Toothed pipe air track transporter

Abstract

The invention relates to the technical field of rail transporters, and discloses a toothed pipe aerial rail transporter which comprises a transportation rail and a rack, the rack is in sliding connection with the transportation rail through a guide wheel set, the guide wheel set is fixedly installed at the upper end of the rack, an equipment plate is arranged in the rack, and a driving module is further connected in the rack through a piston rod. The driving end of the driving module is connected with a driving gear. The conveying rail is a square pipe, and tooth holes are formed in the bottom face of the conveying rail at equal intervals in the length direction. In the transportation process, gear teeth of the driving gear can be embedded into equidistant tooth holes in the bottom face of the transportation rail, the slipping phenomenon caused by insufficient wheel-rail contact pressure in traditional friction driving is effectively avoided, and meanwhile the driving module dynamically adjusts the gear meshing depth through stretching and retracting of the piston rod; the meshing tightness is automatically enhanced during heavy-load climbing so as to improve traction force, contact pressure is reduced and abrasion is reduced on a light-load smooth road section, and the problem of power attenuation caused by abrasion is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of track transporters, in particular to a toothed tube aerial track transporter. Background Art

[0002] In hilly, mountainous, and other agricultural areas with complex terrain, traditional human or animal-powered transportation methods are limited by factors such as steep terrain and narrow roads, making it difficult to efficiently transport crops, fertilizers, and tools. As the problem of labor shortage in rural areas becomes increasingly prominent, monorail transporters, as highly adaptable and cost-effective mechanized transport equipment, are gradually becoming a key technology to solve the problem of agricultural transportation in mountainous areas. Existing monorail transporters typically consist of a track system, a power drive unit, and a cargo platform, achieving directional transportation via a single track installed on the ground.

[0003] However, existing monorail transporters still have significant drawbacks in practical applications. First, because track laying in mountainous areas is limited by the undulating terrain, transporter operation is subject to poor stability, and derailment, overturning, or cargo scattering are prone to problems on complex sections such as curves and slopes. Second, the transporter's power system relies on fuel or an external power source, which presents bottlenecks in remote mountainous areas, such as inconvenient energy supply and high operation and maintenance costs. Furthermore, existing monorails typically use circular tracks, and transporters running on such tracks will tilt due to the center of gravity, causing damage to the cargo. They will also tilt accordingly on curves, affecting the quality of transportation. Summary of the Invention

[0004] (1) Technical problems solved: In response to the shortcomings of the existing technology, the present invention provides a toothed tube aerial rail transporter, which has the advantages of heavy-load and high-speed transportation stability, and solves the problem of poor operating stability of traditional monorail transporters in mountainous areas.

[0005] (2) Technical solution: In order to achieve the above-mentioned purpose of heavy-load and high-speed transportation stability, the present invention provides the following technical solution: a toothed tube aerial rail transporter, comprising a transport track and a frame, the frame and the transport track are slidably connected by a guide wheel group, the guide wheel group is fixedly installed on the upper end of the frame, an equipment plate is provided in the frame, and a driving module is also connected in the frame through a piston rod, the driving end of the driving module is connected to a driving gear, an axial fixing seat is rotatably connected on the shaft of the driving gear, a buffer spring is provided between the axial fixing seat and the equipment plate, the piston rod forces the driving module to press the driving gear against the end face of the transport track, the transport track is a square tube and the bottom surface has tooth holes arranged at equal intervals along the length direction, the gear teeth of the driving gear are embedded in the tooth holes and meshed and transmitted along the arrangement direction of the tooth holes.

[0006] Preferably, the frame includes an upper mounting plate and a lower mounting plate, the guide wheel group is fixedly mounted on the upper end surface of the upper mounting plate, fixed plates are provided at both ends of the upper mounting plate and the lower mounting plate, the upper mounting plate and the mounting plate are fixedly connected through the fixed plate, and a handle is fixedly mounted on the lower end of the fixed plate; two or more groups of hooks are also elastically connected under the lower mounting plate.

[0007] Preferably, the guide wheel group includes a guide frame, an upper support wheel and a side support wheel, the bottom of the guide frame is rotatably mounted on the upper end surface of the frame, two or more groups of upper support wheels are fixedly mounted on the guide frame, the upper support wheels are pressed against the upper end surface of the transport track, two or more groups of side support wheels are fixedly mounted on the guide frame, and the two or more groups of side support wheels are respectively pressed against the end surfaces on both sides of the transport track; two or more groups of guide wheel groups are installed on the upper end surface of the frame, and the two or more groups of guide wheel groups are respectively symmetrically mounted on the front end and the rear end of the frame.

[0008] Preferably, one end face of the axial fixing seat is fixedly connected to the driving module, the other end of the axial fixing seat is rotationally connected to the shaft of the driving gear and limits the axial displacement of the driving gear, the bottom of the axial fixing seat is fixedly connected to the buffer spring, and the other end of the buffer spring is fixed to the equipment plate; a sliding fit is formed between the equipment plate and the piston rod.

