Air transport vehicle device capable of smoothly walking and turning

Abstract

The invention discloses an air transport vehicle device capable of smoothly walking and turning, and relates to the technical field of air transport vehicles, the air transport vehicle device comprises an OHT trolley main body, a rear driving seat and a front driving seat, the rear driving seat and the front driving seat are respectively mounted on two sides of the top end of the OHT trolley main body; a front driving shaft and a rear driving shaft are respectively arranged in the front driving seat and the rear driving seat; a connecting seat is arranged at the top end of the OHT trolley main body and is positioned between the rear driving seat and the front driving seat; during linear driving, the speed of the first wheels of the front driving shaft and the rear driving shaft is kept consistent, the gap between the second wheels and the filler strips is adjusted by padding the gaskets, the top end of the T-shaped track is clamped by the limiting plates and the first wheels, the friction force between the first wheels and the track is increased, and the situation that the wheels slip is avoided; the balancing weight can be moved to the suspended position far away from the OHT trolley, and it is guaranteed that the OHT trolley cannot fall or tip over.

Description

Technical Field

[0001] The present invention relates to the technical field of aerial transport vehicles, and in particular to an aerial transport vehicle device that can smoothly travel through curves. Background Art

[0002] The OHT cart is a suspended automated material handling equipment widely used in the clean room environment of high-end manufacturing industries such as semiconductor and panel manufacturing. It runs through an overhead rail system and is used to transport sensitive materials such as wafer boxes and glass substrates between production lines. There is an increasing requirement for the high stability of OHT operation. In the industry, the running wheels of OHT generally adopt a layout method of two wheels on the front axle and two wheels on the rear axle. Each of the front axle and the rear axle is driven by a motor to run. When the OHT cart runs, there are often situations where the OHT cart runs unevenly. Since the running track of the OHT is divided into straight tracks and curved tracks, when the OHT runs on the straight track, the rotational speeds of the motors on the front and rear axles are the same, the rotational speeds of the front axle and the rear axle are the same, and the front and rear axles are in a synchronous state. However, when the OHT cart passes through the curved position of the track, one of the wheels may not be in contact with the track. It is necessary to use the remaining three wheels to drive the OHT cart. The front wheels rotate on the curved track, and the rear wheels rotate on the straight track. There is always a situation where the front and rear wheels drag each other to cause a speed difference, which will lead to problems such as the vibration of the carrier under the OHT cart, the decrease in positioning accuracy, and abnormal noise in the transmission system. Moreover, when only one front wheel is on the curved track section, the friction of the front wheel is small, and it is difficult to drive the cart. Even the other suspended wheel may cause the OHT cart to tip over or fall. Summary of the Invention

[0003] The purpose of the present invention is to provide an aerial transport vehicle device that can smoothly travel through curves to solve the above-mentioned technical problems existing in the prior art.

[0004] The purpose of the present invention can be achieved by the following technical solutions: An aerial transporter device capable of smoothly turning while traveling, comprising an OHT trolley main body, a rear drive seat and a front drive seat. The rear drive seat and the front drive seat are respectively installed on both sides of the top of the OHT trolley main body. A front drive shaft and a rear drive shaft are respectively arranged inside the front drive seat and the rear drive seat. A connecting seat is arranged on the top of the OHT trolley main body and between the rear drive seat and the front drive seat. Double-wheel structures are arranged at both ends of the front drive shaft and the rear drive shaft. The double-wheel structure includes a track composed of a curved rail section and a straight rail section. The curved rail section and the straight rail section are tracks for the OHT trolley main body to travel. The cross-sectional shapes of the curved rail section and the straight rail section are L-shaped. A cushion strip is installed at the top of the curved rail section. Wheels one and wheels two are arranged at both ends of the front drive shaft and the rear drive shaft. Each wheel one corresponds to the L-shaped middle position of the curved rail section and the straight rail section, and each wheel two corresponds to the L-shaped top position of the curved rail section and the straight rail section.

[0005] As a preferred technical solution of the present invention, a height adjustment structure is arranged between the curved rail section and the cushion strip. The height adjustment structure includes a plurality of gaskets and bolts. The gaskets are arranged at both ends of the cushion strip, and the bolts penetrate through the cushion strip and the inside of the gaskets, and the end of the bolt is fixed to the curved rail section. The gap between the wheel two and the cushion strip is adjusted by adding gaskets.

