A derailment prevention device for a workshop goods handling shuttle car

Abstract

This invention relates to the field of workshop railcar technology and proposes an anti-derailment device for a workshop cargo handling shuttle car, comprising: an anti-collision component and a second anti-derailment mechanism. A limiting wheel on the second anti-derailment mechanism is attached to the side wall of a T-shaped rail, allowing the limiting wheel to roll along the side wall of the T-shaped rail, thus constraining and guiding the transport of the car body. This controls the trajectory of the traveling wheels, significantly reducing friction between the sides of the traveling wheels and the rail, extending the service life of the traveling wheels, saving maintenance costs associated with wheel replacement, and effectively preventing derailment. A rotating ball abuts against the upper surface of the base plate, providing support for the transport of the car body, indirectly distributing the travel pressure on the traveling wheels, and reducing the risk of wheel breakage during movement. A first anti-derailment mechanism is installed between the car body and the base plate, providing buffer support for the car body, greatly reducing the risk of rollover, and significantly ensuring the safety of goods and personnel during transportation.

Description

Technical Field

[0001] This invention relates to the field of workshop railcar technology, specifically to a derailment prevention device for a workshop cargo handling shuttle car. Background Technology

[0002] In production workshops, overhead cranes are frequently used to transport various items. In warehouses with material storage and rapid handling, rail shuttles are often used as the transportation tool. Current shuttles use servo motors as the drive unit for the wheels, which in turn drive high-speed polyurethane wheels for positioning. However, common safety hazards during use include derailment due to abnormal conditions such as the shuttle not reaching its designated position, or the shuttle veering off course due to an imbalance in the center of the load, leading to derailment and subsequent accidents. Therefore, it is necessary to develop an anti-derailment device for overhead cranes to prevent them from deviating from their tracks, ensuring operational safety and improving the safety of workshop workers. Summary of the Invention

[0003] This invention proposes a derailment prevention device for a workshop goods handling shuttle, which solves the problem that rail transport vehicles in related technologies have a high risk of safety accidents due to the vehicle deviating from the track during operation.

[0004] The technical solution of the present invention is as follows: a derailment prevention device for a workshop goods handling shuttle car, comprising: two track frames, each of the two track frames including a base plate, a T-shaped rail welded to the top of the base plate, a plurality of internal bolts equidistantly arranged on the base plate on one side of the T-shaped rail for fixing the base plate, and a T-shaped groove opened inside the outer wall of the base plate on the other side of the T-shaped rail; A car body is provided between the two track frames, and the wheels of the car body, which are rotatably connected to both sides of the car body, are respectively placed on the top of the two T-shaped rails; A first anti-derailment mechanism is provided between the vehicle body and the base plate to support and limit the vehicle body between the two track frames. The vehicle body is equipped with anti-collision components at both the front and rear ends, and each anti-collision component is equipped with a second anti-derailment mechanism.

[0005] Preferably, the first anti-derailment mechanism includes a fixing block that is bolted to the outer wall of the vehicle body, a hinge seat is provided on the upper side of the T-slot, and a support component is connected between the hinge seat and the fixing block.

[0006] Preferably, the support component includes an outer support cylinder hinged to the fixed block and an inner support rod hinged to the rotating ball. The outer support cylinder has a movable cavity on its inner side, and the inner support rod extends to the inner side of the movable cavity. A limiting post is fixedly connected to the end of the inner support rod located inside the movable cavity. The limiting post is slidably sleeved inside the movable cavity. Support springs are fixedly connected between the limiting post and the top of the movable cavity, and between the limiting post and the bottom of the movable cavity.

[0007] Preferably, the limiting post is a cylinder, and the diameter of the limiting post is larger than the diameter of the inner support rod.

[0008] Preferably, the first anti-derailment mechanism further includes a plurality of rotating balls rotatably sleeved on the bottom of the hinge seat. The rotating balls are distributed on both sides of the top of the T-slot. A connecting column is fixedly connected at the center of the bottom of the hinge seat. The bottom end of the connecting column extends to the inside of the T-slot and is rotatably connected to a rotating wheel.