[0009] Preferably, a centrifugal groove is provided radially inside each tooth of the driving gear, and a centrifugal magnetic structure is slidably installed in the centrifugal groove. When the driving gear rotates, the centrifugal magnetic structure slides radially outward along the driving gear under the action of centrifugal force; magnetic strips with different magnetic poles from the centrifugal magnetic structure are provided in the transport track along the length direction. When the centrifugal magnetic structure moves outward under the centrifugal force, a magnetic attraction force is generated between the centrifugal magnetic structure and the magnetic strips.

[0010] Preferably, the centrifugal magnetic structure includes a magnetic block, a sliding plate, and a return spring, the sliding plate is slidably connected to the centrifugal groove, the magnetic block is rotatably mounted on the sliding plate, and the magnetic block and the magnetic strip have different poles, the bottom of the sliding plate is fixedly connected to the return spring, and a compensation plate is fixedly connected below the return spring, and the bottom of the compensation plate is fixedly connected to an airbag cavity, the airbag cavity is embedded in the driving gear and its inner ring is fixedly connected to the driving gear, the airbag cavity is connected to an air pipe, and the air pipe is connected to an air rod through the driving shaft of the driving module, the top of the air rod is fixedly connected to a pressure plate, the pressure plate is fixedly connected to the top of the hook, and the bottom of the air rod is fixedly connected to the frame. When the pressure plate is pressed down, the air rod is compressed and inflated to the airbag cavity through the air pipe to expand it, thereby pushing the compensation plate to expand radially outward along the driving gear, increasing the initial radius of the magnetic block and enhancing its centrifugal force.

[0011] Preferably, two or more groups of the upper support wheels are installed in a staggered manner, and both ends and the bottom of the guide frame are provided with pressing blocks that are pressed against the transport track.

[0012] Preferably, a plurality of groups of support columns are fixedly installed in an equidistant array on the upper end surface of the transport track, and the support columns are connected to the ground.

[0013] Preferably, a power supply and a control structure are fixedly mounted on the device board, the power supply and the control structure are connected to the drive module, and the drive module is a motor.

[0014] Preferably, the driving gear includes two axially parallel main gear plates and an intermediate gear plate clamped between the two groups of main gear plates. The tooth thickness of the intermediate gear plate is less than the sum of the tooth thicknesses of the two groups of main gear plates. The centrifugal groove is opened on the intermediate gear plate. The centrifugal groove axially passes through the intermediate gear. The main gear plate is fixedly connected to the intermediate gear plate by axial support. The outer profile of the gear teeth of the intermediate gear plate is conformally aligned with the tooth surface of the main gear plate.

[0015] (III) Beneficial effects: Compared with the prior art, the present invention provides a toothed tube aerial rail transporter with the following beneficial effects: 1. The toothed tube aerial rail transporter, through the coordinated use of the transport track structure and the driving gear structure, greatly improves the stability and transport rate of the transporter compared with the traditional friction drive method. During the transport process, the teeth of the driving gear are embedded in the equidistant tooth holes on the bottom surface of the transport track to form a mechanical interlocking transmission mode, which effectively avoids the slippage caused by insufficient wheel-rail contact pressure in traditional friction drive. At the same time, the driving module dynamically adjusts the gear meshing depth through the extension and contraction of the piston rod. Combined with the elastic compensation effect of the buffer spring, it automatically enhances the meshing tightness to improve traction when climbing a slope with heavy load, and reduces the contact pressure and wear on light-load and flat sections, solving the problem of power attenuation caused by wear in traditional friction drive.

[0016] 2. The toothed tube aerial rail transporter, through the coordinated use of the guide wheel group structure and the transport track structure, greatly improves the stability of the transporter during operation compared to the single-point contact structure of the traditional circular track. The side support wheels and upper support wheels convert the overturning moment generated during operation into shear stress evenly distributed along the contact surface. When running on curves or slopes, the reaction force generated by rolling friction offsets the centrifugal force and gravity component, forming an adaptive lateral constraint. At the same time, the load dispersion effect of multiple sets of upper support wheels significantly reduces the pressure per unit area of ​​the track, effectively suppressing the vibration transmission caused by track deformation, allowing the transporter to maintain stable operation under heavy load or high-speed conditions, eliminating the risk of derailment and cargo overturning caused by point contact in traditional circular rail transporters.

[0017] 3. This gear-tube aerial track transporter uses a centrifugal magnetic structure in conjunction with a transport track structure. The centrifugal magnetic structure can enhance the meshing pressure between the drive gear and the tooth hole through the magnetic attraction effect during high-speed operation, and enhance the centrifugal adjustment capability under low-speed conditions by adaptively increasing the initial radius of the magnetic block due to the gravity of the cargo, so that the meshing force of the drive gear is always optimally matched with the speed and load. Under critical working conditions such as sudden acceleration, steep slopes and curves, a superposition of magnetic attraction and mechanical pressure is formed to effectively prevent the risk of tooth jumping. At the same time, the entire adjustment process relies entirely on the interaction between mechanical motion and physical fields, without the involvement of electronic components, ensuring operational reliability in harsh environments such as humidity and vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the three-dimensional structure of the toothed tube aerial rail transporter of the present invention.

