Stacker with rack and pinion for lifting loads

Abstract

The application relates to a stacker for lifting goods through a gear rack, belonging to the technical field of logistics transfer equipment. The stacker comprises a stand column, a bearing assembly, a lifting mechanism and an adjusting mechanism, the bearing assembly is used for bearing goods; the lifting mechanism is used for driving the bearing assembly to ascend and descend along the stand column, the lifting mechanism comprises a rack arranged on the stand column, a main gear wheel engaged with the rack and a first driving piece for driving the main gear wheel to rotate; the first driving piece is coaxially connected with the main gear wheel through a main shaft; the adjusting mechanism comprises a secondary gear wheel coaxially connected with the main gear wheel and a flywheel sleeved on the main shaft; wherein the flywheel is provided with a gear ring on an end surface facing the secondary gear wheel, the gear ring is engaged with the secondary gear wheel; the secondary gear wheel drives the flywheel to rotate through the gear ring; when the rotating speed of the secondary gear wheel slows down, the flywheel maintains the original rotating speed due to its inertia, and the gear ring is impacted by the gear of the secondary gear wheel in the rotating direction of the secondary gear wheel. The stacker for lifting goods through a gear rack provided by the application can reduce error.

Description

Technical Field

[0001] This application relates to the field of logistics transfer equipment technology, and more specifically, to a stacker crane that lifts goods using a rack and pinion mechanism. Background Technology

[0002] As a core piece of equipment in automated warehousing systems, the transmission accuracy and stability of the lifting mechanism of a stacker crane directly affect the reliability of the equipment's operation. Traditional stacker crane lifting mechanisms typically employ a structure where two motors independently drive a rack and pinion mechanism on both sides of the column, with two symmetrically arranged motors driving the gears on both sides of the column to rise and fall along the rack.

[0003] Traditional stacker cranes are susceptible to interference from sudden load changes and mechanical vibrations during high-speed start-stop or off-center loading conditions. This can cause momentary deviations in gear and rack meshing (such as speed jumps or slight positional shifts). Although individual errors are minimal, the cumulative error during continuous operation can lead to significant discrepancies between the actual lifting distance and the theoretical value. Furthermore, since the gears on both sides are driven by independent motors, asymmetrical error accumulation (such as a continuous increase in error on one side of the gear system) can cause an imbalance in transmission tension on both sides. In extreme cases, the meshing amount of the gear and rack on the error-concentrated side continuously decreases, eventually causing the gear to disengage from the rack. This failure is sudden and difficult to predict, potentially causing goods to fall or even structural damage to the equipment, posing a significant safety hazard. Summary of the Invention

[0004] The purpose of this application is to address the above-mentioned problems by providing a stacker crane that lifts goods using a rack and pinion mechanism, thereby reducing errors and improving the aforementioned issues.

[0005] This application is achieved through the following technical solution:

[0006] This application provides a stacker crane for lifting goods using a rack and pinion mechanism. The stacker crane includes a column, a load-bearing component, a lifting mechanism, and an adjusting mechanism. The load-bearing component is used to carry goods. The lifting mechanism is used to drive the load-bearing component to move up and down along the column. The lifting mechanism includes a rack mounted on the column, a main gear meshing with the rack, and a first driving member that drives the main gear to rotate. The first driving member is coaxially connected to the main gear via a main shaft. The adjusting mechanism includes a secondary gear coaxially connected to the main gear and a flywheel sleeved on the main shaft. A gear ring is provided on the flywheel facing the end face of the secondary gear, and the gear ring meshes with the secondary gear. The secondary gear drives the flywheel to rotate through the gear ring. The flywheel is configured such that when the rotational speed of the secondary gear decreases, the flywheel maintains its original speed due to its own inertia, causing the teeth of the gear ring to strike the teeth of the secondary gear in the direction of rotation of the secondary gear.

[0007] In the technical solution of this application embodiment, under high-speed start-stop conditions, the transmission system of a traditional stacker crane is easily affected by sudden changes in load, leading to momentary deviations in the meshing of the gear and rack. Under such conditions, when the rotational speed of the auxiliary gear slows down due to factors such as sudden load changes, the flywheel maintains its original speed due to its own inertia, causing the teeth of the gear ring to impact the teeth of the auxiliary gear in the direction of rotation. This impact force provides a driving force to the auxiliary gear, effectively mitigating the sudden drop in its rotational speed and thus keeping the rotational speed of the main gear relatively stable, reducing the momentary deviations in the meshing of the main gear and rack. Under unbalanced loading conditions, the gears on both sides of a traditional stacker crane are driven by independent motors, which easily leads to asymmetrical accumulation of errors, resulting in an imbalance of transmission tension on both sides. In this stacker crane, when the rotational speed of the auxiliary gear slows down abnormally due to unbalanced loading, the inertia of the flywheel impacts the auxiliary gear through the gear ring, which can promptly compensate for the drop in rotational speed and maintain the stability of the meshing between the main gear and rack. By reducing instantaneous deviations, the continuous accumulation of errors during continuous operation is avoided, significantly reducing the deviation between the actual lifting distance of the load-bearing components and the theoretical value. It also prevents the asymmetrical accumulation of errors that may occur due to independent drive of the dual-sided gears, maintains the balance of transmission tension on both sides, avoids the problem of continuous reduction in the meshing amount of the gear and rack on the error concentration side, reduces the risk of gear disengagement from the rack, reduces the occurrence of sudden failures such as cargo falling and structural damage to equipment, and significantly improves the reliability and safety of stacker crane operation.