[0009] Preferably, the anti-collision assembly includes an anti-collision plate fixed to the outer wall of the vehicle body, two rubber seats are symmetrically fixed to the outer wall of the anti-collision plate, and a transmission cavity is formed inside the anti-collision plate.

[0010] Preferably, the second anti-derailment mechanism includes a bidirectional lead screw rotatably connected inside the anti-collision plate. One end of the bidirectional lead screw rotatably passes through the end of the anti-collision plate and is fixedly connected to a turntable, which is used to rotate the bidirectional lead screw inside the transmission cavity.

[0011] Preferably, two movable plates are symmetrically arranged on the bidirectional lead screw, the bidirectional lead screw passes through the interior of the movable plates and is threadedly connected to them, and the movable plates are slidably sleeved inside the anti-collision plate.

[0012] Preferably, both movable plates are provided with anti-detachment components. The anti-detachment components include trusses fixed to the side walls of the movable plates. The trusses are located below the anti-collision plates. A screw is threaded onto the end of the truss away from the movable plates. A handle is fixed to the top of the screw. Two limiting blocks are symmetrically fixed to the side walls of the trusses on both sides of the screw. A limiting shaft is slidably fitted inside each of the two limiting blocks. A wheel frame is fixed to the bottom of the two limiting shafts. The screw extends into the wheel frame and is threadedly connected to it.

[0013] Preferably, a limiting wheel is rotatably connected to the inner side of the wheel frame, the limiting wheel is located on one side of the T-shaped rail, and the bottom of the wheel frame has a rectangular array of several spherical covers, each of which is rotatably fitted with a rotating ball.

[0014] The working principle and beneficial effects of this invention are as follows: In this invention, anti-collision components are installed at both the front and rear ends of the vehicle body, and each anti-collision component is equipped with a second anti-derailment mechanism. The truss is moved by a movable plate, which in turn moves the wheel frame, allowing the wheel frame to move the limiting wheel. This adjusts the distance between the limiting wheel and the T-rail, ensuring the limiting wheel is against the sidewall of the T-rail during vehicle transport. The limiting wheel rolls along the sidewall of the T-rail, providing constraint and guidance for the vehicle's transport, controlling the trajectory of the traveling wheels. This significantly reduces friction between the sides of the traveling wheels and the rail, extends the service life of the traveling wheels, saves on maintenance costs for wheel replacement, prevents the vehicle body from swaying left and right during transport, improves stability during transport, and effectively prevents derailment. In this invention, the rectangular array at the bottom of the wheel frame has several spherical covers, each containing a rotating ball. After the position of the limiting wheel is adjusted, the screw is rotated by the handle. Under the guidance and constraint of the two limiting shafts, the wheel frame can move up and down along the outer wall of the screw, thereby adjusting the height of the spherical covers. This allows the rotating ball inside the spherical covers to abut against the upper surface of the base plate, providing support for the transport of the vehicle body, indirectly sharing the driving pressure of the traveling wheels, and reducing the risk of the traveling wheels breaking during movement. In this invention, a first anti-derailment mechanism is provided between the vehicle body and the base plate. During vehicle transport, the vehicle body moves the supporting components via a fixed block, which in turn moves the hinge seat. The hinge seat slides above the base plate via a ball bearing, which in turn moves the connecting column inside the T-slot. The connecting column then drives the rotating wheel to roll inside the T-slot, thus constraining the movement of the first anti-derailment mechanism. Under the action of this first anti-derailment mechanism, the transport of the vehicle body can be supported. Furthermore, if the vehicle body sways left or right, or even if it is about to overturn, the supporting components will extend and retract accordingly, causing the limiting column to slide inside the movable cavity. This compresses one support spring and extends the other, creating sliding damping between the limiting column and the inner wall of the movable cavity. Utilizing the good elasticity of the movable cavity, the vehicle body is buffered and supported, greatly reducing the risk of overturning and significantly ensuring the safety of goods and personnel during transport. Attached Figure Description

