Rail aligning device

Abstract

The invention belongs to the technical field of railway wagon traction, and particularly relates to a rail aligning device. The rail aligning device comprises a transition plate which is rotatably connected with a traverse table rail and can be switched between a first position and a second position; the bracket is arranged between the fixed track and the traverse table track and is arranged below the transition plate; the supporting assembly is rotatably arranged on the support and can be switched between a second position and a third position; the triggering assembly is arranged on the support in a lifting mode and abuts against the transition plate, and the triggering assembly is connected with the supporting assembly and used for triggering the supporting assembly to rotate; the rail aligning piece is connected with the supporting assembly; and the wheel stopping piece is movably connected with the supporting assembly and is rotatably arranged on the bracket. The rail aligning device can reduce the labor intensity.

Description

Technical Field

[0001] This application belongs to the field of railway freight car traction technology, specifically relating to a rail alignment device. Background Technology

[0002] During the manufacturing and maintenance of vehicles, a continuous production line is used to transfer them from one track to another, typically via a transfer platform. Because the track ends are shallow pits created by the transfer platform, wheel chocks are usually placed near the ends of the rails after the vehicles have passed through the platform to prevent them from slipping off the tracks and falling into the pits. These wheel chocks must be removed when a vehicle passes; failure to do so can cause the vehicle to overturn, resulting in significant losses. In related technologies, the placement or removal of wheel stoppers requires manual handling, which is labor-intensive. Summary of the Invention

[0003] To address the aforementioned technical problems, this invention provides a rail alignment device, which aims to at least partially solve the technical problem of requiring manual handling and high labor intensity when placing or removing wheel stoppers.

[0004] The technical solution of this invention is as follows: A track alignment device includes: a transition plate rotatably connected to a transfer platform track and switchable between a first position and a second position; a bracket disposed between a fixed track and the transfer platform track, and located below the transition plate; a support assembly rotatably mounted on the bracket and switchable between a second position and a third position; a trigger assembly vertically mounted on the bracket and abutting against the transition plate, the trigger assembly being connected to the support assembly for triggering rotation of the support assembly; a track alignment member connected to the support assembly; and a wheel stop member connected to the transition plate. The support assembly is movably connected and rotatably mounted on the bracket; wherein, when the transition plate is in the first position, the transition plate is flush with the transfer platform track, the support assembly is in the third position, the rail aligning member is connected to the transition plate and the fixed track, and the wheel stop member is offset from the fixed track; when the transition plate is in the second position, the transition plate is angled to the transfer platform track, the support assembly is in the fourth position, the rail aligning member is offset from the transition plate and the fixed track, and the wheel stop member is connected to the fixed track.

[0005] In some embodiments, the triggering component includes: a lifting member that abuts against the transition plate; a resetting member connected to the end of the lifting member opposite to the transition plate and the bracket; and a rack disposed on the lifting member.

[0006] In some embodiments, the support assembly includes: a gear meshing with the rack; a support member rotatably disposed on the bracket and connected to the rail member, one end of the support member being connected to the gear and the other end being movably connected to the wheel stop member.

[0007] In some implementations, the wheel stop is located on one side of the support.

[0008] In some embodiments, the support member has a groove along its length, and the stop wheel member has a slider that is slidably disposed within the groove.

[0009] In some implementations, the gear is sector-shaped.

[0010] In some embodiments, along the vertical direction of the bracket, the projection of the wheel stop member on the bracket is offset from the projection of the support member on the bracket.

[0011] In some embodiments, along the vertical direction of the support, the projection of the track member on the support overlaps with the projection of the support member on the support.

[0012] In some embodiments, the wheel stop includes: a rotating part rotatably disposed on the bracket and movably connected to the support assembly; and a wheel stop part connected to the rotating part.

[0013] In some embodiments, when the support assembly is in the third position, the wheel stop is located below the top surface of the rail member.

[0014] In some embodiments, the wheel stop has an arcuate surface, which engages with the fixed track when the support assembly is in the second position.

[0015] In some embodiments, the track alignment device further includes a self-locking member, which is telescopically disposed on the bracket; wherein, when the support assembly is in the third position, the self-locking member is in a retracted state and the self-locking member is separated from the wheel stop member; when the support assembly is in the fourth position, the self-locking member is in an extended state and the self-locking member abuts against the wheel stop member, the wheel stop member being located between the self-locking member and the fixed track.

