is not necessary and impossible to enumerate all implementation methods here. Obvious variations or modifications arising therefrom remain within the scope of protection of the present invention.

Claims

1. A track changing device for a concrete precast component production line, characterized in that: include: First track (10); a plurality of second rails (20) arranged opposite to and spaced from the first rail (10), wherein the first rail (10) and the second rail (20) are suitable for allowing the transfer vehicle (100) to pass through; A movable switching structure (30) is movably arranged between the first track (10) and the plurality of second tracks (20) along a horizontal plane direction. A connecting track (31) is provided on the movable switching structure (30). The movable switching structure (30) has a plurality of preset positions, so that the first track (10) is selectively connected to the plurality of second tracks (20) through the connecting track (31), or the connecting track (31) is selectively connected to the plurality of second tracks (20). Wherein, an anti-derailment mechanism (40) is provided between the transfer vehicle (100) and the mobile switching structure (30); The second track (20) comprises a first track segment (21) and a second track segment (22) arranged in parallel, and the connecting track (31) comprises a first connecting track (311) and a second connecting track (312) arranged opposite to each other, wherein the movable switching structure (30) has a first position and a second position, when the movable switching structure (30) is in the first position, the first track (10) is connected to the first track segment (21) through the first connecting track (311), and when the movable switching structure (30) is in the second position, the first track (10) is connected to the second track segment (22) through the second connecting track (312); The anti-derailment mechanism (40) includes a collision rod (41) and a collision head (42), wherein both ends of the collision rod (41) are fixedly connected to the ends of the first connecting track (311) and the second connecting track (312) facing the second track (20), respectively, and the collision head (42) is arranged on the front side of the transfer vehicle (100) and is suitable for cooperating with the collision rod (41).

2. The track changing device according to claim 1, characterized in that: In the direction from the first track (10) to the second track (20), the distance between the first connecting track (311) and the second connecting track (312) gradually increases; when the movable switching structure (30) is in the first position, the second track segment (22) is located between the first connecting track (311) and the second connecting track (312); when the movable switching structure (30) is in the second position, the first track segment (21) is located between the first connecting track (311) and the second connecting track (312).

3. The track changing device according to claim 1, characterized in that: The first connecting track (311) is a straight track or a curved track, and the second connecting track (312) is a straight track or a curved track.

4. The track changing device according to claim 1, characterized in that: The anti-derailment mechanism (40) further comprises a trigger rod (43) and a trigger plate (44), wherein the trigger rod (43) is fixedly connected to the collision rod (41), and the trigger plate (44) is swingably arranged on the front side of the transfer vehicle (100), and the front end of the trigger plate (44) is located on the front side of the collision head (42) along the forward direction of the transfer vehicle (100), and the trigger plate (44) is electrically connected to a control switch, and the control switch is suitable for sending a stop signal to the transfer vehicle (100).

5. The track changing device according to claim 4, characterized in that: The transfer vehicle (100) is provided with a transmission member (101) and a return spring (102). The middle portion of the transmission member (101) is rotatably provided on the transfer vehicle (100). The trigger plate (44) is connected to the first end of the transmission member (101). The first end of the transmission member (101) is suitable for being electrically connected to the control switch. The two ends of the return spring (102) are respectively connected to the second end of the transmission member (101) and the transfer vehicle (100).

6. The track changing device according to claim 1, characterized in that: The mobile switching structure (30) includes: A guide rail (32) is provided between the first rail (10) and the plurality of second rails (20); The carrier vehicle (33) is movably arranged on the guide rail (32), and the connecting rail (31) is arranged on the carrier vehicle (33).

7. The track changing device according to claim 6, characterized in that: A positioning structure (50) is provided between the guide rail (32) and the carrier vehicle (33); when the carrier vehicle (33) is in the preset position, the positioning structure (50) fixes the relative position of the carrier vehicle (33) and the guide rail (32).

8. The track changing device according to claim 7, characterized in that: The positioning structure (50) comprises: A positioning seat (51) is arranged on the side of the guide rail (32), and the positioning seat (51) has a positioning opening (511); A rotating member (52) is rotatably arranged at the bottom of the carrier vehicle (33), a connecting rod (53) is provided at the end of the rotating member (52), and a positioning head (54) is provided at the end of the connecting rod (53); A driving member (55) is provided on the carrier vehicle (33), and the driving member (55) drives the rotating member (52) to rotate, so as to drive the positioning head (54) to be inserted into the positioning port (511) or to be separated from the positioning port (511).

9. The track changing device according to claim 8, characterized in that: The connecting rod (53) includes a first section (531) and a second section (532) which are hinged to each other, the end of the first section (531) is hinged to the rotating member (52), the positioning head (54) is arranged at the end of the second section (532), a guide seat (56) is provided at the bottom of the carrier vehicle (33), a guide hole (561) is provided on the guide seat (56), and the second section (532) is inserted into the guide hole (561).

10. A concrete prefabricated component production line, characterized in that: The device comprises the track changing device according to any one of claims 1 to 9.

Images