[0015] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0016] Figure 1 This is a three-dimensional structural diagram of a workshop goods handling shuttle car anti-derailment device proposed in this invention; Figure 2 This is a partial cross-sectional view of the track frame structure proposed in this invention; Figure 3This is a schematic diagram of the internal structure of the support component proposed in this invention; Figure 4 for Figure 2 Enlarged structural diagram at point A in the middle; Figure 5 This is a schematic diagram of the anti-collision component assembly structure proposed in this invention; Figure 6 This is a partial cross-sectional view of the anti-collision plate proposed in this invention; Figure 7 for Figure 5 Enlarged structural diagram at point B; In the picture: 1. Vehicle body; 2. Wheels; 3. First anti-derailment mechanism; 31. Fixing block; 32. Support component; 321. Inner support rod; 322. Outer support cylinder; 323. Movable cavity; 324. Limiting post; 325. Support spring; 33. Hinge seat; 34. Ball bearing; 35. Connecting post; 36. Rotating wheel; 4. Anti-collision components; 41. Anti-collision plate; 42. Rubber seat; 43. Transmission cavity; 5. Second anti-derailment mechanism; 51. Anti-derailment component; 511. Truss; 512. Handle; 513. Screw; 514. Limiting block; 515. Limiting shaft; 516. Wheel frame; 517. Ball cover; 518. Rotating ball; 519. Limiting wheel; 52. Moving plate; 53. Turntable; 54. Double-acting lead screw; 6. Track frame; 61. Base plate; 62. T-slot; 63. T-rail; 64. Internal bolt. Detailed Implementation

[0017] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0018] Example 1 Please see Figure 1 , Figure 2 , Figure 3 as well as Figure 4A derailment prevention device for a workshop goods handling shuttle includes: two track frames 6, each track frame 6 including a base plate 61, with T-shaped rails 63 welded to the top of the base plate 61. Multiple internal bolts 64 are equidistantly arranged on one side of the base plate 61 for fixing the base plate 61. A T-shaped groove 62 is formed inside the outer wall of the base plate 61 on the other side of the T-shaped rail 63. A car body 1 is arranged between the two track frames 6, and rotatable wheels 2, connected to both sides of the car body 1, are respectively mounted on the top of the two T-shaped rails 63. A first derailment prevention mechanism 3 is provided between the car body 1 and the base plate 61 for supporting and limiting the car body 1 between the two track frames 6.

[0019] Specifically, the first anti-derailment mechanism 3 includes a fixing block 31 that is bolted to the outer wall of the car body 1, a hinge seat 33 that is provided on the upper side of the T-slot 62, and a support component 32 that connects the hinge seat 33 and the fixing block 31.

[0020] Furthermore, the support component 32 includes an outer support cylinder 322 hinged to the fixed block 31 and an inner support rod 321 hinged to the rotating ball 34. A movable cavity 323 is formed inside the outer support cylinder 322, and the inner support rod 321 extends into the movable cavity 323. A limiting post 324 is fixedly connected to the end of the inner support rod 321 located inside the movable cavity 323. The limiting post 324 is slidably sleeved inside the movable cavity 323. Support springs 325 are fixedly connected between the limiting post 324 and the top of the movable cavity 323, and between the limiting post 324 and the bottom of the movable cavity 323. The limiting post 324 is cylindrical, and its diameter is larger than that of the inner support rod 321.

[0021] Furthermore, the first anti-derailment mechanism 3 also includes several rotating balls 34 rotatably sleeved on the bottom of the hinge seat 33. The rotating balls 34 are distributed on both sides of the top of the T-slot 62. A connecting post 35 is fixedly connected at the center of the bottom of the hinge seat 33. The bottom end of the connecting post 35 extends to the inside of the T-slot 62 and is rotatably connected to a rotating wheel 36.