[0016] In some embodiments, when the support assembly is in the third position, the top surface of the rail member is flush with the top surface of the transition plate and the top surface of the fixed rail.

[0017] In some embodiments, the drive assembly includes: a driver, a first transmission gear, and a second transmission gear; the fixed end of the driver is disposed on the transfer platform track, and the actuating end of the driver is connected to the first transmission gear; the second transmission gear meshes with the first transmission gear and is connected to the transition plate.

[0018] The beneficial effects of the present invention include at least the following: Because the transition plate is rotatably connected to the transfer platform track and can switch between a first position and a second position, a bracket is located between the fixed track and the transfer platform track, and below the transition plate. A support assembly is rotatably mounted on the bracket and can switch between a second position and a third position. A trigger assembly is vertically mounted on the bracket and abuts against the transition plate. The trigger assembly is connected to the support assembly to trigger its rotation. A rail-aligning component is connected to the support assembly, and a wheel stop component is movably connected to the support assembly and rotatably mounted on the bracket. When the transition plate is in the first position, it is flush with the transfer platform track. In the third position, the rail-aligning component is aligned with both the transition plate and the fixed track, and the wheel stop component is offset from the fixed track. When the transition plate is in the second position, it is angled to the transfer platform track. In the fourth position, the rail-aligning component is offset from both the transition plate and the fixed track, and the wheel stop component is aligned with the fixed track.

[0019] Therefore, before the vehicle moves from the fixed track to the transfer platform track, the transition plate flips on the transfer platform track, setting it at an angle to the track. This allows the transition plate to reach its second position. At this point, the triggering component rises, triggering the support component to rotate on the bracket. The support component reaches its fourth position, causing the rail alignment component to be misaligned with the transition plate and the fixed track. The wheel stop component is positioned on the fixed track, preventing the vehicle from derailing. When the vehicle moves from the fixed track to the transfer platform track, the transition plate flips on the track, reaching its first position, where it is flush with the track. At this point, the triggering component descends, triggering the support component to rotate on the bracket. The support component reaches its third position, causing the rail alignment component to align with the transition plate and the fixed track. The wheel stop component is misaligned with the fixed track, no longer preventing the vehicle from moving. The vehicle can then travel through the rail alignment component to the transfer platform track, ensuring smooth vehicle movement.

[0020] When the vehicle moves from the transfer platform track to the fixed track, the transition plate flips on the transfer platform track to reach the first position, where the transition plate is flush with the transfer platform track. At this time, the trigger component descends, triggering the support component to rotate on the bracket. The support component reaches the third position, allowing the rail alignment component to align with the transition plate and the fixed track, and the wheel stop component to be misaligned from the fixed track. The wheel stop component will not cause the vehicle to overturn, and the vehicle can travel to the transfer platform track through the rail alignment component, ensuring smooth vehicle movement.

[0021] By switching the support components between the third and fourth positions, the wheel stop device can automatically stop the wheel and then stop it, eliminating the need for manual handling of the wheel stop device and / or the rail components, thus reducing labor intensity and avoiding misoperation caused by human factors. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the transition plate of the rail alignment device in a first position according to some embodiments; Figure 2 This is a schematic diagram of the structure of the transition plate of the rail alignment device in the second position in some embodiments.

[0024] In the attached image: Transition plate 10; 20 brackets; Support component 30, gear 31, support member 32, slide 33; Trigger component 40, lifting component 41, reset component 42, rack 43; Rail component 50; 60, 61, 62, 63; 70mm track for the car transfer platform; Fixed track 80; Self-locking component 90. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0026] It should be noted that all directional indications in the embodiments of the present invention are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0027] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0028] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0029] Currently, to prevent vehicles from derailing, factories use wheel chocks. These chocks are installed on the railway line to prevent vehicles from slipping. Their structure consists of two parts: a bottom and a head. The wheel steps on the thick sole, and the head engages to lock the wheel, allowing the wheel and the chock to slide together for braking. However, using wheel chocks is difficult. Therefore, wheel stoppers are generally used instead. These are installed at the end of the railway line and brought into operation through methods such as horizontal movement. The wheel stopper and its fixed base block the wheel, thus preventing it from slipping. However, placing or removing wheel stoppers requires manual handling, which is labor-intensive.