[0006] As a preferred technical solution of the present invention, a track merging structure is arranged at both ends of the front drive shaft and at the position of the wheel two. The track merging structure includes a stepped hole. The stepped hole is opened on the end face of the wheel two, and a limiting plate and a connecting rod are arranged inside the stepped hole. The limiting plate and the connecting rod are integrally manufactured. Limiting bolts are respectively arranged at both ends of the front drive shaft. A limiting groove is opened at the position of the limiting bolt inside the connecting rod. The limiting bolt penetrates through the inside of the limiting groove, and the limiting bolt is slidably connected with the inside of the limiting groove. A telescopic spring is sleeved outside the connecting rod. The limiting plate floats along the axis direction of the front drive shaft. A chamfer is provided on the edge of the limiting plate. The chamfer of the limiting plate is in contact with the outer edges of both the curved rail section and the straight rail section of the track.

[0007] As a preferred technical solution of the present invention, a reserved groove is opened at the intersection of the curved rail section and the straight rail section and at the intersection of the tangent of the curved rail section and the straight rail section. The depth position of each reserved groove is adapted to the bottommost position of the limiting plate. The chamfer of the limiting plate is used to smoothly enter the inside of the reserved groove.

[0008] As a preferred technical solution of the present invention, the connecting rod of the limiting plate is slidably connected with the inside of the stepped hole. Connecting holes are opened at both ends of the outer cylindrical surface of the front drive shaft. The limiting bolt is located inside the connecting hole. The slot length of the limiting groove is adapted to the floating distance of the limiting plate, and the limiting plate has a tendency to move inside the front drive shaft under the action of the telescopic spring.

[0009] As a preferred technical solution of the present invention, the two ends and the edge of the front drive seat are provided with a center of gravity adjustment structure. The center of gravity adjustment structure includes a lead screw. The lead screw is arranged at the edge of the front drive seat. A counterweight is threadedly connected to the middle of the lead screw. A guide groove is opened at the edge of the front drive seat at the position of the counterweight. The counterweight is slidably connected to the inside of the guide groove. Gear three and gear five are respectively arranged at the two ends of the lead screw. Floating holes are opened at both ends of the front drive seat. And a fixed shaft, a connecting shaft and a gear two which are integrally manufactured are arranged inside the two floating holes. And the gear two is located at the middle position between the fixed shaft and the connecting shaft. Matching plates are installed at the ends of the two connecting shafts. Matching grooves are opened on the outer circumferential surface of the limiting plates at both ends of the front drive shaft. The matching grooves are movably connected with the edges of the matching plates. The matching grooves and the matching plates move along the axis direction of the front drive shaft. A gear four is arranged between gear three and gear two at one end of the front drive seat. Gear three, gear four, gear two and gear one correspond to each other in sequence. A gear six and a gear seven are arranged between gear five and gear two at the other end of the front drive seat. Gear five, gear six, gear seven, gear two and gear one correspond to each other in sequence.

[0010] As a preferred technical solution of the present invention, when both of the two limiting plates are in contact with the outer edge of the curved rail section of the track, both of the two limiting plates are far away from the inside of the front drive shaft, and both of the two gear two are separated from gear one.

[0011] As a preferred technical solution of the present invention, when the wheel one at the position of gear five is separated from the curved rail section and the straight rail section of the track, the limiting plates near the gear five move towards the inside direction of the front drive shaft. Gear one, gear two, gear seven, gear six and gear five near the gear five are meshed with each other in sequence. The counterweight moves towards the position of gear three, and the overall center of gravity of the OHT trolley body moves towards the position of gear three.

[0012] As a preferred technical solution of the present invention, when the wheel one at the position of gear three is separated from the curved rail section and the straight rail section of the track, the limiting plates near the gear three move towards the inside direction of the front drive shaft. Gear one, gear two, gear four and gear three near the gear three are meshed with each other in sequence. The counterweight moves towards the position of gear five, and the overall center of gravity of the OHT trolley body moves towards the position of gear five.