[0022] In this embodiment, during the transport of the vehicle body 1, the vehicle body 1 moves the supporting component 32 via the fixing block 31. The supporting component 32 moves the hinge seat 33, which slides above the base plate 61 via the rotating ball 34. The rotating ball 34 drives the connecting column 35 to slide inside the T-slot 62, and the connecting column 35 drives the rotating wheel 36 to roll inside the T-slot 62, thus constraining the movement of the first anti-derailment mechanism 3. Under the action of the first anti-derailment mechanism 3, the transport of the vehicle body 1 can be supported. Furthermore, if the vehicle body 1 sways left and right or is about to overturn, the support component 32 will extend and retract accordingly, causing the limiting post 324 to slide inside the movable cavity 323. This causes one support spring 325 to compress and the other support spring 325 to extend, creating sliding damping between the limiting post 324 and the inner wall of the movable cavity 323. Utilizing the good elasticity of the movable cavity 323, the vehicle body 1 can be buffered and supported, greatly reducing the risk of the vehicle body 1 overturning and greatly ensuring the safety of goods and personnel during transportation.

[0023] Example 2 Please see Figure 1 , Figure 5 , Figure 6 as well as Figure 7 The front and rear ends of the vehicle body 1 are equipped with anti-collision components 4, and each anti-collision component 4 is equipped with a second anti-derailment mechanism 5. The anti-collision component 4 includes an anti-collision plate 41 fixed to the outer wall of the vehicle body 1. Two rubber seats 42 are symmetrically fixed to the outer wall of the anti-collision plate 41, and a transmission cavity 43 is opened inside the anti-collision plate 41.

[0024] Specifically, the second anti-derailment mechanism 5 includes a bidirectional lead screw 54 rotatably connected inside the anti-collision plate 41. One end of the bidirectional lead screw 54 rotatably passes through the end of the anti-collision plate 41 and is fixedly connected to a turntable 53 for rotating the bidirectional lead screw 54 inside the transmission cavity 43. Two movable plates 52 are symmetrically arranged on the bidirectional lead screw 54. The bidirectional lead screw 54 passes through the movable plates 52 and is threadedly connected to them. The movable plates 52 are slidably sleeved inside the anti-collision plate 41.

[0025] Furthermore, both movable plates 52 are equipped with anti-detachment components 51. Each anti-detachment component 51 includes a truss 511 fixed to the side wall of the movable plate 52, located below the anti-collision plate 41. A screw 513 is threaded onto the end of the truss 511 away from the movable plate 52. A handle 512 is fixed to the top of the screw 513. Two limiting blocks 514 are symmetrically fixed to the side walls of the truss 511 on both sides of the screw 513. A limiting shaft 515 is slidably fitted inside each of the two limiting blocks 514. A wheel frame 516 is fixed to the bottom of both limiting shafts 515. The screw 513 extends into the wheel frame 516 and is threadedly connected thereto. A limiting wheel 519 is rotatably connected to the inner side of the wheel frame 516, located on one side of the T-rail 63.

[0026] In this embodiment, the turntable 53 rotates the bidirectional lead screw 54, causing the two moving plates 52 on the bidirectional lead screw 54 to move in opposite directions. During the movement of the moving plates 52, the truss 511 moves. Under the combined action of the screw 513 and the two limiting shafts 515, the truss 511 moves, causing the wheel frame 516 to move. This, in turn, causes the wheel frame 516 to move the limiting wheel 519, thereby adjusting the distance between the limiting wheel 519 and the T-rail 63. This allows for adjustment of the distance between the limiting wheel 519 and the T-rail 63, and ultimately enables adjustment of the distance between the limiting wheel 519 and the T-rail 63 on the vehicle body 1. During the transport process, the limiting wheel 519 is attached to the side wall of the T-shaped rail 63, so that the limiting wheel 519 can roll along the side wall of the T-shaped rail 63 during the transport process, constraining and guiding the transport of the car body 1, controlling the travel trajectory of the traveling wheel 2, greatly reducing the friction between the side of the traveling wheel 2 and the rail, extending the service life of the traveling wheel 2, saving the maintenance cost of replacing the traveling wheel 2, preventing the car body 1 from swaying left and right during the transport process, improving the stability of the car body 1 during transport, and effectively preventing the car body 1 from derailing.