[0030] Based on these technical problems, this application provides a rail alignment device, which aims to solve the technical problem that the placement or removal of the wheel stop requires manual handling and involves high labor intensity.

[0031] The design concept of this application is to automatically achieve the stopping and stopping of the wheel stop by switching the support component between the third and fourth positions, thereby achieving the technical effect of reducing labor intensity by eliminating the need for manual handling of the wheel stop and / or the rail components.

[0032] Specific technical solutions will now be described in detail with reference to the accompanying drawings, which are not necessarily drawn to scale. Similar or identical reference numerals may be used to designate the same or similar parts in different figures. The use of similar or identical reference numerals in different figures does not mean that all figures including similar or identical reference numerals constitute a single or the same embodiment. The accompanying drawings illustrate the various embodiments discussed in this application in a generalized, illustrative, and not restrictive manner.

[0033] Figure 1 This is a schematic diagram of the transition plate of the rail alignment device in a first position according to some embodiments; Figure 2 This is a schematic diagram showing the transition plate of the rail-aligning device in a second position according to some embodiments. (Combined with...) Figure 1 and Figure 2 The track alignment device in this embodiment includes: a transition plate 10, a bracket 20, a support assembly 30, a trigger assembly 40, a track alignment component 50, and a wheel stop component 60. The transition plate 10 is rotatably connected to the transfer platform track 70 and can switch between a first position and a second position. The bracket 20 is located between the fixed track 80 and the transfer platform track 70, and is positioned below the transition plate 10. The support assembly 30 is rotatably mounted on the bracket 20 and can switch between a second position and a third position. The trigger assembly 40 is vertically mounted on the bracket 20 and abuts against the transition plate 10; the trigger assembly 40 is connected to the support assembly 30 to trigger the rotation of the support assembly 30. The track alignment component 50 is connected to the support assembly 30. The wheel stop component 60 is movably connected to the support assembly 30 and is rotatably mounted on the bracket 20. When the transition plate 10 is in the first position, the transition plate 10 is flush with the transfer platform track 70, the support component 30 is in the third position, the rail-aligning component 50 is connected to the transition plate 10 and the fixed track 80, and the wheel stop component 60 is offset from the fixed track 80. When the transition plate 10 is in the second position, the transition plate 10 is set at an angle to the transfer platform track 70, the support component 30 is in the fourth position, the rail-aligning component 50 is offset from the transition plate 10 and the fixed track 80, and the wheel stop component 60 is connected to the fixed track 80.

[0034] Since the transition plate 10 is rotatably connected to the transfer platform track 70 and can be switched between the first position and the second position, the bracket 20 is located between the fixed track 80 and the transfer platform track 70 and is located below the transition plate 10. The support assembly 30 is rotatably located on the bracket 20 and can be switched between the second position and the third position. The trigger assembly 40 is vertically mounted on the bracket 20 and abuts against the transition plate 10. The trigger assembly 40 is connected to the support assembly 30 and is used to trigger the rotation of the support assembly 30. The rail member 50 is connected to the support assembly 30. The wheel stop member 60 is movably connected to the support assembly 30 and is rotatably mounted on the bracket 20. When the transition plate 10 is in the first position, the transition plate 10 is flush with the transfer platform track 70, the support component 30 is in the third position, the rail aligning component 50 is connected to the transition plate 10 and the fixed track 80, and the wheel stop component 60 is offset from the fixed track 80. When the transition plate 10 is in the second position, the transition plate 10 is set at an angle to the transfer platform track 70, the support component 30 is in the fourth position, the rail aligning component 50 is offset from the transition plate 10 and the fixed track 80, and the wheel stop component 60 is connected to the fixed track 80.