[0008] In some embodiments, the system further includes a control module and an anti-collision mechanism. The anti-collision mechanism is used to prevent the gear ring from impacting the secondary gear when the lifting mechanism stops. The control module is configured to: upon receiving a command to stop the lifting mechanism, first control the anti-collision mechanism to perform an anti-collision action, and then control the lifting mechanism to stop; upon receiving a command to start the lifting mechanism, first control the anti-collision mechanism to release the anti-collision action, and then control the lifting mechanism to start.

[0009] In the technical solution of this application embodiment, during the stopping phase of the lifting mechanism, the anti-collision mechanism prevents the gear ring and the secondary gear from colliding, avoiding impact wear on the tooth surface during non-working conditions and extending the service life of the adjusting mechanism (gear ring, secondary gear, flywheel). Through the timing control of the control module, it is ensured that the anti-collision action and the start and stop of the lifting mechanism are strictly coordinated, avoiding mechanism jamming or accidental collision caused by incorrect action sequence.

[0010] In some embodiments, the anti-collision mechanism includes a first push rod; the first push rod is configured to push the flywheel axially along the main shaft to separate the gear ring from the secondary gear.

[0011] In the technical solution of this application embodiment, the gear ring and the auxiliary gear are separated by pushing the flywheel axially with the first push rod, thus physically cutting off the impact contact path and completely avoiding tooth surface impacts when not in operation. The anti-collision effect is direct and there is no risk of wear. For heavy-duty stacker cranes, the flywheel has greater inertia, and traditional anti-collision methods are prone to accidental impacts due to insufficient locking force. However, the axial pushing of the first push rod can achieve hard separation of the gear ring and the auxiliary gear, which is safe and reliable.

[0012] In some embodiments, a reset mechanism is also included; the reset mechanism is configured to drive the flywheel to a position engaged with the secondary gear when the anti-collision mechanism is disengaged.

[0013] In the technical solution of this application embodiment, the reset mechanism drives the flywheel to reset to the engagement position, ensuring that the adjustment mechanism can work normally every time the lifting mechanism is started, avoiding error accumulation. The reset mechanism realizes automatic flywheel reset without manual intervention, reducing maintenance work caused by misalignment and improving equipment operation and maintenance efficiency.

[0014] In some embodiments, the reset mechanism is an elastic element, with its two ends acting on the flywheel and the auxiliary gear, respectively.

[0015] In the technical solution of this application embodiment, the elastic element acts directly between the flywheel and the secondary gear, without the need for additional positioning components or drive sources, thus reducing the complexity of the mechanism; moreover, the elastic element is a purely mechanical structure, without the risk of electrical failures, resulting in a high reset success rate and reducing the reset failure rate; at the end of the reset process (when the gear ring is about to contact the secondary gear), the elastic element can buffer the movement speed of the flywheel through its own elasticity, avoiding damage to the tooth surface of the gear ring and the secondary gear due to rigid collision, and extending the service life of the secondary gear and the gear ring.

[0016] In some embodiments, the flywheel is sleeved on the main shaft via a bearing; one end of the elastic element abuts against the secondary gear, and the other end abuts against the inner ring of the bearing.

[0017] In the technical solution of this application embodiment, the inner ring of the bearing can slide along the main shaft, so that the axial movement of the flywheel changes from the passive cooperation of the outer ring driving the inner ring to the active cooperation of the inner ring sliding and the outer ring following, which reduces the frictional resistance between the inner and outer rings of the bearing, reduces the overall movement resistance, reduces the elastic force requirement of the elastic element, and extends the service life of the elastic element; the inner ring of the bearing slides directly with the main shaft, replacing the direct contact between the flywheel and the main shaft, and the main shaft only needs to contact the inner ring of the bearing (the inner ring of the bearing has better wear resistance), which can effectively reduce the wear of the main shaft and extend the maintenance cycle of the main shaft; the slidable inner ring of the bearing can automatically adjust its position according to the changes in the elastic force of the elastic element and the external thrust, avoiding the risk of jamming caused by the inner ring being fixed, and even if the main shaft is slightly deformed or has dust attached, it can still ensure smooth movement of the flywheel and improve the reset success rate.

[0018] In some embodiments, the inner ring of the bearing is connected to the spindle via a spline.

[0019] In the technical solution of this application embodiment, the inner ring of the bearing is connected to the main shaft via a spline, which can limit the radial displacement of the inner ring of the bearing along the main shaft. Compared with the sliding structure without splines, the straightness of the axial movement of the inner ring is improved, avoiding problems such as uneven force on the elastic element and flywheel jamming caused by the inner ring displacement, and the reset success rate is higher. The spline connection has a large contact area and can withstand greater radial load and torque. When lifting heavy loads, it can distribute the force between the main shaft and the inner ring, avoid excessive wear at a single contact point, and extend the service life of the main shaft and the bearing.

[0020] In some embodiments, the anti-collision mechanism is used to limit the rotation of the flywheel when the lifting mechanism stops, so as to prevent the gear ring from striking the secondary gear.

[0021] In the technical solution of this application embodiment, the anti-collision mechanism restricts the rotation of the flywheel to prevent the gear ring from impacting the secondary gear due to inertia, thereby avoiding impact wear or tooth breakage on the tooth surfaces of the gear ring and the secondary gear, extending the service life of the adjustment mechanism (flywheel, secondary gear), and reducing the tooth failure rate; the action stroke of restricting the rotation of the flywheel is relatively short, and the anti-collision response speed is relatively fast, which is especially suitable for emergency stop scenarios and can avoid collisions more quickly.

