Rail transfer device and rail system

Abstract

According to the technical scheme, the rail transfer device and the rail system are provided, the rail transfer device is arranged between a second rail and a first rail and selectively connected into the second rail and the first rail, and the rail transfer device comprises a rail transfer rail intersecting with the second rail and the first rail; the orbital transfer vehicle is movably arranged on the orbital transfer track; the rail transfer vehicle is provided with connecting guide rails; when the rail transfer device is located at the first position, the connecting guide rail is in butt joint with the first rail; and when the rail transfer device is located at the second position, the connecting guide rail is in butt joint with the second rail transfer vehicle, and the rail transfer vehicle can be switched between the first position and the second position. According to the rail transfer device, transfer of the RGV equipment between the first rail and the second rail is achieved through the rail transfer device arranged between the second rail and the first rail.

Description

Technical Field

[0001] The present invention relates to the technical field of RGV track control, and in particular to a track changing device and a track system. Background Art

[0002] In the field of automated logistics, RGV (rail-guided vehicles) are often used to transport materials. Similar conveyor lines usually have a loop design to realize the cyclic operation of RGV. The Chinese invention patent with application number CN202411241364.9, entitled "RGV in and out of storage scheduling method, equipment and storage medium", owned by the applicant, gives a composition form and control method of this type of circular conveyor line. For the closed circulation system of the circular conveyor line, when an RGV fails and cannot operate normally, it will block the entire conveyor line and affect the entire system. In addition, in daily maintenance operations, it is also necessary to provide a channel for RGV to enter and exit the circular conveyor line. In this way, the maintenance, charging and other operations of the RGV can be completed outside the circular conveyor line. Summary of the invention

[0003] In order to provide a reliable working method for RGV to enter and exit the circular conveyor line, the present application provides a track changing device and a track system.

[0004] The technical solution of the present invention provides a track changing device, which is placed between the second track and the first track and selectively connected to the second track and the first track, and includes: A track change track intersecting both the second track and the first track; The track-changing vehicle is movably arranged on the track-changing track; the track-changing vehicle has a connecting rail; when the track-changing device is located at a first position, the connecting rail is connected to the first rail; when the track-changing device is located at a second position, the connecting rail is connected to the second rail; the track-changing vehicle can switch between the first position and the second position.

[0005] Preferably, the track changing device includes an anti-derail mechanism, which is movably arranged at the end of the connecting guide rail; the anti-derail mechanism has a movably arranged block, which can be maintained at the end of the connecting guide rail to prevent the RGV equipment from detaching from the connecting guide rail.

[0006] Preferably, the anti-derailment mechanism comprises a stopper rod, one end of which is provided with a stopper block; the stopper rod is rotatably arranged on a rotating shaft lower than the connecting guide rail.

[0007] Preferably, when the connecting guide rail is docked with the second rail or the first rail, the stopper deviates from the end of the connecting guide rail; when the connecting guide rail deviates from the second rail and the first rail, the connecting guide rail is maintained at the end of the connecting guide rail.

[0008] Preferably, a stopper is further provided on the other end of the rotating shaft on the stopper rod relative to the stopper; the counterweight arm hangs down to the lowest point due to gravity, and at this time the stopper is retained at the end of the connecting guide rail.

[0009] Preferably, the anti-derailment mechanism is further arranged at an end of the second track and / or the first track.

[0010] Preferably, the connecting rail comprises two connecting sections which are telescopically connected, each connecting section having an access end and a telescopic end, wherein the access end forms an end portion of the connecting rail, and the telescopic ends of the two connecting sections are telescopically connected.

[0011] Preferably, the track changing device also includes a positioning component arranged at the first position and the second position, and the positioning component includes a positioning component fixed relative to the mounting surface and a dynamic positioning end arranged on the track changing vehicle, and the static positioning end positions the position of the track changing vehicle when cooperating with the dynamic positioning end.

[0012] The technical solution of the present invention provides a track system, including a second track and a first track, and also includes any of the track changing devices described above.