[0035] Therefore, before the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 flips on the transfer platform track 70, and the transition plate 10 is set at an angle to the transfer platform track 70 so that the transition plate 10 reaches the second position. At this time, the trigger component 40 rises, and the trigger component 40 triggers the support component 30 to rotate on the bracket 20. The support component 30 reaches the fourth position so that the track member 50 is misaligned with the transition plate 10 and the fixed track 80, and the wheel stop member 60 is located at the fixed track 80 to stop the vehicle from moving, so as to prevent the vehicle from derailing. When the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 flips on the transfer platform track 70 so that the transition plate 10 reaches the first position, where the transition plate 10 is flush with the transfer platform track 70. At this time, the trigger component 40 descends and triggers the support component 30 to rotate on the bracket 20. The support component 30 reaches the third position so that the rail alignment component 50 aligns with the transition plate 10 and the fixed track 80, and the wheel stop component 60 is offset from the fixed track 80. The wheel stop component 60 no longer prevents the vehicle from moving, and the vehicle can travel through the rail alignment component 50 to the transfer platform track 70, ensuring smooth vehicle movement.

[0036] When the vehicle moves from the transfer platform track 70 to the fixed transfer track 80, the transition plate 10 flips on the transfer platform track 70 so that the transition plate 10 reaches the first position, where the transition plate 10 is flush with the transfer platform track 70. At this time, the trigger component 40 descends and triggers the support component 30 to rotate on the bracket 20. The support component 30 reaches the third position so that the rail alignment component 50 aligns with the transition plate 10 and the fixed track 80, and the wheel stop component 60 is offset from the fixed track 80. The wheel stop component 60 will not cause the vehicle to overturn. The vehicle can travel to the transfer platform track 70 through the rail alignment component 50, ensuring smooth vehicle travel.

[0037] By switching the support component 30 between the third and fourth positions, the wheel stop component 60 can automatically stop the wheel and stop the wheel. This eliminates the need for manual handling of the wheel stop device and / or the rail component 50, reducing labor intensity and avoiding human error.

[0038] In some embodiments, when the transition plate 10 is in the second position, the included angle between the transition plate 10 and the transfer platform track 70 can be set to 90° to 135°. In this embodiment, the included angle between the transition plate 10 and the transfer platform track 70 is 120° for illustrative purposes only and should not be construed as a limitation of this application.

[0039] In some embodiments, the rotation direction of the support component 30 from the third position to the fourth position is opposite to the rotation direction of the support component 30 from the fourth position to the third position. For example, the support component 30 can rotate clockwise to switch from the third position to the fourth position, and the support component 30 can rotate counterclockwise to switch from the fourth position to the third position.

[0040] In some embodiments, to enable the transition plate 10 to rotate on the transfer platform track 70, the track alignment device further includes a drive assembly (not shown). The drive assembly is connected to the transfer platform track 70 and the transition plate 10 to drive the transition plate 10 to rotate on the transfer platform track 70. The drive assembly includes a driver, a first transmission gear, and a second transmission gear. The fixed end of the driver is disposed on the transfer platform track 70, and the actuating end of the driver is connected to the first transmission gear. The second transmission gear meshes with the first transmission gear and is connected to the transition plate 10. The driver may be a motor.

[0041] When the transition plate 10 needs to rotate on the transfer platform track 70, the driver is activated. The driving end of the driver drives the first transmission gear to rotate. The first transmission gear drives the transition plate 10 to rotate on the transfer platform track 70 through the second transmission gear, so as to realize the switching of the transition plate 10 between the first position and the second position.

[0042] In some embodiments, combined with Figure 1 and Figure 2 To trigger the rotation of the support assembly 30, the triggering assembly 40 includes a lifting member 41, a resetting member 42, and a rack 43. The lifting member 41 abuts against the transition plate 10. The resetting member 42 is connected to the end of the lifting member 41 facing away from the transition plate 10 and the bracket 20. The rack 43 is disposed on the lifting member 41. For example, the rack 43 is disposed along the length direction of the lifting member 41, and the resetting member 42 can be a spring.

[0043] When the transition plate 10 is in the first position, the transition plate 10 applies pressure to the lifting member 41, and the lifting member 41 compresses the reset member 42, causing the lifting member 41 to descend. When the transition plate 10 is in the second position, the transition plate 10 no longer applies pressure to the lifting member 41, and the lifting member 41 no longer compresses the reset member 42. Under the action of the elastic restoring force of the reset member 42, the reset member 42 pushes the lifting member 41, causing the lifting member 41 to rise.