[0019] Figure 2 It is a structural front view of the gear tube overhead track transporter of the present invention.

[0020] Figure 3 It is a bottom view of the structure of the gear tube overhead track transporter of the present invention.

[0021] Figure 4 It is a schematic diagram of the internal three-dimensional structure of the frame of the gear tube overhead rail transporter in the present invention.

[0022] Figure 5 It is a side view of the internal structure of the frame of the gear tube overhead rail transporter in the present invention.

[0023] Figure 6 It is a three-dimensional schematic diagram of the driving gear and transport track structure in the present invention.

[0024] Figure 7 This is a cross-sectional view of the drive gear structure of the gear tube overhead rail transporter of the present invention.

[0025] Figure 8 It is a schematic diagram of the centrifugal magnetic structure of the toothed tube aerial track transporter in the present invention.

[0026] Figure 9 Schematic diagram of the centrifugal radial outward expansion of the magnetic block structure of the toothed tube aerial track transporter in the present invention.

[0027] Figure 10 Schematic diagram of the expansion of the compensation plate structure of the toothed tube overhead rail transporter of the present invention.

[0028] In the figure: 1. Transport track; 11. Support column; 12. Tooth hole; 13. Magnetic strip; 2. Frame; 21. Upper mounting plate; 22. Lower mounting plate; 23. Hook; 24. Fixed plate; 25. Equipment plate; 3. Guide wheel group; 31. Guide frame; 32. Upper support wheel; 33. Side support wheel; 4. Drive module; 41. Piston rod; 42. Axial fixing seat; 43. Buffer spring; 5. Drive gear; 51. Centrifugal groove; 52. Magnetic block; 53. Sliding plate; 54. Return spring; 55. Compensation plate; 56. Airbag cavity; 6. Trachea; 7. Air rod; 8. Pressure plate. DETAILED DESCRIPTION

[0029] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0030] See also Figures 1-6The toothed tube aerial rail transporter comprises a transport rail 1 and a frame 2. The frame 2 and the transport rail 1 are slidably connected by a guide wheel group 3. The guide wheel group 3 is fixedly mounted on the upper end of the frame 2. The sliding connection design of the guide wheel group 3 and the multi-directional constraint function of the guide wheel group 3 are used to ensure the stable operation of the transporter along the transport rail 1. The guide wheel group 3 is fixedly mounted on the upper end of the frame 2. It can form a synchronous pressure contact on the upper surface and both sides of the transport rail 1 through the upper support wheel 32 and the side support wheel 33, converting the overturning moment generated during operation into a shear stress distribution on the contact surface, effectively dispersing the load and suppressing lateral deviation. This structure replaces the point contact mode of the traditional circular rail with plane contact, greatly improving the transporter's anti-rollover ability when running on a curve or slope, while reducing the pressure per unit area of ​​the transport rail 1 and reducing the vibration transmission caused by the deformation of the transport rail 1. The frame 2 houses an equipment plate 25, to which a drive module 4 is connected via a piston rod 41. The drive end of the drive module 4 is connected to a drive gear 5, which is rotatably connected to an axial retainer 42 on its shaft. The drive module 4 dynamically adjusts the meshing depth of the drive gear 5 through the telescopic movement of the piston rod 41. The axial displacement of the drive gear 5 is limited by the axial retainer 42, ensuring orthogonal meshing between the gear and the tooth hole 12. The rotational connection between the axial retainer 42 and the gear shaft allows the drive gear 5 to rotate freely during transmission while effectively transmitting the driving torque to the transport track 1. This structure achieves real-time matching of power output and load changes through mechanical linkage, ensuring transmission efficiency while also balancing system maintainability. A buffer spring 43 is located between the axial retainer 42 and the equipment plate 25. This buffer spring 43 primarily absorbs impact loads generated during the meshing of the drive gear 5 with the tooth hole 12. The elastic deformation of the buffer spring 43 compensates for axial gear offset caused by local deformation of the transport track 1 or installation errors, maintaining constant contact pressure on the gear meshing surfaces. During dynamic operation, the damping properties of the buffer spring 43 effectively suppress the transmission of vibrations to the equipment plate 25, protecting the precision components within the drive module 4 from impact damage and extending the service life of the equipment. The piston rod 41 forces the drive module 4 to press the drive gear 5 against the end face of the transport track 1. The retracting action of the piston rod 41 adjusts the pressing force between the gear and the tooth hole 12 in real time according to load, slope, and other working conditions. This increases meshing tightness to improve traction when climbing a heavy-loaded slope, while reducing contact pressure to reduce wear on light-loaded, flat sections. This active pressure regulation mechanism effectively addresses the efficiency loss problem caused by the constant pressing force of traditional friction drives, achieving an optimal balance between transmission efficiency and mechanical losses. The transport track 1 is a square tube with tooth holes 12 arranged equidistantly along its length on its bottom surface. The meshing surface width of the tooth holes 12 is greater than the tooth width of the drive gear 5. The teeth of the drive gear 5 are embedded in the tooth holes 12 and mesh along the arrangement direction of the tooth holes 12. Compared with traditional round rails, the square tube transport track 1 has a larger contact surface, which can provide a uniform support surface for multiple sets of guide wheels and enhance the anti-overturning ability.The continuously arranged tooth holes 12 on the bottom surface form a precise meshing transmission with the drive gear 5, eliminating the slippage associated with traditional friction drives through mechanical interlocking. The orthogonal meshing pattern formed by the gear teeth fitting into the tooth holes 12 directly converts the driving force into linear thrust along the transport track 1, significantly improving power transmission efficiency and load capacity.