[0013] As a preferred technical solution of the present invention, mounting seats are bolted and fixed on the surface of the front drive seat at both ends of the lead screw. The mounting seats are rotatably connected to both ends of the lead screw. The lead screw is composed of a threaded section and a smooth section. And the smooth section is located at both ends of the lead screw. Springs are arranged at both ends inside the guide groove. The end of the spring in the extended state is aligned with the end of the threaded section.

[0014] Compared with the prior art, the beneficial effects of the present invention are: It is provided with a double-wheel structure. When the OHT cart is on the straight track section of the rail, wheel one can be used to contact the straight track section, so as to ensure that the speeds of the wheels of the front drive shaft and the rear drive shaft are the same during straight driving; when turning, wheel two contacts and is stressed with the cushion strip on the curved track section, and the OHT cart tilts to one side. At this time, wheel two contacts and is stressed with the cushion strip, and the large wheel is disengaged from the rail. It relies on wheel two on one side of the cart to turn; the gap between wheel two and the cushion strip is adjusted by adding shims. Through this turning method, the influence caused by the differential problem between the front and rear wheels can be greatly reduced, and it is relatively stable when passing through the curved section of the rail; It is provided with a parallel-rail structure. The limiting plate and wheel one clamp the top of the T-shaped rail, improving the friction between wheel one and the rail, avoiding the situation of wheel one slipping, ensuring that the OHT cart smoothly passes through the curved track section and the straight track section of the rail, and using the telescopic spring to pull the limiting plate inward, so that the chamfer of the limiting plate can smoothly enter the reserved groove, and the small wheels of the OHT cart can pass through the suspended rail section more smoothly; It is provided with a center-of-gravity adjustment structure. When the OHT cart is moving on the straight track section, the counterweight block at any position on the lead screw does not affect the movement of the OHT cart; when only one wheel one is suspended at the intersection of the curved track section and the straight track section of the rail, the position change of the limiting plate at the suspended position can drive the position change of gear two, thereby driving the gear set, so that the counterweight block moves along the lead screw, and the counterweight block can be moved to a position far from the suspension of the OHT cart, ensuring that the OHT cart will not fall or tip over. Description of the Drawings

[0015] Figure 1 It is the main structure diagram of the present invention; Figure 2 It is the schematic diagram of the double-wheel structure of the present invention; Figure 3 It is the schematic diagram of the OHT cart body passing through the curved track section of the present invention; Figure 4 It is the schematic diagram of the cushion strip at the curved track section of the present invention; Figure 5 It is the schematic diagram of the parallel-rail structure of the present invention; Figure 6 It is the schematic diagram of the limiting plate passing through the reserved groove of the present invention; Figure 7 It is the schematic diagram of gear two meshing with gear seven of the present invention; Figure 8 It is the schematic diagram of gear two meshing with gear four of the present invention; Figure 9 It is the schematic diagram of the synchronous movement of the mating plate and the limiting plate of the present invention.

[0016] In the figure: 1. OHT trolley main body; 2. Rear drive seat; 3. Front drive seat; 4. Front drive shaft; 5. Rear drive shaft; 6. Connecting seat; 7. Double pulley structure; 8. Merging track structure; 9. Center of gravity adjustment structure; 71. Curved track section; 72. Padding strip; 73. Wheel 1; 74. Wheel 2; 75. Straight track section; 76. Reserved groove; 81. Step hole; 82. Limiting plate; 83. Inverted chamfer; 84. Connecting rod; 85. Limiting groove; 86. Limiting bolt; 87. Connecting hole; 88. Telescopic spring; 91. Gear 1; 92. Floating hole; 93. Fixed shaft; 94. Gear 2; 95. Connecting shaft; 96. Fitting plate; 97. Fitting groove; 98. Mounting seat; 99. Lead screw; 910. Counterweight; 911. Guide groove; 912. Gear 3; 913. Gear 4; 914. Gear 5; 915. Gear 6; 916. Gear 7. Detailed implementation mode

[0017] The technical solution of the present invention will be clearly and completely described below in conjunction with the accompanying drawings and specific embodiments.