[0044] In some embodiments, combined with Figure 1 and Figure 2 To achieve both wheel stabilization and de-stabilization of the wheel stop component 60, the support assembly 30 includes a gear 31 and a support member 32. The gear 31 meshes with a rack 43. The support member 32 is rotatably mounted on the bracket 20 and connected to the rail aligner 50. One end of the support member 32 is connected to the gear 31, and the other end is movably connected to the wheel stop component 60.

[0045] Before the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 flips on the transfer platform track 70 so that the transition plate 10 reaches the second position. At this time, the lifting member 41 no longer compresses the reset member 42. Under the action of the elastic restoring force of the reset member 42, the reset member 42 will push the lifting member 41 so that the lifting member 41 rises. The rack 43 on the lifting member 41 drives the gear 31 to move. The rack 31 drives the support member 32 to rotate on the bracket 20. The support assembly 30 reaches the fourth position so that the track alignment member 50 is misaligned with the transition plate 10 and the fixed track 80. The wheel stop member 60 is located at the fixed track 80 and stops the vehicle from moving to prevent the vehicle from derailing. When the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 flips on the transfer platform track 70 so that the transition plate 10 reaches the first position, where the transition plate 10 is flush with the transfer platform track 70. At this time, the transition plate 10 applies pressure to the lifting member 41, and the lifting member 41 compresses the reset member 42 so that the lifting member 41 descends. The rack 31 drives the support member 32 to rotate on the bracket 20, and the support assembly 30 reaches the third position so that the alignment member 50 aligns with the transition plate 10 and the fixed track 80, and the wheel stop member 60 is misaligned with the fixed track 80. The wheel stop member 60 no longer prevents the vehicle from moving, and the vehicle can travel through the alignment member 50 to the transfer platform track 70, ensuring smooth vehicle movement.

[0046] In some embodiments, the anti-roller member 60 is located on one side of the support member 32 so that the anti-roller member 60 and the guide member 50 are staggered. When the support member 32 rotates on the bracket 20, the anti-roller member 60 and the guide member 50 can avoid interference between each other and ensure smooth operation.

[0047] In some embodiments, along the vertical direction of the bracket 20, the projection of the guide member 50 on the bracket 20 overlaps with the projection of the support member 32 on the bracket 20, and along the vertical direction of the bracket 20, the projection of the wheel stop member 60 on the bracket 20 is offset from the projection of the support member 32 on the bracket 20. When the support member 32 rotates on the bracket 20, the wheel stop member 60 and the guide member 50 can be prevented from interfering with each other, ensuring smooth operation.

[0048] In some embodiments, in order to achieve a movable connection between the support member 32 and the stop wheel member 60, a groove 33 is provided on the support member 32 along the length direction of the support member 32, and a slider 61 is provided on the stop wheel member 60, the slider 61 being slidably disposed in the groove 33.

[0049] Before the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 is in the second position. At this time, the support member 32 rotates on the bracket 20 so that the slider 61 slides in the groove 33. The groove wall of the groove 33 applies force to the slider 61 to drive the wheel stop member 60 to rotate on the bracket 20, so that the wheel stop member 60 moves towards the fixed track 80 so that the wheel stop member 60 is connected to the fixed track 80. The wheel stop member 60 stops the vehicle from moving and prevents the vehicle from derailing. When the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 is in the first position. At this time, the support member 32 rotates on the bracket 20 so that the slider 61 slides in the groove 33. The groove wall of the groove 33 applies force to the slider 61 to drive the wheel stop member 60 to rotate on the bracket 20, so that the wheel stop member 60 moves away from the fixed track 80. The wheel stop member 60 is misaligned with the fixed track 80 and no longer obstructs the vehicle from moving. At the same time, the guide member 50 connects with the transition plate 10 and the fixed track 80, and the vehicle can travel to the transfer platform track 70 through the guide member 50 to ensure smooth vehicle movement.

[0050] In some embodiments, the gear 31 is sector-shaped to reduce the space occupied by the gear 31, improve space utilization, and also reduce weight.