[0031] See also Figures 1-6 The frame 2 includes an upper mounting plate 21 and a lower mounting plate 22. The guide wheel assembly 3 is fixedly mounted on the upper end surface of the upper mounting plate 21 to ensure its positioning accuracy with the transport track 1. Fixed plates 24 are provided at both ends of the upper mounting plate 21 and the lower mounting plate 22. The upper mounting plate 21 and the mounting plate are fixedly connected by the fixed plate 24. The fixed plate 24 forms a box structure by vertically connecting the upper and lower mounting plates 22, thereby enhancing the overall bending and torsional rigidity of the frame 2. A handle is fixedly mounted on the lower end of the fixed plate 24; two or more groups of hooks 23 are also elastically connected to the lower side of the lower mounting plate 22. The elastic connection absorbs the impact load generated by the shaking of the goods during transportation through flexible elements, avoiding structural fatigue fracture of the hooks 23 caused by the rigid connection; at the same time, the deformation characteristics of the elastic element can drive the downward pressure of the pressure plate 8. The guide wheel group 3 includes a guide frame 31, an upper support wheel 32 and a side support wheel 33. The bottom of the guide frame 31 is rotatably mounted on the upper end surface of the frame 2. The rotatable connection allows the guide frame 31 to deflect slightly when the transport track 1 is partially deformed or installed incorrectly, and the upper support wheel 32 and the side support wheel 33 are self-adjusted during the turning process to always fit the surface of the transport track 1. There are two or more sets of upper support wheels 32 fixedly mounted on the guide frame 31. The upper support wheels 32 are pressed against the upper end surface of the transport track 1. There are two or more sets of side support wheels 33 fixedly mounted on the guide frame 31. The wheels 33 are respectively pressed against the end faces of the transport track 1 on both sides. The upper support wheels 32 press against the upper end face of the transport track 1 to bear the vertical load. The side support wheels 33 clamp the two sides of the transport track 1 to form a lateral constraint. The combination of multiple wheel groups decomposes the overturning moment generated during the operation of the conveyor into reaction forces at multiple contact points, significantly improving the anti-rollover capability. At the same time, the multi-wheel group layout reduces single-point pressure by increasing the contact area, inhibiting the plastic deformation of the transport track 1. Two or more guide wheel groups 3 are installed on the upper end face of the frame 2. The two or more guide wheel groups 3 are symmetrically installed at the front and rear ends of the frame 2. The symmetrical front-to-back arrangement of the guide wheel groups 3 can balance the longitudinal torque of the conveyor during operation and avoid pitch vibration caused by the offset of the center of gravity. The multiple wheel groups work together to form redundant constraints. When a wheel group fails due to foreign matter obstruction or wear, the remaining wheel groups can still maintain the basic guiding function.

[0032] See also Figures 1-6One end face of the axial fixing seat 42 is fixedly connected to the driving module 4, and the other end of the axial fixing seat 42 forms a rotational connection with the shaft of the driving gear 5 and limits the axial displacement of the driving gear 5. The rotational connection with the shaft of the driving gear 5 allows the gear to rotate freely to transmit torque, while limiting the axial displacement of the gear to ensure the meshing accuracy; the bottom of the axial fixing seat 42 is fixedly connected to the buffer spring 43, and the other end of the buffer spring 43 is fixed on the equipment plate 25; a sliding fit is formed between the equipment plate 25 and the piston rod 41. Two or more groups of upper support wheels 32 are staggered, and both ends and the bottom of the guide frame 31 are provided with clamping blocks that are pressed against the transport track 1. The staggered upper support wheels 32 form a load distribution matrix, which evenly transmits the vertical pressure to the upper end face of the transport track 1; the clamping blocks at both ends and the bottom of the guide frame 31 form additional friction contact with the surface of the transport track 1, generating a pre-tightening friction torque when running on a curve, suppressing the lateral swing of the frame 2, and preventing the loosening of the connectors of the transport track 1 due to high-frequency vibration. Several support columns 11 are fixedly mounted in an equidistant array on the upper end surface of the transport track 1. These columns 11 are connected to the ground. These columns distribute the weight of the transport track 1 and the transport load to the ground. Independent height adjustment of each column 11 compensates for ground unevenness, ensuring the overall straightness of the mounting surface of the transport track 1. The power supply and control structure are fixedly mounted on the equipment board 25. These power supply and control structure are connected to the drive module 4, which is a motor.