[0022] In some embodiments, a plurality of teeth are provided along the outer peripheral surface of the flywheel, and the anti-collision mechanism includes an anti-rotation gear and a locking component. The anti-rotation gear can mesh with the teeth on the outer peripheral surface of the flywheel; the locking component is used to lock or release the anti-rotation gear.

[0023] In the technical solution of this application embodiment, the continuous meshing of the anti-rotation gear and the outer peripheral surface of the flywheel avoids tooth surface impact wear caused by frequent meshing / disengagement, while eliminating the risk of tooth surface misalignment that may occur during meshing. This ensures uniform force on the gear during locking, extends the service life of the anti-rotation gear and the outer peripheral teeth of the flywheel, and reduces the incidence of tooth failure. Since the anti-rotation gear and flywheel are always meshed, when the locking component locks the anti-rotation gear, the rigid meshing constraint of the gear tooth surface precisely limits the rotation angle of the flywheel, preventing overshoot or springback due to inertia. Compared to gearless braking methods (such as simple friction braking), the angular displacement deviation after the flywheel stops is smaller, ensuring that the gear ring on the flywheel end face and the secondary gear always maintain a preset relative position, laying the foundation for precise meshing when the lifting mechanism starts.

[0024] In some embodiments, the locking assembly includes at least one pair of clamping members; the clamping members have an arcuate surface for engaging with the anti-rotation gear, and the arcuate surface is provided with a flexible layer; the clamping members are configured to move axially along the spindle to approach or move away from the anti-rotation gear, thereby clamping or releasing the anti-rotation gear.

[0025] In the technical solution of this application embodiment, the flexible layer of the arc-shaped surface directly contacts the outer surface of the anti-rotation gear, which can avoid rigid metal collision and reduce tooth surface wear during clamping; at the same time, the elasticity of the flexible layer can adapt to the small machining errors of the outer peripheral surface of the anti-rotation gear, ensuring uniform distribution of clamping force, reducing the risk of tooth breakage caused by excessive local tooth surface force, and extending the service life of the anti-rotation gear; the contact area between the arc-shaped surface and the surface of the anti-rotation gear is large, and combined with the high friction coefficient of the flexible layer, reliable locking can be achieved with a small clamping force, preventing the anti-rotation gear from slipping.

[0026] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A front view of a stacker crane provided for some embodiments of this application;

[0029] Figure 2 This is a schematic diagram of the stacker crane provided in some embodiments of this application;

[0030] Figure 3 This is a partial structural schematic diagram of a stacker crane provided in some embodiments of this application;

[0031] Figure 4 Side view of the adjustment structure provided in some embodiments of this application;

[0032] Figure 5 Partial cross-sectional view of the adjustment mechanism and lifting mechanism provided in some embodiments of this application;

[0033] Figure 6 Cross-sectional views of the adjustment mechanism and lifting mechanism provided in some embodiments of this application;

[0034] Figure 7 for Figure 6 Enlarged view of point A in the middle;

[0035] Figure 8 A side view of the adjustment structure provided in some other embodiments of this application;

[0036] Figure 9 When releasing the anti-rotation gear for the locking assembly Figure 8 Enlarged view of point B in the middle;

[0037] Figure 10 When locking the anti-rotation gear with the locking assembly Figure 8 Enlarged view of point B in the middle.

[0038] Icons: 1-Column; 2-Bearing component; 3-Lifting mechanism; 30-Rack; 31-Main gear; 32-Main shaft; 4-Adjusting mechanism; 40-Secondary gear; 41-Flywheel; 410-Bearing; 42-Sleeve; 43-Gear ring; 5-Anti-collision mechanism; 50-First push rod; 51-Reset mechanism; 52-Anti-rotation gear; 53-Locking component; 530-Clamping component; 5300-Flexible layer. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0040] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0041] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0042] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0043] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0044] In this application, "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0045] According to some embodiments of this application, optionally, such as Figures 1-6 As shown, this application provides a stacker crane that lifts goods using a rack and pinion mechanism. The stacker crane includes a column 1, a load-bearing assembly 2, a lifting mechanism 3, and an adjusting mechanism 4. The load-bearing assembly 2 is used to carry goods. The lifting mechanism 3 is used to drive the load-bearing assembly 2 to move up and down along the column 1. The lifting mechanism 3 includes a rack 30 disposed on the column 1, a main gear 31 meshing with the rack 30, and a first driving member that drives the main gear 31 to rotate. The first driving member is coaxially connected to the main gear 31 via a main shaft 32. The adjusting mechanism 4 includes a secondary gear 40 coaxially connected to the main gear 31 and a flywheel 41 sleeved on the main shaft 32; wherein, a gear ring 43 is provided on the end face of the flywheel 41 facing the secondary gear 40, and the gear ring 43 meshes with the secondary gear 40; the secondary gear 40 drives the flywheel 41 to rotate through the gear ring 43; the flywheel 41 is configured such that when the rotational speed of the secondary gear 40 slows down, the flywheel 41 maintains its original speed due to its own inertia, causing the teeth of the gear ring 43 to strike the teeth of the secondary gear 40 in the direction of rotation of the secondary gear 40.

[0046] The stacker crane provided in this application can optimize the material, quality, or structure of the flywheel 41 according to different cargo weight, lifting speed, and other operating parameters, so that the inertial characteristics of the flywheel 41 can adapt to different operating requirements and improve the applicability and adjustment effect of the adjustment mechanism 4.

[0047] The flywheel 41 has a certain mass. When the rotational speed of the secondary gear 40 decreases, its own inertia will cause it to maintain its original rotational speed.