[0051] In some embodiments, combined with Figure 1 and Figure 2 To achieve wheel stabilization, the wheel stabilization component 60 includes a rotating part 62 and a wheel stabilization part 63. The rotating part 62 is rotatably mounted on the bracket 20 and movably connected to the support assembly 30. The wheel stabilization part 63 is connected to the rotating part 62. For example, a slider 61 is disposed on the rotating part 62, and the wheel stabilization part 63 is disposed on the circumferential surface of the rotating part 62.

[0052] Before the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 reaches the second position, and the support assembly 30 reaches the fourth position. The support assembly 30 drives the rotating part 62 to rotate on the bracket 20. The rotating part 62 drives the anti-wheel part 63 to move closer to the fixed track 80 until the anti-wheel part 63 aligns with the fixed track 80, thus preventing the vehicle from derailing. When the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 reaches the first position, and the support assembly 30 reaches the third position. The support assembly 30 drives the rotating part 62 to rotate on the bracket 20. The rotating part 62 drives the anti-wheel part 63 to move away from the fixed track 80. The anti-wheel part 60 is misaligned with the fixed track 80, and the anti-wheel part 60 no longer prevents the vehicle from moving. The vehicle can then travel to the transfer platform track 70 via the rail alignment part 50, ensuring smooth vehicle movement.

[0053] In some embodiments, when the support assembly 30 is in the third position, the wheel stop 63 is located below the top surface of the rail member 50 to avoid the wheel stop 63 interfering with the vehicle's movement and to ensure smooth vehicle movement.

[0054] In some embodiments, the wheel stop portion 62 has an arc-shaped surface. When the support assembly 30 is in the second position, the arc-shaped surface abuts against the fixed track 80. When the vehicle wheel travels onto the arc-shaped surface, the arc-shaped surface and the wheel tread form a continuous rolling-sliding friction conversion. By increasing the contact area and friction coefficient, a huge frictional resistance is generated when the wheel presses on it, forcing the vehicle to stop quickly. Friction braking can begin the instant the wheel contacts the arc-shaped surface, resulting in a short braking response time and effectively reducing the risk of vehicle slippage.

[0055] In some embodiments, combined with Figure 1 and Figure 2 To prevent the anti-roller component 60 from rotating in the opposite direction, the rail alignment device further includes a self-locking component 90. The self-locking component 90 is telescopically mounted on the bracket 20. Specifically, when the support assembly 30 is in the third position, the self-locking component 90 is in a retracted state, separated from the anti-roller component 60. When the support assembly 30 is in the fourth position, the self-locking component 90 is in an extended state, abutting against the anti-roller component 60, with the anti-roller component 60 positioned between the self-locking component 90 and the fixed rail 80. For example, the self-locking component 90 can be an electric push rod, a hydraulic cylinder, or a pneumatic cylinder.

[0056] Before the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 reaches the second position, and the support assembly 30 reaches the fourth position. The support assembly 30 drives the wheel stop 60 to rotate on the bracket 20 until the wheel stop 60 is connected to the fixed track 80. The wheel stop part 63 prevents the vehicle from moving and prevents the vehicle from derailing. At this time, the self-locking part 90 is in the extended state and abuts against the wheel stop 60. The wheel stop 60 is located between the self-locking part 90 and the fixed track 80. When the vehicle's wheel contacts the wheel stop 60, the self-locking part 90 can block the wheel stop 60 to prevent the wheel stop 60 from rotating in the opposite direction and ensure that the wheel stop 60 can achieve wheel stop. When the vehicle moves from the fixed track 80 to the transfer platform track 70, the transition plate 10 reaches the first position and the support assembly 30 reaches the third position. At this time, the self-locking member 90 is in the retracted state and the self-locking member 90 is separated from the wheel stop member 60 so that the support assembly 30 can drive the wheel stop member 60 to rotate on the bracket 20. The wheel stop member 60 is offset from the fixed track 80 and no longer prevents the vehicle from moving. The vehicle can travel to the transfer platform track 70 through the rail member 50 to ensure smooth vehicle movement.

[0057] In some embodiments, when the support assembly 30 is in the third position, the self-locking member 90 is in a retracted state and the self-locking member 90 is separated from the anti-wheel portion 63. When the support assembly 30 is in the fourth position, the self-locking member 90 is in an extended state and the self-locking member 90 abuts against the anti-wheel portion 60. The anti-wheel portion 63 is located between the self-locking member 90 and the fixed track 80.