[0018] As Figures 1 - 4As shown in the figure, an aerial transport vehicle device capable of smoothly turning while traveling includes an OHT cart main body 1, a rear drive seat 2, and a front drive seat 3. The rear drive seat 2 and the front drive seat 3 are respectively installed on both sides of the top of the OHT cart main body 1. A front drive shaft 4 and a rear drive shaft 5 are respectively arranged inside the front drive seat 3 and the rear drive seat 2. The front drive seat 3 can deflect left and right at the top of the OHT cart main body 1, so that the OHT cart main body 1 can deflect when passing through the curved rail section 71 of the track. And drive sources for driving the rotation of the front drive shaft 4 and the rear drive shaft 5 are arranged inside both the rear drive seat 2 and the front drive seat 3. The drive source can be a motor. By driving the front drive shaft 4 and the rear drive shaft 5 through the drive source, the OHT cart main body 1 can move along the track. A connecting seat 6 is arranged at the top of the OHT cart main body 1 and between the rear drive seat 2 and the front drive seat 3. Double pulley structures 7 are arranged at both ends of the front drive shaft 4 and the rear drive shaft 5. The double pulley structure 7 includes a track composed of a curved rail section 71 and a straight rail section 75. The curved rail section 71 and the straight rail section 75 are tracks for the OHT cart main body 1 to travel. When the OHT cart moves along the track, it is divided into moving along the curved rail section 71 and moving along the straight rail section 75. When the OHT cart moves along the curved rail section 71, it is relatively stable. When the OHT cart moves along the straight rail section 75, there is an unstable situation. In order to solve the unstable situation of the OHT cart along the straight rail section 75, the following operations can be carried out to enable the OHT cart to smoothly pass through the straight rail section 75. Specifically, the cross-sectional shapes of the curved rail section 71 and the straight rail section 75 are L-shaped. A cushion strip 72 is installed at the top of the curved rail section 71. Wheels one 73 and wheels two 74 are arranged at both ends of the front drive shaft 4 and both ends of the rear drive shaft 5. Each wheel one 73 corresponds to the middle L-shaped position of the curved rail section 71 and the straight rail section 75. Each wheel two 74 corresponds to the top L-shaped position of the curved rail section 71 and the straight rail section 75. When the OHT cart is traveling straight normally, the wheels one 73 are used. When traveling straight, the speeds of the wheels one 73 of the front drive shaft 4 and the wheels one 73 of the rear drive shaft 5 are kept consistent, and the wheels two 74 do not contact the track. When turning, the wheels two 74 at the front drive shaft 4 contact and receive force from the cushion strip 72, and the front end of the OHT cart tilts to one side. At this time, the wheels two 74 contact and receive force from the cushion strip 72, and the wheels one 73 are separated from the track, and it turns by relying on the wheels two 74 on one side.

[0019] As Figure 2 、 Figure 4As shown in the figure, a height adjustment structure is provided between the curved rail section 71 and the cushion strip 72. The height adjustment structure includes a number of gaskets and bolts. The gaskets are arranged at both ends of the cushion strip 72, and the bolts penetrate through the inside of the cushion strip 72 and the gaskets, and the ends of the bolts are fixed to the curved rail section 71. The gap between the second wheel 74 and the cushion strip 72 is adjusted by adding gaskets, and the gap between the second wheel 74 and the cushion strip 72 is adjusted by adjusting the height of the cushion strip 72. By this way of turning, the influence caused by the differential between the front and rear wheels can be greatly reduced.

[0020] As Figure 1 、 Figure 5 and Figure 6 shown in the figure, at both ends of the front drive shaft 4 and at the position of the second wheel 74, a rail combining structure 8 is provided. The rail combining structure 8 includes a stepped hole 81. The stepped hole 81 is opened on the end face of the second wheel 74, and a limiting plate 82 and a connecting rod 84 are arranged inside the stepped hole 81. The limiting plate 82 and the connecting rod 84 are integrally manufactured. Limiting bolts 86 are respectively arranged at both ends of the front drive shaft 4. A limiting groove 85 is opened inside the connecting rod 84 at the position of the limiting bolt 86. The limiting bolt 86 penetrates through the inside of the limiting groove 85, and the limiting bolt 86 is slidably connected with the inside of the limiting groove 85. The limiting plate 82 and the connecting rod 84 are inserted into both ends of the front drive shaft 4, and then the limiting bolt 86 is inserted into the inside of the limiting groove 85, so that the limiting groove 85 of the connecting rod 84 floats relative to the limiting bolt 86. A telescopic spring 88 is sleeved outside the connecting rod 84, and the limiting plate 82 floats along the axial direction of the front drive shaft 4. The telescopic spring 88 is used to always pull the limiting plate 82 towards the middle. Usually, the limiting plate 82 is restricted by the track, so that the OHT cart body 1 is restricted between the tracks. A chamfer 83 is provided around the edge of the limiting plate 82. The chamfer 83 of the limiting plate 82 is in contact with the outer edges of both the curved rail section 71 and the straight rail section 75 of the track. By using the chamfer 83 of the limiting plate 82 and the first wheel 73, it can be ensured that the wheels are always located at the straight rail section 75 of the track.