[0048] The stacker crane provided in this application has a secondary gear 40 and a primary gear 31 fixed on the same main shaft 32. The two rotate synchronously with the main shaft 32, and their speeds are completely identical. This coaxial connection means that the rotational states of the primary gear 31 and the secondary gear 40 are closely related: when the speed of the primary gear 31 fluctuates due to factors such as sudden load changes or vibration, the secondary gear 40 will synchronously undergo the same speed change; conversely, if the speed of the secondary gear 40 is stabilized, the speed of the primary gear 31 will also remain stable.

[0049] Under high-speed start-stop conditions, the transmission system of a traditional stacker crane is susceptible to sudden load changes, leading to momentary deviations in the meshing of the gear and rack 30. However, under these conditions, when the rotational speed of the secondary gear 40 slows down due to sudden load changes, the flywheel 41 maintains its original speed due to its inertia, causing the teeth of the gear ring 43 to impact the teeth of the secondary gear 40 in the direction of its rotation. This impact force provides a driving force to the secondary gear 40, effectively mitigating the sudden drop in its rotational speed and thus keeping the rotational speed of the main gear 31 relatively stable, reducing the momentary deviations in the meshing of the main gear 31 and rack 30.

[0050] In traditional stacker cranes, where the gears on both sides are driven by independent motors under off-center loading, asymmetric error accumulation can easily occur, leading to an imbalance in the transmission tension on both sides. In this stacker crane, when the speed of the auxiliary gear 40 decreases abnormally due to off-center loading, the inertia of the flywheel 41 impacts the auxiliary gear 40 through the gear ring 43, promptly compensating for the speed drop and maintaining the stability of the meshing between the main gear 31 and the rack 30. By reducing instantaneous deviations, the continuous accumulation of errors during continuous operation is avoided, significantly reducing the deviation between the actual lifting distance of the load-bearing component 2 and the theoretical value. This also prevents the asymmetric error accumulation that may occur due to independent drive of the gears on both sides, maintaining the balance of transmission tension on both sides. It avoids the problem of a continuous decrease in the meshing amount between the gear and rack 30 on the error-concentrated side, reducing the risk of gear disengagement from the rack 30, and reducing the occurrence of sudden failures such as cargo falling and structural damage to the equipment. This significantly improves the reliability and safety of the stacker crane operation.

[0051] According to some embodiments of this application, optionally, a control module and an anti-collision mechanism 5 are also included. The anti-collision mechanism 5 is used to prevent the gear ring 43 from impacting the secondary gear 40 when the lifting mechanism 3 stops. The control module is configured to: when receiving a command to stop the lifting mechanism 3, first control the anti-collision mechanism 5 to perform an anti-collision action, and then control the lifting mechanism 3 to stop; when receiving a command to start the lifting mechanism 3, first control the anti-collision mechanism 5 to release the anti-collision action, and then control the lifting mechanism 3 to start.

[0052] The anti-collision mechanism 5 is only effective when the lifting mechanism 3 is stopped. During normal operation (lifting or lowering), it is always in the deactivated state and does not affect the speed compensation function of the flywheel 41 to the auxiliary gear 40.

[0053] During the stopping phase of the lifting mechanism 3, the anti-collision mechanism 5 prevents the gear ring 43 from colliding with the secondary gear 40, avoiding impact wear on the tooth surface during non-working conditions and extending the service life of the adjusting mechanism 4 (gear ring 43, secondary gear 40, flywheel 41). Through the timing control of the control module, it is ensured that the anti-collision action and the start and stop of the lifting mechanism 3 are strictly coordinated, avoiding mechanism jamming or accidental collision caused by incorrect action sequence.

[0054] In practical implementation, the anti-collision mechanism 5 can be an electromagnetic clutch assembly installed between the flywheel 41 and the secondary gear 40, including an armature disk fixed to the flywheel 41 and an electromagnetic coil linked to the secondary gear 40. When the electromagnetic coil is energized, the armature disk and the electromagnetic coil are attracted to each other, restricting the rotation of the flywheel 41 relative to the secondary gear 40 (i.e., preventing the gear ring 43 from impacting the secondary gear 40); when the power is off, the two separate, and the flywheel 41 can rotate freely.

[0055] According to some embodiments of this application, optionally, such as Figures 5-7 As shown, the anti-collision mechanism 5 includes a first push rod 50; the first push rod 50 is configured to push the flywheel 41 to move axially along the main shaft 32, so that the gear ring 43 separates from the secondary gear 40.

[0056] Two first push rods 50 can be symmetrically arranged on both sides of the flywheel 41. By controlling the extension / retraction speed of the two push rods, axial tilting caused by unilateral force on the flywheel 41 can be avoided.

[0057] When the lifting mechanism 3 stops unexpectedly (such as a sudden power outage or overload protection), the first push rod 50 immediately extends to push the flywheel 41 to separate the gear ring 43 from the secondary gear 40, thus avoiding inertial impact during the unexpected stop.

[0058] When the operator issues a stop lifting command, the control module sends an extension signal to the first push rod 50. The output end of the first push rod 50 pushes the flywheel 41 forward along the main shaft 32, causing the flywheel 41 to move toward the auxiliary gear 40. When the flywheel 41 moves to a preset distance, the gear ring 43 and the auxiliary gear 40 completely disengage (no tooth surface contact). After a delay, the control module sends a stop signal to the first drive component. The main shaft 32 drives the main gear 31 and the auxiliary gear 40 to stop rotating synchronously. At this time, because the gear ring 43 has separated, the flywheel 41 will not collide with the auxiliary gear 40 due to inertial rotation.