[0033] See also Figures 6-10 Each tooth of the driving gear 5 is provided with a centrifugal groove 51 along the radial direction, and a centrifugal magnetic structure is slidably installed in the centrifugal groove 51. When the driving gear 5 rotates, the centrifugal magnetic structure slides radially outward along the driving gear 5 under the action of centrifugal force. This design allows the gear to enhance the tightness of the engagement between the gear teeth and the tooth holes 12 through the superposition of magnetic attraction and mechanical meshing force under high-speed working conditions, forming a speed-adaptive dynamic meshing pressure adjustment mechanism, avoiding the phenomenon of gear teeth disengagement caused by excessive speed, and providing additional traction guarantee for the drive system. Magnetic strips 13 with different magnetic poles from the centrifugal magnetic structure are provided along the length direction of the transport track 1. When the centrifugal magnetic structure moves outward close to the transport track 1 under the action of centrifugal force, the attraction generated by the magnetic strips 13 with different poles on the magnetic block 52 further pulls the gear teeth of the driving gear 5 toward the meshing surface of the tooth hole 12, forming a magnetic locking effect. The magnetic attraction and centrifugal force work together to compensate for the instantaneous separation tendency of the contact surface between the gear teeth and the gear holes 12 during high-speed rotation, forming a double anti-disengagement protection under critical working conditions such as rapid acceleration, cornering or slope driving. Figure 9As shown. The centrifugal magnetic structure includes a magnetic block 52, a sliding plate 53, and a reset spring 54. The sliding plate 53 is slidably connected to the centrifugal tank 51. The magnetic block 52 is rotatably mounted on the sliding plate 53, and the magnetic poles of the magnetic block 52 and the magnetic strip 13 are different. The reset spring 54 is fixedly connected to the bottom of the sliding plate 53. The radial sliding characteristics of the sliding plate 53 allow the magnetic block 52 to move freely outward under the action of centrifugal force, and the reset spring 54 provides a reverse reset tendency for the magnetic block 52 through the preload force. When the speed is reduced or the vehicle stops, the elastic restoring force of the reset spring 54 drives the sliding plate 53 and the magnetic block 52 back to the initial position. The magnetic block 52 is rotatably mounted so that it can automatically adjust the direction of the magnetic pole to maintain the optimal attraction angle with the magnetic strip 13 during the sliding process, ensuring that the direction of the magnetic attraction force is always perpendicular to the plane of the transport track 1. A compensation plate 55 is fixedly connected below the reset spring 54. An airbag cavity 56 is fixedly connected to the bottom of the compensation plate 55. The airbag cavity 56 is embedded in the drive gear 5 and its inner ring is fixedly connected to the drive gear 5. The airbag cavity 56 is connected to the air tube 6. When the hook 23 is carrying cargo, the gravity of the cargo compresses the gas rod 7 through the pressure plate 8 and presses the gas into the airbag cavity 56 through the flexible air tube 6. The expansion of the airbag pushes the compensation plate 55 to expand radially outward. The outward movement of the compensation plate 55 drives the base position of the reset spring 54 to change, so that the magnet 52 has a larger initial radius in the static state, and increases the length of the force arm of the centrifugal force acting on the magnet 52 in advance. This design ensures that the magnet 52 can still generate sufficient centrifugal displacement to trigger the magnetic attraction effect under low-speed and heavy-load conditions, achieving adaptive matching of load and magnetic attraction. The air pipe 6 is connected to the air rod 7 through the driving shaft of the driving module 4. The top of the air rod 7 is fixedly connected to the pressure plate 8, which is fixedly connected to the top of the hook 23. The bottom of the air rod 7 is fixedly connected to the frame 2. When the pressure plate 8 is pressed down, the air rod 7 is compressed and inflated to the airbag cavity 56 through the air pipe 6 to expand it, thereby pushing the compensation plate 55 to expand radially outward along the driving gear 5, increasing the initial radius of the magnetic block 52 and enhancing its centrifugal force. When the hook 23 carries cargo, the pressure plate 8 converts the static load parameter of the cargo weight into a dynamic adjustment amount of the position of the magnetic block 52 inside the driving gear 5, so that the meshing pressure of the transmission system can match the actual transport load in real time, and automatically enhance the anti-disengagement capability under heavy load conditions. Figure 10As shown, the air pipe 6 is a flexible tube. The elastic deformation properties of the flexible tube compensate for positional deviations between the rotating and fixed components, ensuring continuous and reliable air pressure transmission. Furthermore, the fatigue resistance of the flexible material ensures the service life of the air pipe 6 under long-term, high-frequency bending conditions, preventing failure of the pneumatic control function due to pipe rupture. The drive gear 5 consists of two axially parallel main gear plates and an intermediate gear plate clamped between the two sets of main gear plates. This split structure decouples the core transmission function from the magnetic control function. The two main gear plates constitute the primary force transmission structure, and their complete tooth profile ensures the bending strength and fatigue life of the drive gear 5. The intermediate gear plate serves as an independent functional module, specifically for mounting the centrifugal magnetic structure. This split layout frees the machining of the centrifugal groove 51 from the complex geometric constraints of the integral gear. The intermediate gear plate can be machined separately using efficient processes such as wire cutting, significantly reducing manufacturing difficulty and cost. The tooth thickness of the intermediate gear plate is thinner than the combined tooth thickness of the two sets of main gear plates. By reducing the tooth thickness of the intermediate gear plate, the tooth root stress level is controlled, avoiding local stress surges caused by the centrifugal groove 51. The centrifugal groove 51 is provided on the intermediate gear disc, and the centrifugal groove 51 axially passes through the intermediate gear. The through-type centrifugal groove 51 eliminates the processing dead angle of the traditional blind groove, and can be formed in one go using a one-way wire cutting process, which greatly improves the processing efficiency and ensures the dimensional accuracy and surface quality of the centrifugal groove 51 wall. The through-type design of the centrifugal groove 51 also facilitates the assembly and maintenance of the magnetic block 52 assembly. The main gear disc is fixedly connected to the intermediate gear disc by axial support, and the outer profile of the gear teeth of the intermediate gear disc is conformally aligned with the tooth surface of the main gear disc. The pre-tightening friction force generated by the axial clamping effectively suppresses the phase difference that may occur during operation, ensuring that the three-layer gears maintain angular velocity synchronization under variable load conditions, and this structure can convert the traditional single-tooth load into a distributed force, greatly reducing the tooth surface contact stress.