[0021] As Figure 3 、 Figure 6 shown in the figure, at the intersection of the curved rail section 71 and the straight rail section 75, and at the intersection of the tangent of the curved rail section 71 and the straight rail section 75, a reserved groove 76 is opened. The depth position of each reserved groove 76 is adapted to the bottommost position of the limiting plate 82. The chamfer 83 of the limiting plate 82 is used to smoothly enter the inside of the reserved groove 76. The suspended first wheel 73 and the limiting plate 82 are aligned with the reserved groove 76, so that the suspended first wheel 73 and the limiting plate 82 can smoothly enter the position of the reserved groove 76. The first wheel 73 can be located inside the track, and the limiting plate 82 can be located outside the track, and the first wheel 73 and the limiting plate 82 clamp the top end of the L-shaped track, ensuring that the first wheel 73 and the second wheel 74 can move normally on the straight rail section 75 of the track.

[0022] AsFigure 5 , Figure 6 As shown, the connecting rod 84 of the limit plate 82 is slidably connected to the inside of the stepped hole 81. Connecting holes 87 are provided at both ends of the outer cylindrical surface of the front drive shaft 4. The limit bolt 86 is located inside the connecting hole 87. The groove length of the limit groove 85 is adapted to the floating distance of the limit plate 82. The limit groove 85 can limit the floating distance of the limit plate 82 to prevent the limit plate 82 from detaching from the track due to a large floating amplitude. Moreover, under the action of the telescopic spring 88, the limit plate 82 has a tendency to move towards the inside of the front drive shaft 4. When the OHT cart moves along the curved rail section 71, the telescopic spring 88 pulls the limit plate 82 to move inwards to ensure the stable running of the first wheel 73 and the second wheel 74. When one of the limit plates 82 and the first wheel 73 are suspended simultaneously, the inverted chamfer 83 of the limit plate 82 can smoothly send the limit plate 82 to the reserved groove 76.

[0023] As Figure 1 , Figures 7 - 9As shown, center of gravity adjustment structures 9 are provided at both ends and the edge of the front drive seat 3. The center of gravity adjustment structure 9 includes a lead screw 99. The lead screw 99 is arranged at the edge of the front drive seat 3. A counterweight 910 is threadedly connected to the middle of the lead screw 99. A guide groove 911 is provided at the edge of the front drive seat 3 and at the position of the counterweight 910. The counterweight 910 is slidably connected to the inside of the guide groove 911. When the lead screw 99 rotates, it drives the counterweight 910 to move along the inside of the guide groove 911, so that the counterweight 910 can be moved to different positions, and thus the counterweight 910 can be placed on different sides of the OHT cart for weight balancing. Gears three 912 and gears five 914 are respectively arranged at both ends of the lead screw 99. Floating holes 92 are provided at both ends of the front drive seat 3, and a fixed shaft 93, a connecting shaft 95, and a gear two 94 which are integrally manufactured are arranged inside both floating holes 92. The gear two 94 is located in the middle of the fixed shaft 93 and the connecting shaft 95. The fixed shaft 93 can rotate inside the floating hole 92 and can also move along the axis direction of the floating hole 92. Matching plates 96 are installed at the ends of both connecting shafts 95. Matching grooves 97 are provided on the outer cylindrical surface of the limiting plates 82 at both ends of the front drive shaft 4. The matching grooves 97 are movably connected to the edges of the matching plates 96. The matching grooves 97 and the matching plates 96 move along the axis direction of the front drive shaft 4. When the limiting plates 82 move along the axis direction of the front drive shaft 4, the matching plates 96 move synchronously with the matching grooves 97 of the limiting plates 82, so that the floating holes 92 on the matching plates 96 move along their axis directions. A gear four 913 is provided between the gear three 912 and the gear two 94 at one end of the front drive seat 3. The gear three 912, the gear four 913, the gear two 94, and the gear one 91 correspond to each other in sequence. A gear six 915 and a gear seven 916 are provided between the gear five 914 and the gear two 94 at the other end of the front drive seat 3. The gear five 914, the gear six 915, the gear seven 916, the gear two 94, and the gear one 91 correspond to each other in sequence. When the OHT cart moves on the straight rail section 75, the limiting plates 82 are far away from the inside of the front drive shaft 4. At this time, both the matching plates 96 and the gear two 94 are far away from the inside of the front drive shaft 4, and the two gear two 94s cannot mesh with the gear one 91. At this time, the lead screw 99 cannot be rotated by using the gears; when one of the wheels one 73 and the limiting plate 82 are suspended, the limiting plate 82 drives the matching plate 96 and the gear two 94 to move towards the inside of the front drive shaft 4, so that the gear two 94 meshes with the gear one 91. At this time, the lead screw 99 can be rotated by using the gears.