[0058] In some embodiments, combined with Figure 1 When the support assembly 30 is in the third position, the top surface of the rail component 50 is flush with the top surface of the transition plate 10 and the top surface of the fixed track 80 to ensure that the vehicle can travel smoothly on the rail component 50, the transition plate 10 and the fixed track 80.

[0059] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0060] In the description of this invention, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0061] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0062] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0063] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A track alignment device, characterized in that, include: The transition plate is rotatably connected to the transfer platform track and can be switched between a first position and a second position; A support bracket is positioned between the fixed track and the transfer platform track, and below the transition plate; A support component is rotatably mounted on the bracket and can be switched between a second position and a third position; A triggering component is vertically mounted on the bracket and abuts against the transition plate. The triggering component is connected to the support component and is used to trigger the rotation of the support component. The rail component is connected to the support assembly; A wheel stop is movably connected to the support assembly and is rotatably mounted on the bracket; Specifically, when the transition plate is in the first position, the transition plate is flush with the moving platform track, the support assembly is in the third position, the rail alignment member is connected to the transition plate and the fixed track, and the wheel stop member is offset from the fixed track. When the transition plate is in the second position, the transition plate is angled to the moving platform track, the support assembly is in the fourth position, the rail alignment member is offset from the transition plate and the fixed track, and the wheel stop member is connected to the fixed track.

2. The track alignment device according to claim 1, characterized in that, The triggering component includes: The lifting component abuts against the transition plate; The reset component is connected to the end of the lifting component that is away from the transition plate and to the bracket; A rack is provided on the lifting component.

3. The track alignment device according to claim 2, characterized in that, The support components include: The gear meshes with the rack; A support member is rotatably mounted on the bracket and connected to the rail member. One end of the support member is connected to the gear, and the other end is movably connected to the wheel stop member.

4. The track alignment device according to claim 3, characterized in that, The wheel stop is located on one side of the support.

5. The track alignment device according to claim 3, characterized in that, Along the length of the support member, the support member has a groove, and the stop wheel member has a slider, which is slidably disposed in the groove.

6. The track alignment device according to claim 3, characterized in that, The gear is sector-shaped.

7. The track alignment device according to claim 3, characterized in that, Along the vertical direction of the bracket, the projection of the wheel stop member on the bracket is offset from the projection of the support member on the bracket.

8. The track alignment device according to claims 1-7, characterized in that, Along the vertical direction of the bracket, the projection of the track member on the bracket overlaps with the projection of the support member on the bracket.

9. The track alignment device according to any one of claims 1-7, characterized in that, The wheel stop component includes: A rotating part is rotatably disposed on the bracket and movably connected to the support assembly; The stop wheel part is connected to the rotating part.

10. The track alignment device according to claim 9, characterized in that, When the support assembly is in the third position, the wheel stop is located below the top surface of the rail member.

11. The track alignment device according to claim 9, characterized in that, The wheel stop has an arc-shaped surface, which mates with the fixed track when the support assembly is in the second position.

12. The track alignment device according to any one of claims 1-7, characterized in that, The rail alignment device also includes: A self-locking component is retractably mounted on the bracket; Specifically, when the support assembly is in the third position, the self-locking member is in a retracted state and is separated from the anti-wheel member. When the support assembly is in the fourth position, the self-locking member is in an extended state and is in contact with the anti-wheel member. The anti-wheel member is located between the self-locking member and the fixed track.

13. The track alignment device according to any one of claims 1-7, characterized in that, When the support assembly is in the third position, the top surface of the rail member is flush with the top surface of the transition plate and the top surface of the fixed rail.

14. The track alignment device according to any one of claims 1-7, characterized in that, The rail alignment device also includes: A drive assembly, connected to the transfer platform track and the transition plate, drives the transition plate to rotate on the transfer platform track.

15. The track alignment device according to claim 14, characterized in that, The drive assembly includes: a driver, a first transmission gear, and a second transmission gear; The fixed end of the driver is disposed on the track of the transfer platform, and the actuating end of the driver is connected to the first transmission gear; The second transmission gear meshes with the first transmission gear and is connected to the transition plate.

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