[0059] The first push rod 50 drives the flywheel 41 axially, separating the gear ring 43 from the auxiliary gear 40. This physically cuts off the impact contact path, completely avoiding tooth surface impacts during non-operational states. The anti-collision effect is direct and without wear risk. For heavy-duty stacker cranes, the flywheel 41 has greater inertia, and traditional anti-collision methods are prone to accidental impacts due to insufficient locking force. However, the axial push of the first push rod 50 can achieve a hard separation between the gear ring 43 and the auxiliary gear 40, ensuring safety and reliability.

[0060] In the specific implementation process, a sleeve 42 is provided on the end face of the flywheel 41 facing the auxiliary gear 40. The sleeve 42 is coaxial with the flywheel 41 and sleeved on the main shaft 32. The sleeve 42 is divided into a first section and a second section along the axis of the main shaft 32. The first section is closer to the flywheel 41 than the second section. The gear ring 43 is located in the second section. The auxiliary gear 40 is located inside the sleeve 42. When the gear ring 43 meshes with the auxiliary gear 40, the auxiliary gear 40 is located in the second section. The first push rod 50 pushes the flywheel 41 to move toward the auxiliary gear 40, so that the auxiliary gear 40 moves from the second section to the first section and separates from the gear ring 43.

[0061] According to some embodiments of this application, optionally, such as Figures 5-7 As shown, it also includes a reset mechanism 51; the reset mechanism 51 is configured such that when the anti-collision mechanism 5 is released, the drive flywheel 41 is reset to the position of meshing with the secondary gear 40.

[0062] The reset mechanism 51 can be the same mechanical structure as the first push rod 50.

[0063] The reset mechanism 51 has the characteristic of continuously applying a force to the flywheel 41 in the direction of the secondary gear 40. The direction of its force is opposite to the direction of the thrust of the first push rod 50 of the anti-collision mechanism 5 (the first push rod 50 pushes the flywheel 41 closer to the secondary gear 40, and the reset actuator pushes the flywheel 41 away from the secondary gear 40). When the anti-collision mechanism 5 is released (the first push rod 50 retracts its thrust), the force of the reset mechanism 51 directly drives the flywheel 41 to move axially along the main shaft 32, ultimately resetting the gear ring 43 of the flywheel 41 to the position where it meshes with the secondary gear 40.

[0064] When the control module receives a start lifting command (e.g., to move the next item), it first controls the anti-collision mechanism 5 to disengage (the first push rod 50 retracts, no longer applying thrust to the flywheel 41). After the anti-collision mechanism 5 disengages, the force of the reset mechanism 51 is released, driving the flywheel 41 to move axially away from the auxiliary gear 40 along the main shaft 32 until the gear ring 43 on the flywheel 41 re-engages with the auxiliary gear 40. After the flywheel 41 is reset, the control module starts the lifting mechanism 3. The main shaft 32 drives the main gear 31 and the auxiliary gear 40 to rotate. The auxiliary gear 40 synchronously drives the flywheel 41 to rotate through the gear ring 43. The adjustment mechanism 4 restores its error compensation function for the main gear 31, and the stacker crane enters normal lifting operation.

[0065] The reset mechanism 51 drives the flywheel 41 to reset to the engaged position, ensuring that the adjusting mechanism 4 can work normally every time the lifting mechanism 3 is started, avoiding error accumulation. The reset mechanism 51 realizes automatic reset of the flywheel 41 without manual intervention, reducing maintenance work caused by misalignment and improving equipment operation and maintenance efficiency.

[0066] In the specific implementation process, the reset mechanism 51 may include a power output adjustment structure. The power output adjustment structure can adjust the force of the reset mechanism 51 manually or automatically according to the long-term operating status of the stacker crane (such as the change of the friction coefficient of the main shaft 32), so as to ensure that the flywheel 41 can be reliably driven to reset in different stages of use.

[0067] When the stacker crane is stopped for a long time, the control module can automatically control the anti-collision mechanism 5 to briefly release the action, and drive the flywheel 41 to move slightly through the reset mechanism 51 to clear the static friction between the flywheel 41 and the main shaft 32, so as to avoid the flywheel 41 getting stuck after a long period of shutdown.

[0068] According to some embodiments of this application, optionally, the reset mechanism 51 is an elastic element, with its two ends acting on the flywheel 41 and the auxiliary gear 40 respectively.

[0069] The elastic element can be fitted onto the main shaft 32 and arranged strictly coaxially with the main shaft 32. If the coaxiality deviation is too large, it will cause the elastic element to generate a radial component force when it is compressed / released, causing the flywheel 41 to move and jam along the main shaft 32 axially, or even causing the elastic element to wear on one side.

[0070] In its natural state, the elastic element is in a slightly compressed state, constantly applying opposing forces to the flywheel 41 and the secondary gear 40 (the force on the flywheel 41 is directed away from the secondary gear 40, and the force on the secondary gear 40 is directed away from the flywheel 41). However, since the secondary gear 40 is coaxially fixed with the main gear 31 (rotating synchronously with the main shaft 32 and with a fixed axial position), only the flywheel 41 can actually move axially along the main shaft 32 under the action of the elastic element force and the thrust of the anti-collision mechanism 5.