[0034] Working principle: When the equipment is in use, it is clamped and guided between the guide wheel group 3 and the transport track 1, and the frame 2 is driven as a whole to move along the transport track 1 through the drive gear 5. The guide wheel group 3 clamps the two sides of the transport track 1 through the side support wheels 33 on both sides to provide lateral constraints, and the upper support wheel 32 is close to the top surface of the transport track 1 to bear the vertical load. The square tube transport track 1 uses its planar contact characteristics to enable the upper support wheel 32 and the side support wheels 33 of the guide wheel group 3 to form multi-directional limits on the upper end surface and both sides of the transport track 1. Compared with the single-point contact of the traditional round rail, the planar contact of this square rail converts the torque that may cause overturning into shear stress evenly distributed along the contact surface, avoiding the risk of derailment caused by centrifugal force or gravity component when running on low curves or slopes under heavy load or high speed. When operating on curves or slopes, the lateral reaction forces generated by the side support wheels 33 through rolling friction offset the tendency to deflect caused by centrifugal force or gravity. Simultaneously, the upper support wheels 32 distribute the load pressure, effectively suppressing the transmission of vibrations caused by deformation of the transport track 1 and eliminating the risk of overturning caused by point contact on traditional circular tracks. Regarding lateral restraint, when the transporter is subject to lateral deflection due to centrifugal force or gravity, a normal reaction force is generated at the contact point between the rims of the side support wheels 33 and the sidewalls of the transport track 1. This reaction force is converted into resistance to the deflection through the rolling friction mechanism, always acting in the opposite direction of the deflection, creating a dynamic lateral force balance. This planar contact significantly increases the effective contact area, reducing contact stress per unit area and avoiding constraint failure caused by local deformation. Regarding vertical load bearing, the planar nature of the square tube transport track 1 enables the upper support wheels 32 to form surface contact with the top surface of the transport track 1, rather than the point contact of traditional circular tracks. Under the same vertical load, the doubling of the contact area significantly reduces the pressure per unit area of ​​the transport track 1. This reduces the risk of plastic deformation of the material of the transport track 1, and when a slight deformation occurs locally on the transport track 1, the contact surfaces of the multiple upper support wheels 32 can automatically adjust the pressure distribution to avoid stress concentration caused by overload at a single support point, effectively suppressing the transmission path of the vibration wave, and allowing the mechanical vibration caused by the deformation of the transport track 1 to be dispersed and absorbed among multiple support points.