[0024] As Figure 1As shown, when both of the two limit plates 82 are in contact with the outer edge of the curved rail section 71 of the track, both of the two limit plates 82 are far from the inside of the front drive shaft 4, and both of the two second gears 94 are separated from the first gear 91. When the OHT cart is located at the straight rail section 75 of the track, the distance between the two straight rail sections 75 is adjusted to slightly increase the distance between the two limit plates 82. At this time, both the limit plate 82 and the mating plate 96 are in a state of being far from the front drive shaft 4. At this time, the second gear 94 is also separated from the first gear 91. Thus, the rotating front drive shaft 4 cannot transmit power to both ends of the lead screw 99, and the lead screw 99 will not rotate. At this time, it is not necessary to adjust the position of the counterweight 910 to ensure that the OHT cart smoothly passes through the straight rail section 75.

[0025] As Figure 7 shown, when the first wheel 73 at the fifth gear 914 is separated from the curved rail section 71 and the straight rail section 75 of the track, at this time, the first wheel 73 and the limit plate 82 at the fifth gear 914 are both suspended in the middle of the track. The limit plates 82 near the fifth gear 914 all move towards the inside direction of the front drive shaft 4. The first gear 91, the second gear 94, the seventh gear 916, the sixth gear 915, and the fifth gear 914 near the fifth gear 914 are engaged in sequence. Thus, the lead screw 99 can be driven by the fifth gear 914, and the rotating lead screw 99 drives the counterweight 910 to move in position. The counterweight 910 moves towards the position of the third gear 912, and the overall center of gravity of the OHT cart body 1 moves towards the position of the third gear 912, avoiding the OHT cart falling from the track due to a large center of gravity at the suspended fifth gear 914 position.

[0026] As Figure 8 、 Figure 9 shown, when the first wheel 73 at the third gear 912 is separated from the curved rail section 71 and the straight rail section 75 of the track, at this time, the first wheel 73 and the limit plate 82 at the third gear 912 are both suspended in the middle of the track. The limit plates 82 near the third gear 912 all move towards the inside direction of the front drive shaft 4. The first gear 91, the second gear 94, the fourth gear 913, and the third gear 912 near the third gear 912 are engaged in sequence. Thus, the lead screw 99 can be driven by the third gear 912, and the rotating lead screw 99 drives the counterweight 910 to move in position. The counterweight 910 moves towards the position of the fifth gear 914, and the overall center of gravity of the OHT cart body 1 moves towards the position of the fifth gear 914, avoiding the OHT cart falling from the track due to a large center of gravity at the suspended third gear 912 position.

[0027] As Figure 7 、 Figure 8As shown, mounting seats 98 are fixedly bolted to the surface of the front drive seat 3 and at both ends of the lead screw 99. The mounting seats 98 are rotatably connected to both ends of the lead screw 99. One of the third gear 912 or the fifth gear 914 drives the lead screw 99, so that the counterweight 910 can be rotated along one direction of the lead screw 99. The lead screw 99 is composed of a threaded section and a smooth section, and the smooth sections are located at both ends of the lead screw 99. Springs are arranged at both inner ends of the guide groove 911, and the ends of the springs in the extended state are aligned with the ends of the threaded section. When the lead screw 99 moves to the end of the guide groove 911, the smooth section of the lead screw 99 is rotatably connected to the top of the counterweight 910, and the counterweight 910 will stay on the smooth section of the lead screw 99. When the counterweight 910 needs to move in the reverse direction, the counterweight 910 is pushed back to the threaded section of the lead screw 99 under the action of the spring to ensure the normal cooperation between the lead screw 99 and the counterweight 910.