[0071] The direction of the force exerted by the elastic element is coordinated with the direction of the thrust of the first push rod 50 of the anti-collision mechanism 5. When the first push rod 50 pushes the flywheel 41 axially toward the secondary gear 40 along the main shaft 32, the elastic element is further compressed, storing elastic potential energy; when the first push rod 50 retracts (the anti-collision mechanism 5 is released), the elastic element releases its potential energy and pushes the flywheel 41 axially away from the secondary gear 40 along the main shaft 32 through its own elastic force, until the gear ring 43 on the end face of the flywheel 41 re-engages with the secondary gear 40, completing the reset.

[0072] When the control module receives the start lifting command, it first retracts the first push rod 50, releasing the thrust on the flywheel 41 (anti-collision mechanism 5 is released). After the first push rod 50 retracts, the elastic element releases its stored elastic potential energy, applying a force to the flywheel 41 in the direction away from and closer to the secondary gear 40 through its own elastic force, driving the flywheel 41 to move axially along the main shaft 32. The flywheel 41 continues to move under the force of the elastic element until the gear ring 43 on its end face is fully engaged with the secondary gear 40. The control module starts the lifting mechanism 3, and the main shaft 32 drives the main gear 31 and the secondary gear 40 to rotate synchronously. The secondary gear 40 drives the flywheel 41 to rotate through the gear ring 43. The adjusting mechanism 4 restores the compensation function for the speed fluctuation of the main gear 31, and the stacker crane can then lift and transport goods normally.

[0073] The elastic element acts directly between the flywheel 41 and the secondary gear 40, eliminating the need for additional positioning components or drive sources, thus reducing the complexity of the mechanism. Furthermore, the elastic element is a purely mechanical structure, eliminating the risk of electrical faults and ensuring a high reset success rate, thereby reducing the reset failure rate. At the end of the reset process (when the gear ring 43 is about to contact the secondary gear 40), the elastic element can buffer the movement speed of the flywheel 41 through its own elasticity, preventing tooth surface damage caused by rigid collision between the gear ring 43 and the secondary gear 40, and extending the service life of the secondary gear 40 and the gear ring 43.

[0074] In the specific implementation process, a two-stage stiffness elastic element (with low stiffness in the front section and high stiffness in the rear section) can be used. In the initial stage of reset (when the gear ring 43 is far from the secondary gear 40), the flywheel 41 is driven to move quickly in the low stiffness section to shorten the reset time; in the final stage of reset (when the gear ring 43 is close to the secondary gear 40), the speed is buffered in the high stiffness section to reduce meshing impact and balance reset efficiency and meshing safety.

[0075] According to some embodiments of this application, optionally, such as Figures 5-7 As shown, the flywheel 41 is mounted on the main shaft 32 via the bearing 410; one end of the elastic element abuts against the secondary gear 40, and the other end abuts against the inner ring of the bearing 410.

[0076] The bearing 410 mentioned in this application has an axial sliding function (e.g., a cylindrical roller bearing 410), which ensures that the flywheel 41 can move axially along the main shaft 32 without affecting the radial rotation accuracy.

[0077] After receiving the start lifting command, the control module first retracts the first push rod 50, releasing the thrust on the flywheel 41. The elastic element releases potential energy, applying a spring force away from the auxiliary gear 40 to the inner ring of the bearing 410. The inner ring of the bearing 410 moves synchronously with the outer ring and the flywheel 41 through rolling contact, driving the flywheel 41 away from the auxiliary gear 40 along the main shaft 32 axially. Until the gear ring 43 on the end face of the flywheel 41 is fully engaged with the auxiliary gear 40, the control module starts the lifting mechanism 3. The main shaft 32 drives the main gear 31 and the auxiliary gear 40 to rotate. The auxiliary gear 40 drives the flywheel 41 and the outer ring of the bearing 410 to rotate through the gear ring 43, and the adjustment mechanism 4 restores its error compensation function.

[0078] The inner ring of bearing 410 can slide along the main shaft 32, changing the axial movement of flywheel 41 from a passive engagement where the outer ring drives the inner ring to an active engagement where the inner ring slides and the outer ring follows. This reduces the frictional resistance between the inner and outer rings of bearing 410, lowers the overall movement resistance, reduces the elastic force requirement of the elastic element, and extends the service life of the elastic element. The inner ring of bearing 410 slides directly with the main shaft 32, replacing the direct contact between flywheel 41 and main shaft 32. The main shaft 32 only needs to contact the inner ring of bearing 410 (the inner ring of bearing 410 is made of a material with better wear resistance), which can effectively reduce the wear of the main shaft 32 and extend the maintenance cycle of the main shaft 32. The sliding inner ring of bearing 410 can automatically adjust its position according to the changes in the elastic force of the elastic element and the external thrust, avoiding the risk of jamming caused by the inner ring being fixed. Even if the main shaft 32 is slightly deformed or has dust adhering to it, it can still ensure smooth movement of flywheel 41 and improve the reset success rate.

[0079] In the specific implementation process, an annular oil groove is designed on the mating surface of the spindle 32 and the inner ring of the bearing 410. By periodically injecting lubricating oil into the oil groove, the sliding friction between the inner ring and the spindle 32 is reduced, further reducing the moving resistance and extending the service life of the inner ring.

[0080] According to some embodiments of this application, optionally, the inner ring of bearing 410 is connected to spindle 32 via splines.

[0081] The inner ring of bearing 410 has an internal spline machined into its inner hole, and the corresponding position of spindle 32 has an external spline machined into its outer hole. The internal spline and the external spline mesh with each other to form a spline connection. This connection method ensures that the inner ring of bearing 410 can slide freely along the axial direction of spindle 32 (the fit between the spline teeth and the tooth groove allows for axial displacement), and also forces the inner ring of bearing 410 to rotate synchronously with spindle 32.