[0035] When transporting goods on the equipment transport track 1, the transporter drives the drive gear 5 via the drive module 4 within the frame 2. The drive gear 5 forms a dynamic mesh with the array of tooth holes 12 on the bottom surface of the transport track 1. The teeth of the drive gear 5 engage the tooth holes 12 and transmit power through continuous meshing, thereby driving the entire frame 2. The drive module 4 adaptively controls the meshing depth of the gears through the telescopic adjustment of the piston rod 41. When the load changes or the slope of the transport track 1 is adjusted, the piston rod 41 telescopes, driving the entire drive module 4, and dynamically adjusting the meshing contact pressure between the gears and the tooth holes 12. Under heavy loads or climbing conditions, the piston rod 41 retracts to enhance meshing and improve power output efficiency. Under light loads or on flat roads, the piston rod 41 extends to reduce contact pressure and minimize mechanical losses. A buffer spring 43 acts as an elastic medium, connecting the drive gear 5 to the equipment plate 25. During meshing shocks or local deformation of the transport track 1, it absorbs energy through deformation, compensating for gear axial displacement deviations, ensuring continuous power transmission and the service life of the transmission mechanism. Furthermore, the buffer spring 43 effectively reduces the transmission of vibration generated by the frame 2 during operation to the equipment plate 25. Conventional transporters, however, utilize a transmission method that continuously presses the drive wheels against the transport track 1. This friction drive relies on constant positive pressure between the wheel and track. This can lead to changes in the roughness of the contact surface due to wear over long periods of operation, causing unstable power output and periodic vibration. Furthermore, the point contact characteristics of conventional circular tracks make it difficult to effectively constrain the lateral displacement of the frame 2, making it prone to overturning at high speeds or on steep slopes.

[0036] At the same time, during the transportation process, the transporter can adaptively adjust the meshing contact pressure between the drive gear 5 and the tooth hole 12 on the transport track 1 according to the weight of the goods and the current transport speed. When the transporter runs at high speed on the transport track 1, the centrifugal force generated by the rotation of the drive gear 5 forces the magnetic block 52 to slide radially along the gear teeth, and generates a magnetic attraction force between the magnetic strip 13 located in the transport track 1, thereby increasing the meshing contact pressure between the drive gear 5 and the tooth hole 12. When the magnetic attraction force acts along the radial direction of the gear, a normal component of force perpendicular to the meshing surface will be generated through the gear tooth structure. Since the gear teeth of the drive gear 5 are in an orthogonal meshing state with the tooth hole 12, the normal component of force will be directly converted into a positive pressure of the gear teeth on the wall of the tooth hole 12, thereby improving the effective traction of the transmission system. And when the magnetic block 52 moves outward, the drive gear 5 is subjected to radial tension from the magnetic attraction force, which is converted into a reverse torque on the drive module 4 through the axial fixing seat 42, forcing the piston rod 41 to produce compensatory contraction, which is equivalent to adding a controllable prestress in the transmission system, so that the drive gear 5 always maintains the optimal pressing state with the tooth hole 12. And the magnetic attraction force increases nonlinearly with the increase of the speed, forming a positive feedback regulation of the speed meshing force. At the same time, the existence of the magnetic attraction force changes the vibration characteristics of the meshing interface. When there is a slight tendency for the gear teeth to disengage from the tooth hole 12, the nonlinear attraction characteristics of the magnetic field will produce a "magnetic damping" effect, which suppresses the disengagement movement by quickly establishing a reverse force. This mechanism effectively reduces the meshing impact energy and keeps the contact surface in stable contact during dynamic operation. When cargo is placed on the hook 23 of the transporter, the weight of the cargo pulls down the hook 23, causing the pressure plate 8 to compress the air rod 7. This inflates the airbag chamber 56 in the drive gear 5 through the air pipe 6, pushing the compensation plate 55 outward, increasing the initial radius of the magnetic block 52, thereby increasing the centrifugal force exerted on the magnetic block 52 during the rotation of the drive gear 5. As a result, even at low speeds, the drive gear 5 can generate centrifugal force to cause the magnetic block 52 to move radially outward, thereby strengthening the magnetic attraction effect of the centrifugal magnetic structure. When the hook 23 is carrying cargo, this coordinated adjustment mechanism actively strengthens the gear meshing tightness under critical working conditions such as rapid acceleration, steep slopes, or curves. The superposition of magnetic attraction and mechanical pressure forms multiple anti-disengagement safeguards, completely avoiding the risk of tooth jumping caused by sudden loads or speed changes in traditional transmission systems. Moreover, the above structure completely relies on the physical laws of mechanical movement itself, without the need for intervention of electronic sensors or controllers, avoiding the risk of failure of electronic components under complex working conditions such as moisture and vibration. Its adjustment accuracy depends on the matching of the processing accuracy and mechanical parameters of the mechanical structure, rather than a circuit system that is easily affected by environmental interference, greatly improving the operational reliability in harsh mountainous environments.

[0037] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0038] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A toothed tube aerial rail transporter, comprising a transport rail (1) and a frame (2), wherein the frame (2) and the transport rail (1) are slidably connected via a guide wheel assembly (3), wherein the guide wheel assembly (3) is fixedly mounted on the upper end of the frame (2), wherein an equipment plate (25) is provided in the frame (2), and wherein a drive module (4) is further connected to the frame (2) via a piston rod (41), and wherein: The driving end of the driving module (4) is connected to a driving gear (5), and an axial fixing seat (42) is rotatably connected to the shaft of the driving gear (5). A buffer spring (43) is provided between the axial fixing seat (42) and the equipment plate (25). The piston rod (41) forces the driving module (4) to press the driving gear (5) onto the end face of the transport track (1). The transport track (1) is a square tube and has tooth holes (12) arranged equidistantly along the length direction on the bottom surface. The gear teeth of the driving gear (5) are embedded in the tooth holes (12) and meshed and transmitted along the arrangement direction of the tooth holes (12).