[0028] The preferred embodiments of the present invention disclosed above are only used to help illustrate the present invention. The present specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and utilize the present invention well. The present invention is only limited by the claims and their full scope and equivalents.

Claims

1. An aerial transport vehicle device capable of smoothly turning while traveling, comprising an OHT car body (1), a rear drive seat (2) and a front drive seat (3), the rear drive seat (2) and the front drive seat (3) are respectively installed on both sides of the top of the OHT car body (1), a front drive shaft (4) and a rear drive shaft (5) are respectively arranged inside the front drive seat (3) and the rear drive seat (2), and a connecting seat (6) is arranged on the top of the OHT car body (1) and between the rear drive seat (2) and the front drive seat (3), characterized in that, Both ends of the front drive shaft (4) and the rear drive shaft (5) are provided with a double pulley structure (7). The double pulley structure (7) includes a track composed of a bent rail section (71) and a straight rail section (75). The bent rail section (71) and the straight rail section (75) are tracks for the OHT trolley body (1) to travel. The cross-sectional shapes of the bent rail section (71) and the straight rail section (75) are L-shaped. A cushion strip (72) is installed at the top of the bent rail section (71). Wheels one (73) and wheels two (74) are provided at both ends of the front drive shaft (4) and both ends of the rear drive shaft (5). Each wheel one (73) corresponds to the L-shaped middle position of the bent rail section (71) and the straight rail section (75), and each wheel two (74) corresponds to the L-shaped top position of the bent rail section (71) and the straight rail section (75).

2. The aerial transport vehicle device capable of smoothly passing through curves according to claim 1, wherein A height adjustment structure is provided between the bent rail section (71) and the cushion strip (72). The height adjustment structure includes a number of gaskets and bolts. The gaskets are arranged at both ends of the cushion strip (72), and the bolts penetrate through the cushion strip (72) and the inside of the gaskets, and the ends of the bolts are fixed to the bent rail section (71). The gap between the wheel two (74) and the cushion strip (72) is adjusted by adding gaskets.

3. The aerial transporter device capable of smoothly passing through curves according to claim 2, characterized in that, At both ends of the front drive shaft (4) and at the position of the wheel two (74), a rail merging structure (8) is provided. The rail merging structure (8) includes a stepped hole (81). The stepped hole (81) is opened on the end face of the wheel two (74), and a limiting plate (82) and a connecting rod (84) are arranged inside the stepped hole (81). The limiting plate (82) and the connecting rod (84) are integrally manufactured. Limiting bolts (86) are respectively arranged at both ends of the front drive shaft (4). A limiting groove (85) is opened at the position of the limiting bolt (86) inside the connecting rod (84). The limiting bolt (86) penetrates through the inside of the limiting groove (85), and the limiting bolt (86) is slidably connected to the inside of the limiting groove (85). A telescopic spring (88) is sleeved outside the connecting rod (84). The limiting plate (82) floats along the axial direction of the front drive shaft (4). A chamfer (83) is opened on the edge of the limiting plate (82). The chamfer (83) of the limiting plate (82) is in contact with the outer edges of both the bent rail section (71) and the straight rail section (75) of the track.

4. The aerial transport vehicle device capable of smoothly passing through curves as claimed in claim 3, wherein A reserved groove (76) is opened at the intersection of the bent rail section (71) and the straight rail section (75) and at the intersection of the tangent line of the bent rail section (71) and the straight rail section (75). The depth position of each reserved groove (76) is adapted to the bottommost position of the limiting plate (82). The chamfer (83) of the limiting plate (82) is used to smoothly enter the inside of the reserved groove (76).