[0027] In this embodiment, the bottom rectangular array of the wheel frame 516 has several spherical covers 517, and each spherical cover 517 has a rotating ball 518 rotatably fitted inside. After the position of the limiting wheel 519 is adjusted, the screw 513 is rotated by the handle 512. Under the guidance and constraint of the two limiting shafts 515, the wheel frame 516 can move up and down along the outer wall of the screw 513, thereby adjusting the height of the spherical covers 517. This allows the rotating ball 518 rotatably fitted inside the spherical cover 517 to abut against the upper surface of the base plate 61, providing support for the transport of the vehicle body 1, indirectly sharing the driving pressure of the traveling wheel 2, and reducing the risk of the traveling wheel 2 breaking during movement.

[0028] Working principle and usage: When the car body 1 is transporting goods along the upper side of the two rail frames 6, the traveling wheels 2 on the car body 1 are attached to the top of the T-shaped rail 63 and roll along the top of the T-shaped rail 63. Before this, the turntable 53 rotates the double-acting screw 54, so that the two moving plates 52 on the double-acting screw 54 can move in opposite directions. During the movement of the moving plates 52, they can drive the truss 511 to move. Under the combined action of the screw 513 and the two limiting shafts 515, the truss 511 can drive the wheel frame 516 to move, so that the wheel frame 516 can drive the limiting wheel 519 to move. This allows the distance between the limiting wheel 519 and the T-shaped rail 63 to be adjusted, thereby enabling the transport of goods by the car body 1. During the transport process, the limiting wheel 519 is attached to the side wall of the T-shaped rail 63, so that the limiting wheel 519 can roll along the side wall of the T-shaped rail 63 during the transport of the car body 1, constraining and guiding the transport of the car body 1, controlling the travel trajectory of the traveling wheel 2, greatly reducing the friction between the side of the traveling wheel 2 and the rail, extending the service life of the traveling wheel 2, saving the maintenance cost of replacing the traveling wheel 2, preventing the car body 1 from swaying left and right during the transport process, improving the stability of the car body 1 during transport, and effectively preventing the car body 1 from derailing.

[0029] After the position of the limiting wheel 519 is adjusted, the screw 513 is rotated by the handle 512. Under the guidance and constraint of the two limiting shafts 515, the wheel frame 516 can move up and down along the outer wall of the screw 513, thereby adjusting the height of the ball cover 517. This allows the rotating ball 518 inside the ball cover 517 to abut against the upper surface of the base plate 61, providing support for the transport of the vehicle body 1, indirectly sharing the driving pressure of the traveling wheel 2, and reducing the risk of the traveling wheel 2 breaking during movement.

[0030] Furthermore, during the transport of the car body 1, the car body 1 moves the supporting component 32 via the fixed block 31. The supporting component 32 moves the hinge seat 33, which slides above the base plate 61 via the rotating ball 34. The rotating ball 34 drives the connecting column 35 to slide inside the T-slot 62, and the connecting column 35 drives the rotating wheel 36 to roll inside the T-slot 62, thus constraining the movement of the first anti-derailment mechanism 3. Under the action of the first anti-derailment mechanism 3, the transport of the car body 1 can be supported. Furthermore, if the vehicle body 1 sways left and right or is about to overturn, the support component 32 will extend and retract accordingly, causing the limiting post 324 to slide inside the movable cavity 323. This causes one support spring 325 to compress and the other support spring 325 to extend, creating sliding damping between the limiting post 324 and the inner wall of the movable cavity 323. Utilizing the good elasticity of the movable cavity 323, the vehicle body 1 can be buffered and supported, greatly reducing the risk of the vehicle body 1 overturning and greatly ensuring the safety of goods and personnel during transportation.