[0082] The inner ring of bearing 410 is connected to the main shaft 32 via a spline, which can limit the radial displacement of the inner ring of bearing 410 along the main shaft 32. Compared with the sliding structure without splines, the straightness of the axial movement of the inner ring is improved, avoiding problems such as uneven force on the elastic element and jamming of flywheel 41 caused by inner ring displacement, and the reset success rate is higher. The spline connection has a large contact area and can withstand greater radial load and torque. When lifting heavy loads, it can distribute the force between the main shaft 32 and the inner ring, avoid excessive wear at a single contact point, and extend the service life of the main shaft 32 and bearing 410.

[0083] According to some embodiments of this application, optionally, the anti-collision mechanism 5 is used to limit the rotation of the flywheel 41 when the lifting mechanism 3 stops, so as to prevent the gear ring 43 from impacting the secondary gear 40.

[0084] The anti-collision mechanism 5 restricts the rotation of the flywheel 41, preventing the gear ring 43 from impacting the secondary gear 40 due to inertia. This avoids impact wear or tooth breakage on the tooth surfaces of the gear ring 43 and the secondary gear 40, extends the service life of the adjustment mechanism 4 (flywheel 41 and secondary gear 40), and reduces the incidence of tooth failure. The action stroke of restricting the rotation of the flywheel 41 is relatively short, and the anti-collision response speed is relatively fast, making it especially suitable for emergency stop scenarios, and can avoid collisions more quickly.

[0085] According to some embodiments of this application, optionally, such as Figures 8-10 As shown, multiple teeth are provided along the outer peripheral surface of the flywheel 41. The anti-collision mechanism 5 includes an anti-rotation gear 52 and a locking component 53. The anti-rotation gear 52 can mesh with the teeth on the outer peripheral surface of the flywheel 41. The locking component 53 is used to lock or release the anti-rotation gear 52.

[0086] When the locking gear meshes with the flywheel 41, at least two teeth are in contact at the same time to avoid excessive force on a single tooth, which would affect the reliability of locking.

[0087] When the control module receives a stop lifting command, the locking component 53 activates to lock the rotation of the anti-rotation gear 52. Since the anti-rotation gear 52 is always meshed with the outer teeth of the flywheel 41, after the anti-rotation gear 52 is locked, the rigid constraint of the gear meshing synchronously restricts the rotation of the flywheel 41. The gear ring 43 on the end face of the flywheel 41 stops moving with the flywheel 41, preventing it from colliding with the auxiliary gear 40 due to the flywheel 41 maintaining its original speed due to inertia. Then, the control module controls the lifting mechanism 3 to stop moving, and the main shaft 32 drives the main gear 31 and the auxiliary gear 40 to stop synchronously, completing the shutdown process without the risk of collision between the gear ring 43 and the auxiliary gear 40.

[0088] When the control module receives the start lifting command, the locking component 53 resets, releasing the lock on the anti-rotation gear 52, allowing the anti-rotation gear 52 to resume free rotation. The control module then controls the lifting mechanism 3 to start operation. The main shaft 32 drives the main gear 31 and the auxiliary gear 40 to rotate, and the auxiliary gear 40 drives the flywheel 41 to rotate through the gear ring 43. Because the anti-rotation gear 52 and the flywheel 41 are always meshed, the rotation of the flywheel 41 synchronously drives the anti-rotation gear 52 to rotate freely. The adjusting mechanism 4 normally performs its function of compensating for the speed fluctuation of the main gear 31, allowing the stacker crane to lift and lower smoothly.

[0089] The continuous meshing of the teeth on the outer circumference of the anti-rotation gear 52 and the flywheel 41 avoids impact wear on the tooth surface caused by frequent meshing / disengagement. It also eliminates the risk of tooth misalignment during meshing, ensuring uniform force on the gears during locking, extending the service life of the outer circumference teeth of the anti-rotation gear 52 and the flywheel 41, and reducing the incidence of tooth failure. Since the anti-rotation gear 52 and the flywheel 41 are always meshed, when the locking assembly 53 locks the anti-rotation gear 52, the rigid meshing constraint of the gear teeth precisely limits the rotation angle of the flywheel 41, preventing overshoot or springback due to inertia. Compared to gearless braking methods (such as simple friction braking), the angular displacement deviation of the flywheel 41 after stopping is smaller, ensuring that the gear ring 43 on the end face of the flywheel 41 and the secondary gear 40 always maintain a preset relative position, laying the foundation for precise meshing when the lifting mechanism 3 starts.

[0090] According to some embodiments of this application, optionally, such as Figures 8-10 As shown, the locking assembly 53 includes at least one pair of clamping members 530; the clamping members 530 have an arcuate surface for engaging with the anti-rotation gear 52, and the arcuate surface is provided with a flexible layer 5300; the clamping members 530 are configured to move axially along the main shaft 32 to approach or move away from the anti-rotation gear 52, thereby clamping or releasing the anti-rotation gear 52.

[0091] The flexible layer 5300 has a certain degree of elasticity and can be, but is not limited to, silicone.

[0092] At least one pair of clamping members 530 must move synchronously along the axis of the main shaft 32. If the synchronization is poor, the clamping member 530 on one side will contact the anti-rotation gear 52 first, causing the anti-rotation gear 52 to deviate and affecting the meshing relationship.

[0093] The direction of movement of the clamping member 530 must be strictly parallel to the spindle 32. If the parallelism deviation is too large, it will cause the clamping member 530 to rub against the anti-rotation gear 52 when it moves, which will wear the flexible layer 5300 or the anti-rotation gear 52.