[0013] The track-changing device of the present application realizes the transfer of the RGV equipment between the first track and the second track by means of the track-changing device arranged between the second track and the first track. When the track-changing vehicle of the track-changing device is docked, the RGV equipment remains on the track-changing vehicle, and is transferred to the second track as the track-changing vehicle is transferred to the second track, and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a working schematic diagram of the track changing device of the present invention; Figure 2 It is a structural schematic diagram of the track changing device of the present invention; Figure 3 Schematic diagram of the anti-derailment mechanism 122 of the track changing device of the present invention; Figure 4 It is a partial schematic diagram of the connecting guide rail 121 of the track changing device of the present invention; Figure 5 It is a schematic diagram of the partial structure of the positioning assembly 24 of the track changing device of the present invention.

[0015] In the figure: 1: track-changing device; 11: track-changing track; 12: track-changing vehicle; 121: connecting rail; 122: anti-derailment mechanism; 211: connecting section; 212: access end; 213: telescopic end; 231: stop rod; 232: counterweight arm; 233: stop block; 24: positioning assembly; 241: static positioning end; 242: dynamic positioning end; 7: RGV equipment; 8: second track; 9: first track; O: rotating shaft; W1: first position; W2: second position. DETAILED DESCRIPTION

[0016] The following is a detailed description of this patent type in conjunction with the accompanying drawings and specific embodiments. In this specification, the dimensions of the drawings do not represent the actual size ratios. The drawings are only used to reflect the relative position relationship and connection relationship between the components. Components with the same name or the same number represent similar or identical structures and are only for illustrative purposes.

[0017] Figure 1 The working diagram of the track-changing device of the present application is shown in FIG. The track-changing device 1 is placed between the second track 8 and the first track 9, and selectively connects to the second track 8 and the first track 9. The running device of the track-changing device 1 enables it to connect to the second track 8 or the first track 9 at different positions. When switching to the second track 8 or the first track 9, if the RGV device 7 is placed on the track-changing device 1, the track-changing task of the RGV device 7 is achieved.

[0018] Figure 1 It is a way of realizing the running device of the track-changing device 1, that is, a running device with wheels and rails. The track-changing device 1 has a track-changing track 11 that intersects both the second track 8 and the first track 9, and a track-changing vehicle 12 is movably arranged on the track-changing track 11. The track-changing vehicle 12 includes a connecting rail 121 for RGV walking. When the track-changing vehicle 12 is located at the first position W1 on the track-changing track 11, the connecting rail 121 is connected to 9 and constitutes a part of the first track 9. When the track-changing vehicle 12 is located at the second position W2 on the track-changing track 11, the connecting rail 121 is connected to the second track 8 and constitutes a part of the second track 8. The track-changing vehicle 12 can move on the track-changing track 11 to realize the position switching between the first position W1 and the second position W2. Depending on the specific design of the second track 8 and the first track 9, the number, shape, etc. of the connecting rail 121 are consistent with them, so as to constitute a part that is indistinguishable from the two and can be passed by RGV.

[0019] Obviously, when the track-changing vehicle 12 is located at the first position W1, the connecting rail 121 constitutes a part of the first track 9, and the RGV can pass between the track-changing vehicle 12 and 9 without distinction. Similarly, when the track-changing vehicle 12 is located at the second position W2, the connecting rail 121 constitutes a part of the second track 8, and the RGV can pass between the track-changing vehicle 12 and the second track 8 without distinction.

[0020] Realizing the track change, that is, realizing the transfer of the RGV device 7 between the first track 9 and the second track 8, is realized by switching the track change device 1 between the first position W1 and the second position W2. Specifically, during the track change operation, the RGV device 7 first enters the track change device 1, and then switches between the first position W1 and the second position W2 while the track change device 1 changes its position, thereby realizing its conversion between the first track 9 and the second track 8, that is, realizing the purpose of the track change.

[0021] Figure 2 It is a structural diagram of the track-changing device, in which the track-changing vehicle 12 has a connecting rail 121, and the connecting rail 121 can be connected to the first track 9 at the first position W1 and to the second track 8 at the second position W2. Depending on the specific forms of the second track 8 and the first track 9, several groups of connecting rails 121 can be provided. When the second track 8 and the first track 9 are both single-track conveyor lines, the track-changing vehicle 12 only needs to be provided with a single connecting rail 121. If the second track 8 and the first track 9 are both double-track conveyor lines, the track-changing vehicle 12 can be provided with two connecting rails 121 accordingly, respectively connecting to the two tracks of the conveyor line.