[0031] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A derailment prevention device for a warehouse goods carrying shuttle vehicle, characterized by, include: Two track frames (6), each of the two track frames (6) includes a base plate (61), a T-shaped rail (63) is welded to the top of the base plate (61), and multiple internal bolts (64) are equidistantly arranged on the base plate (61) on one side of the T-shaped rail (63) for fixing the base plate (61). A T-shaped groove (62) is opened in the inner wall of the base plate (61) on the other side of the T-shaped rail (63). A car body (1) is provided between the two track frames (6), and the wheels (2) rotatably connected to both sides of the car body (1) are respectively mounted on the top of the two T-shaped rails (63); A first anti-derailment mechanism (3) is provided between the vehicle body (1) and the base plate (61) for supporting and limiting the vehicle body (1) between the two track frames (6); The vehicle body (1) is equipped with anti-collision components (4) at both the front and rear ends, and each anti-collision component (4) is equipped with a second anti-derailment mechanism (5). The anti-collision assembly (4) includes an anti-collision plate (41) fixed to the outer wall of the vehicle body (1), two rubber seats (42) are symmetrically fixed to the outer wall of the anti-collision plate (41), and a transmission cavity (43) is provided inside the anti-collision plate (41). The second anti-derailment mechanism (5) includes a bidirectional lead screw (54) rotatably connected inside the anti-collision plate (41). One end of the bidirectional lead screw (54) rotatably passes through the end of the anti-collision plate (41) and is fixedly connected to a turntable (53) for rotating the bidirectional lead screw (54) inside the transmission cavity (43). Two movable plates (52) are symmetrically arranged on the bidirectional lead screw (54). The bidirectional lead screw (54) passes through the interior of the movable plate (52) and is threadedly connected to it. The movable plate (52) is slidably sleeved inside the anti-collision plate (41). Both of the movable plates (52) are provided with anti-detachment components (51). The anti-detachment components (51) include a truss (511) fixed to the side wall of the movable plate (52). The truss (511) is located below the anti-collision plate (41). A screw (513) is threaded on the end of the truss (511) away from the movable plate (52). A handle (512) is fixed to the top of the screw (513). Two limiting blocks (514) are symmetrically fixed on the side walls of the truss (511) on both sides of the screw (513). A limiting shaft (515) is slidably sleeved inside the two limiting blocks (514). A wheel frame (516) is fixed to the bottom of the two limiting shafts (515). The screw (513) extends into the wheel frame (516) and is threadedly connected to it. The inner side of the wheel frame (516) is rotatably connected to a limiting wheel (519), the limiting wheel (519) is located on one side of the T-shaped rail (63), and the bottom of the wheel frame (516) has a rectangular array of several spherical covers (517), and each spherical cover (517) is rotatably fitted with a rotating ball (518).

2. The anti-derailing device for a warehouse goods carrying shuttle vehicle according to claim 1, characterized in that, The first anti-derailment mechanism (3) includes a fixing block (31) fixed to the outer wall of the car body (1) by bolts, and a hinge seat (33) is provided on the upper side of the T-slot (62). A support member (32) is connected between the hinge seat (33) and the fixing block (31).

3. The anti-derailing device for a warehouse goods carrying shuttle vehicle according to claim 2, characterized in that, The support component (32) includes an outer support cylinder (322) hinged to the fixed block (31) and an inner support rod (321) hinged to the ball bearing (34). The outer support cylinder (322) has an inner cavity (323). The inner support rod (321) extends to the inner side of the movable cavity (323). A limiting post (324) is fixedly connected to the end of the inner support rod (321) located inside the movable cavity (323). The limiting post (324) is slidably sleeved inside the movable cavity (323). Support springs (325) are fixedly connected between the limiting post (324) and the top of the movable cavity (323) and between the limiting post (324) and the bottom of the movable cavity (323).

4. The anti-derailing device for a warehouse goods carrying shuttle vehicle according to claim 3, characterized in that, The limiting post (324) is a cylinder, and the diameter of the limiting post (324) is larger than the diameter of the inner support rod (321).

5. The anti-derailment device for a workshop goods handling shuttle car according to claim 4, characterized in that, The first anti-derailment mechanism (3) also includes several rotating balls (34) rotatably sleeved on the bottom of the hinge seat (33). The rotating balls (34) are distributed on both sides of the top of the T-slot (62). A connecting column (35) is fixedly connected at the center of the bottom of the hinge seat (33). The bottom end of the connecting column (35) extends to the inside of the T-slot (62) and is rotatably connected to a rotating wheel (36).

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