5. The aerial transport vehicle device capable of smoothly passing through turns according to claim 4, characterized in that, The connecting rod (84) of the limiting plate (82) is slidably connected to the inside of the stepped hole (81). Connecting holes (87) are opened at both ends of the outer cylindrical surface of the front drive shaft (4). The limiting bolt (86) is located inside the connecting hole (87). The length of the limiting groove (85) is adapted to the floating distance of the limiting plate (82), and the limiting plate (82) has a tendency to move into the front drive shaft (4) under the action of the telescopic spring (88).

6. The air transport vehicle device capable of smoothly turning while traveling straight according to claim 5, characterized in that, Both ends and the edge of the front drive seat (3) are provided with a center of gravity adjustment structure (9). The center of gravity adjustment structure (9) includes a lead screw (99). The lead screw (99) is arranged at the edge of the front drive seat (3). A counterweight block (910) is threadedly connected to the middle of the lead screw (99). A guide groove (911) is formed at the edge of the front drive seat (3) and at the position of the counterweight block (910). The counterweight block (910) is slidably connected to the inside of the guide groove (911). At both ends of the lead screw (99), a third gear (912) and a fifth gear (914) are respectively arranged. Floating holes (92) are formed at both ends of the front drive seat (3). And inside both of the floating holes (92), a fixed shaft (93), a connecting shaft (95), and a second gear (94) which are integrally manufactured are arranged. And the second gear (94) is located at the middle position between the fixed shaft (93) and the connecting shaft (95). At the ends of both of the connecting shafts (95), a mating plate (96) is installed. On the outer cylindrical surface of the limiting plates (82) at both ends of the front drive shaft (4), a mating groove (97) is formed. The mating groove (97) is movably connected to the edge of the mating plate (96). The mating groove (97) and the mating plate (96) move along the axial direction of the front drive shaft (4). At one end of the front drive seat (3) and between the third gear (912) and the second gear (94), a fourth gear (913) is arranged. The third gear (912), the fourth gear (913), the second gear (94), and the first gear (91) correspond to each other in sequence. At the other end of the front drive seat (3) and between the fifth gear (914) and the second gear (94), a sixth gear (915) and a seventh gear (916) are arranged. The fifth gear (914), the sixth gear (915), the seventh gear (916), the second gear (94), and the first gear (91) correspond to each other in sequence.

7. The aerial transport vehicle device capable of smoothly passing through turns according to claim 6, characterized in that, When both of the limiting plates (82) are in contact with the outer edge of the curved rail section (71) of the track, both of the limiting plates (82) are far away from the inside of the front drive shaft (4), and both of the second gears (94) are separated from the first gear (91).

8. The aerial transport vehicle device capable of smoothly turning while traveling straight according to claim 7, wherein When the first wheel (73) at the position of the fifth gear (914) is separated from the curved rail section (71) and the straight rail section (75) of the track, the limiting plates (82) near the fifth gear (914) move towards the inside direction of the front drive shaft (4). The first gear (91), the second gear (94), the seventh gear (916), the sixth gear (915), and the fifth gear (914) near the fifth gear (914) are meshed with each other in sequence. The counterweight block (910) moves towards the position of the third gear (912), and the overall center of gravity of the OHT cart body (1) moves towards the position of the third gear (912).

9. The aerial transport vehicle device capable of smoothly passing through turns according to claim 7, characterized in that, When the first wheel (73) at the third gear (912) is separated from the curved rail section (71) and the straight rail section (75) of the track, the limit plates (82) near the third gear (912) all move towards the inside of the front drive shaft (4). The first gear (91), the second gear (94), the fourth gear (913) and the third gear (912) near the third gear (912) are engaged in sequence. The counterweight (910) moves closer to the position of the fifth gear (914), and the overall center of gravity of the OHT trolley body (1) moves closer to the position of the fifth gear (914).

10. A kind of aerial transport vehicle device capable of smoothly passing through turns as described in any one of claims 7-9, characterized in that, Mounting seats (98) are bolted and fixed to both ends of the lead screw (99) on the surface of the front drive seat (3). The mounting seats (98) are rotatably connected to both ends of the lead screw (99). The lead screw (99) consists of a threaded section and a smooth section, and the smooth sections are located at both ends of the lead screw (99). Springs are arranged at both ends inside the guide groove (911), and the ends of the springs in the extended state are aligned with the ends of the threaded section.

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