[0094] Upon receiving a stop lifting command, the control module drives the clamping member 530 to move axially along the main shaft 32 toward the anti-rotation gear 52. The clamping member 530 approaches the anti-rotation gear 52 at a uniform speed until the flexible layers 5300 on both sides of the arc-shaped surface are completely in contact with the outer circumference of the anti-rotation gear 52, thus restricting the rotation of the anti-rotation gear 52 through symmetrical clamping force. Because the anti-rotation gear 52 is always meshed with the flywheel 41, after the anti-rotation gear 52 is clamped, it synchronously restricts the rotation of the flywheel 41, preventing the flywheel 41's inertia from causing the gear ring 43 to collide with the secondary gear 40; at the same time, the flexible layer 5300 can buffer the impact force at the moment of clamping, preventing damage to the tooth surface of the anti-rotation gear 52.

[0095] The flexible layer 5300 with its curved surface directly contacts the outer surface of the anti-rotation gear 52, which can avoid rigid metal collisions and reduce tooth surface wear during clamping. At the same time, the elasticity of the flexible layer 5300 can adapt to the small machining errors on the outer circumference of the anti-rotation gear 52, ensuring uniform distribution of clamping force, reducing the risk of tooth breakage caused by excessive local tooth surface force, and extending the service life of the anti-rotation gear 52. The large contact area between the curved surface and the surface of the anti-rotation gear 52, combined with the high coefficient of friction of the flexible layer 5300, can achieve reliable locking under a small clamping force, preventing the anti-rotation gear 52 from slipping.

[0096] In the specific implementation process, a pressure adjustment unit can be added to the drive mechanism that controls the movement of the clamping component 530. This unit can adjust the clamping force according to the rotation speed of the flywheel 41 (the higher the rotation speed, the greater the inertia), which ensures reliable locking and avoids damage to components caused by excessive clamping.

[0097] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A stacker crane that lifts goods using a rack and pinion mechanism, characterized in that, include: Columns; Load-bearing components, used to carry goods; A lifting mechanism is used to drive the bearing component to move up and down along the column. The lifting mechanism includes a rack disposed on the column, a main gear meshing with the rack, and a first driving member for driving the main gear to rotate. The first driving component is coaxially connected to the main gear via a main shaft; The adjusting mechanism includes a secondary gear coaxially connected to the main gear and a flywheel sleeved on the main shaft; The flywheel has a gear ring on its end face facing the auxiliary gear, and the gear ring meshes with the auxiliary gear. The secondary gear drives the flywheel to rotate via the gear ring; The flywheel is configured such that when the rotational speed of the secondary gear decreases instantaneously due to a sudden change in load, the flywheel maintains its original rotational speed due to its own inertia, causing the teeth of the gear ring to strike the teeth of the secondary gear in the direction of rotation of the secondary gear, thereby providing instantaneous driving force to the secondary gear to compensate for the decrease in its rotational speed, thereby reducing the instantaneous deviation of the meshing between the main gear and the rack.

2. A stacker crane for lifting goods via gears and racks according to claim 1, characterized in that, Also includes: Control module; An anti-collision mechanism is used to prevent the gear ring from impacting the secondary gear when the lifting mechanism stops; The control module is configured as follows: Upon receiving a command to stop the lifting mechanism, first control the anti-collision mechanism to perform an anti-collision action, and then control the lifting mechanism to stop operating; Upon receiving the instruction to activate the lifting mechanism, the anti-collision mechanism is first deactivated, and then the lifting mechanism is activated.

3. A stacker crane for lifting goods via gears and racks according to claim 2, characterized in that, The anti-collision mechanism includes a first push rod; The first push rod is configured to push the flywheel to move axially along the main shaft, thereby separating the gear ring from the secondary gear.

4. A stacker crane for lifting goods via gears and racks according to claim 3, characterized in that, It also includes a reset mechanism; The reset mechanism is configured to drive the flywheel to reset to the position of meshing with the secondary gear when the anti-collision mechanism is disengaged.

5. A stacker crane for lifting goods via gears and racks according to claim 4, characterized in that, The reset mechanism is an elastic element, with its two ends acting on the flywheel and the secondary gear, respectively.

6. A stacker crane for lifting goods via gears and racks according to claim 5, characterized in that, The flywheel is mounted on the main shaft via bearings; One end of the elastic element abuts against the secondary gear, and the other end abuts against the inner ring of the bearing.

7. A stacker crane for lifting goods via a gear and rack as described in claim 6, characterized in that, The inner ring of the bearing is connected to the spindle via a spline.

8. A stacker crane for lifting goods via gears and racks according to claim 2, characterized in that, The anti-collision mechanism is used to limit the rotation of the flywheel when the lifting mechanism stops, so as to prevent the gear ring from impacting the secondary gear.

9. A stacker crane for lifting goods via a gear and rack as described in claim 8, characterized in that, Multiple teeth are provided along the outer circumferential surface of the flywheel, and the anti-collision mechanism includes: The anti-rotation gear is capable of meshing with the teeth on the outer circumferential surface of the flywheel; A locking assembly for locking or releasing the anti-rotation gear.

10. A stacker crane for lifting goods via a gear and rack as described in claim 9, characterized in that, The locking assembly includes at least one pair of clamping members; The clamping member has an arc-shaped surface for engaging with the anti-rotation gear, and the arc-shaped surface is provided with a flexible layer; The clamping member is configured to move axially along the spindle to approach or move away from the anti-rotation gear, thereby clamping or releasing the anti-rotation gear.

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