[0022] The track-changing vehicle 12 also includes an anti-derailment mechanism 122 for preventing the RGV equipment 7 from derailing from the track. The anti-derailment mechanism 122 can be as follows Figure 3 As shown, it is arranged at the end of the connecting guide rail 121 to prevent the RGV equipment 7 from detaching from the two ends of the connecting guide rail 121 of the track changing device 1. It can also be arranged at the end of the second rail 8 and / or the first rail 9 connected to the connecting guide rail 121 to prevent the RGV equipment 7 from detaching from the second rail 8 and / or the first rail 9.

[0023] Figure 3A specific structure of the anti-derail mechanism 122 is provided simultaneously. The anti-derail mechanism 122 can be arranged at the end of the connecting guide rail 121, and the anti-derail mechanism 122 includes a movable stopper 231, one end of which has a stopper 233. The stopper 233 can move to the end of the connecting guide rail 121 when the connecting guide rail 121 disengages from the second track 8 or the first track 9 docked, blocking the RGV equipment 7 from disengaging from the end of the connecting guide rail 121. Specifically, the stopper 231 can be rotatably arranged on a rotating shaft O lower than the connecting guide rail 121, so that the stopper 233 can rotate in a vertical plane, and has a permanent position maintained at the end of the connecting guide rail 121. When the connecting rail 121 is docked with the second rail 8 or the first rail 9, the stopper 233 is pushed away from its permanent position by the second rail 8 and the first rail 9, thereby deviating from the end of the connecting rail 121, so that the connecting rail 121 is normally docked with the second rail 8 or the first rail 9, and the RGV equipment 7 is normally docked on the second rail 8 and the connecting rail 121 or the first rail 9 and the connecting rail 121. If the connecting rail 121 deviates from the second rail 8 and the first rail 9 during the track change process, the stopper 233 will remain in the permanent position and block the end of the connecting rail 121.

[0024] A counterweight arm 232 is also fixedly provided on the other end of the rotating shaft O relative to the stopper 233 on the stopper 231. Due to the existence of the counterweight arm 232, under the action of gravity, the counterweight arm 232 is under the rotating shaft O in the normal state, so that the stopper 233 is maintained at the end of the connecting guide rail 121, and the purpose of anti-derailing is achieved. When the connecting guide rail 121 is docked to the second track 8 or the first track 9, due to the obstruction of the second track 8 or the first track 9, the stopper 233 is pushed to deflect to one side. At this time, the stopper 231 overcomes the counterweight deviation of the counterweight arm 232 from the equilibrium position, and the stopper 233 deviates to the outside of the end of the connecting guide rail 121, achieving the purpose of removing the obstruction to the connecting guide rail 121, so that the RGV equipment 7 can walk unimpeded between the second track 8 and the connecting guide rail 121 or the first track 9 and the connecting guide rail 121. The above-mentioned track-changing device 1 can not only be arranged on the track-changing device 1, but also can be placed at the end of the second track 8 or the first track 9, and the same mechanism can be adopted to realize the purpose of preventing the second track 8 and / or the first track 9 from derailing after the connecting guide rail 121 deviates. The setting mode of the connecting guide rail 121 at the end of the second track 8 or the end of the first track 9 can be the same as the setting mode at the end of the connecting guide rail 121.

[0025] The connecting guide rail 121 may optionally have a certain amount of expansion and contraction to ensure that it can be tightly connected with the second rail 8 or the first rail 9 and can smoothly enter and exit the end of the second rail 8 or the first rail 9 during the track change process. Figure 4This is a partial schematic diagram of a connecting rail 121. The connecting rail 121 has two connecting segments 211 that are telescopically connected. Each connecting segment 211 has an access end 212 and a telescopic end 213. The access end 212 forms the end of the connecting rail 121. The connecting segments 211 of the two connecting rails 121 are telescopically connected to each other. Telescopic means that the two can move relatively within a certain range along the extension direction of the connecting segment 211.