2. The toothed tube overhead rail transporter according to claim 1, characterized in that: The frame (2) includes an upper mounting plate (21) and a lower mounting plate (22), the guide wheel group (3) is fixedly mounted on the upper end surface of the upper mounting plate (21), and fixing plates (24) are provided at both ends of the upper mounting plate (21) and the lower mounting plate (22). The upper mounting plate (21) and the mounting plate are fixedly connected via the fixing plates (24), and a handle is fixedly mounted on the lower end of the fixing plate (24); and two or more groups of hooks (23) are elastically connected to the lower side of the lower mounting plate (22).

3. The toothed tube overhead rail transporter according to claim 1, characterized in that: The guide wheel group (3) comprises a guide frame (31), an upper support wheel (32) and a side support wheel (33); the bottom of the guide frame (31) is rotatably mounted on the upper end surface of the frame (2); two or more groups of the upper support wheels (32) are fixedly mounted on the guide frame (31); the upper support wheels (32) are pressed against the upper end surface of the transport track (1); two or more groups of the side support wheels (33) are fixedly mounted on the guide frame (31); the two or more groups of the side support wheels (33) are respectively pressed against the end surfaces on both sides of the transport track (1); two or more groups of the guide wheel group (3) are mounted on the upper end surface of the frame (2); the two or more groups of the guide wheel group (3) are respectively symmetrically mounted at the front end and the rear end of the frame (2).

4. The toothed tube overhead rail transporter according to claim 1, characterized in that: One end face of the axial fixing seat (42) is fixedly connected to the driving module (4), and the other end of the axial fixing seat (42) is rotationally connected to the shaft of the driving gear (5) and limits the axial displacement of the driving gear (5). The bottom of the axial fixing seat (42) is fixedly connected to the buffer spring (43), and the other end of the buffer spring (43) is fixed to the device plate (25); a sliding fit is formed between the device plate (25) and the piston rod (41).

5. The toothed tube overhead rail transporter according to claim 1, characterized in that: A centrifugal groove (51) is radially provided in each tooth of the driving gear (5), and a centrifugal magnetic structure is slidably mounted in the centrifugal groove (51). When the driving gear (5) rotates, the centrifugal magnetic structure slides radially outward along the driving gear (5) under the action of centrifugal force; A magnetic strip (13) having a different magnetic pole from the centrifugal magnetic structure is provided in the transport track (1) along its length. When the centrifugal magnetic structure moves outwards due to centrifugal force, a magnetic attraction force is generated between the centrifugal magnetic structure and the magnetic strip (13).

6. The toothed tube overhead rail transporter according to claim 5, characterized in that: The centrifugal magnetic structure includes a magnetic block (52), a sliding plate (53), and a return spring (54). The sliding plate (53) is slidably connected to the centrifugal groove (51). The magnetic block (52) is rotatably mounted on the sliding plate (53). The magnetic poles of the magnetic block (52) and the magnetic strip (13) are different. The bottom of the sliding plate (53) is fixedly connected to the return spring (54). A compensation plate (55) is fixedly connected below the return spring (54). The bottom of the compensation plate (55) is fixedly connected to an airbag cavity (56). The airbag cavity (56) is embedded in the driving gear (5 ) and its inner ring is fixedly connected to the driving gear (5), the airbag cavity (56) is connected to the air pipe (6), the air pipe (6) is connected to the air rod (7) through the driving shaft of the driving module (4), the top of the air rod (7) is fixedly connected to the pressure plate (8), the pressure plate (8) is fixedly connected to the top of the hook (23), and the bottom of the air rod (7) is fixedly connected to the frame (2). When the pressure plate (8) is pressed down, the air rod (7) is compressed and inflated to the airbag cavity (56) through the air pipe (6) to expand it, thereby pushing the compensation plate (55) to expand radially outward along the driving gear (5).

7. The toothed tube overhead rail transporter according to claim 3, characterized in that: Two or more groups of the upper support wheels (32) are staggeredly installed, and both ends and the bottom of the guide frame (31) are provided with compression blocks that are press-fitted with the transport track (1).

8. The toothed tube overhead rail transporter according to claim 3, characterized in that: A plurality of groups of support columns (11) are fixedly mounted in an equidistant array on the upper end surface of the transport track (1), and the support columns (11) are connected to the ground.

9. The toothed tube overhead rail transporter according to claim 1, characterized in that: A power supply and a control structure are fixedly mounted on the equipment board (25), the power supply and the control structure are connected to the drive module (4), and the drive module (4) is a motor.

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