[0026] Figure 5 It is a schematic diagram of the partial structure of the track-changing device 1. It is also provided with a positioning assembly 24 at the first position W1 and the second position W2, respectively. The positioning assembly 24 includes a static positioning end 241 fixed relative to the mounting surface and a dynamic positioning end 242 arranged on the track-changing vehicle 12. The dynamic positioning end 242 and the static positioning end 241 can accurately position the dynamic positioning end 242 at the position where the static positioning end 241 is located by pin hole matching or shaft hole matching or other equivalent positioning methods. The static positioning end 241 arranged at the first position W1 can accurately position the track-changing vehicle 12 at a preset position in the first position W1, so that the connecting guide rail 121 and the first track 9 are accurately docked. Similarly, the static positioning end 241 arranged at the second position W2 can accurately position the track-changing vehicle 12 at a preset position in the second position W2, so that the connecting guide rail 121 and the second track 8 are accurately docked. Figure 5 Schematic diagram of the positioning assembly 24, the dynamic positioning end 242 located on the track-changing vehicle 12 is a positioning hole, the fixed static positioning end 241 is a retractable static positioning end 241, and the static positioning end 241 extends to the dynamic positioning end 242 when the dynamic positioning end 242 arrives to lock the position of the track-changing vehicle 12. The dynamic positioning end 242 is driven by a reduction motor through a crank guide rod mechanism.

[0027] The above content only describes the preferred implementation methods of this patent type and does not limit the scope of this patent type. Without departing from the design spirit of this patent type, various modifications and improvements made to the technical solutions of this patent type by ordinary technicians in this field should fall within the protection scope determined by the claims of this patent type.

Claims

1. A track changing device, the track changing device (1) is placed between a second track (8) and a first track (9), selectively connected to the second track (8) and the first track (9), characterized in that: include: A track change track (11) intersecting the second track (8) and the first track (9); A track-changing vehicle (12) is movably arranged on a track-changing track (11); the track-changing vehicle (12) has a connecting guide rail (121); when the track-changing device (1) is located at a first position (W1), the connecting guide rail (121) is connected to the first track (9); when the track-changing device (1) is located at a second position (W2), the connecting guide rail (121) is connected to the second track (8); the track-changing vehicle (12) can switch between the first position (W1) and the second position (W2).

2. The track changing device according to claim 1, characterized in that: The track changing device (1) comprises an anti-derail mechanism (122), which is movably arranged at the end of the connecting guide rail (121); the anti-derail mechanism (122) has a movably arranged stopper (233), which can be retained at the end of the connecting guide rail (121) to prevent the RGV equipment (7) from detaching from the connecting guide rail (121).

3. The track changing device according to claim 2, characterized in that: The anti-derailment mechanism (122) comprises a blocking rod (231), one end of which is provided with a blocking block (233); the blocking rod (231) is rotatably arranged on a rotating shaft (O) lower than the connecting guide rail (121).

4. The track changing device according to claim 3, characterized in that: When the connecting guide rail (121) is docked with the second track (8) or the first track (9), the stopper (233) deviates from the end of the connecting guide rail (121); when the connecting guide rail (121) deviates from the second track (8) and the first track (9), the connecting guide rail (121) is maintained at the end of the connecting guide rail (121).

5. The track changing device according to claim 3, characterized in that: A stopper (233) is also provided at the other end of the rotating shaft (O) on the stopper rod (231) relative to the stopper (233); the counterweight arm (232) sags to the lowest point due to gravity, and at this time, the stopper (233) is retained at the end of the connecting guide rail (121).

6. The track changing device according to any one of claims 2 to 5, characterized in that: The anti-derailment mechanism (122) is further arranged at the end of the second track (8) and / or the first track (9).

7. The track changing device according to any one of claims 1 to 5, characterized in that: The connecting guide rail (121) comprises two connecting sections (211) that are telescopically connected, the connecting section (211) having an access end (212) and a telescopic end (213), the access end (212) forming an end of the connecting guide rail (121), and the telescopic ends (213) of the two connecting sections (211) are telescopically connected.

8. The track changing device according to any one of claims 1 to 5, characterized in that: The track-changing device (1) further comprises a positioning assembly (24) arranged at the first position (W1) and the second position (W2), wherein the positioning assembly (24) comprises a positioning assembly (24) fixed relative to a mounting surface and a dynamic positioning end (242) arranged on the track-changing vehicle (12), wherein the static positioning end (241) and the dynamic positioning end (242) cooperate to position the track-changing vehicle (12).

9. A track system, characterized in that: It comprises a second track (8) and a first track (9), and also comprises a track changing device as claimed in any one of claims 1 to 8.

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