Double-roller guide rail type transportation structure

Abstract

The invention discloses a double-roller guide rail type transportation structure, and relates to the technical field of material conveying, the double-roller guide rail type transportation structure comprises a transportation carrier and a guide rail arranged in the first direction, the transportation carrier is slidably connected with the guide rail, and two rollers distributed in the first direction at intervals are rotatably connected in the transportation carrier; two transmission gears corresponding to the two rollers, a plurality of reduction gear sets for driving the transmission gears to rotate and a transportation motor parallel to the guide rail are mounted in the transportation carrier; rotation movement in the first direction is provided through the conveying motor, the multiple reduction gear sets synchronously transmit output power of the conveying motor to the transmission gear and drive the two rolling wheels to rotate in the second direction, and therefore the conveying carrier conducts linear movement on the guide rail in the first direction. The first direction is perpendicular to the second direction. Therefore, the problems that in the prior art, a rail type conveying structure is poor in moving stability and low in load capacity are solved.

Description

Technical Field

[0001] This invention relates to the field of material conveying technology, and in particular to a double-roller guide rail type transport structure. Background Technology

[0002] Conveying structures are mechanical systems used to move materials or products, widely applied in industrial production and logistics. Through different transmission methods, they efficiently transfer materials from one location to another, greatly improving production efficiency and logistics capabilities. Depending on actual needs, conveying structures utilize various technical approaches, such as belt conveyors, chain conveyors, roller conveyors, and track conveyors.

[0003] In existing technologies, track-type conveyor structures mainly consist of a track, on which mobile carriers, mobile pallets, and other load-bearing components are installed to support materials. A motor and transmission assembly then work together to enable the movement of these load-bearing structures along the track. However, most of these track-type conveyor structures use single rollers for conveying, resulting in poor stability of the mobile carriers. Furthermore, the transmission assemblies mostly use belts and pulleys, leading to a small transmission ratio and low motor output torque, which in turn reduces the load capacity of the track-type conveyor structure.

[0004] It is evident that existing track-type conveyor structures suffer from poor mobility and low load capacity. Summary of the Invention

[0005] The purpose of this invention is to provide a double-roller guide rail transport structure, which solves the problems of poor movement stability and low load capacity of existing track-type transport structures.

[0006] To achieve this objective, the present invention adopts the following technical solution: A double-roller guide rail transport structure includes a transport vehicle and a guide rail arranged along a first direction. The transport vehicle is slidably connected to the guide rail. Two rollers are rotatably connected inside the transport vehicle and spaced apart along the first direction. The transport vehicle is equipped with two transmission gears corresponding to the two rollers, multiple reduction gear sets for driving the transmission gears to rotate, and a transport motor arranged parallel to the guide rail. The transport motor provides rotational motion along a first direction, and the multiple reduction gear sets synchronously transmit the output power of the transport motor to the transmission gears, driving the two rollers to rotate around a second direction, so that the transport vehicle moves linearly along the first direction on the guide rail; the first direction and the second direction are perpendicular to each other.

[0007] Optionally, the plurality of reduction gear sets include a first reduction gear set, a second reduction gear set, and a third reduction gear set connected sequentially along a third direction. The first reduction gear set is connected to the transport motor, and the third reduction gear set meshes with two of the transmission gears. The first direction, the second direction, and the third direction are perpendicular to each other, and the distance between the third reduction gear set and the guide rail is less than the distance between the transport motor and the guide rail.

[0008] Optionally, the first reduction gear set includes a first reduction bevel gear and a second reduction bevel gear that mesh with each other. The first reduction bevel gear is mounted on the output shaft of the transport motor, and the second reduction bevel gear is connected to the second reduction gear set and rotatably connected to the transport vehicle about a second direction. The outer diameter of the first reduction bevel gear is smaller than the outer diameter of the second reduction bevel gear.

[0009] Optionally, the second reduction gear set includes a third reduction helical gear and a fourth reduction helical gear that mesh with each other. The third reduction helical gear is coaxially connected to the second reduction bevel gear, and the fourth reduction helical gear is connected to the third reduction gear set and rotatably connected to the transport vehicle about a second direction. The outer diameter of the third reduction helical gear is smaller than the outer diameter of the fourth reduction helical gear.

[0010] Optionally, the third reduction gear set includes a fifth reduction spur gear and a sixth reduction spur gear that mesh with each other. The fifth reduction spur gear is coaxially connected to the fourth reduction helical gear. The sixth reduction spur gear meshes with the two transmission gears and is rotatably connected to the transport vehicle about a second direction. The outer diameter of the fifth reduction spur gear is smaller than the outer diameter of the fourth reduction helical gear and the outer diameter of the sixth reduction spur gear.

[0011] Optionally, the two rollers have the same outer diameter, the two transmission gears have the same outer diameter and both are smaller than the outer diameter of the rollers and the outer diameter of the sixth reduction spur gear, and the axes of the sixth reduction spur gear, the fifth reduction spur gear and the third reduction helical gear are located on the same straight line along the third direction.

[0012] Optionally, the rollers are coaxially arranged with the transmission gear, each roller is covered with rubber that contacts the guide rail, each roller is provided with a mounting groove and a first transmission block located in the mounting groove, the transmission gear is provided with a balance ring and a second transmission block both located in the mounting groove, the balance ring abuts against the inner wall of the mounting groove, and the first transmission block and the second transmission block abut against each other.

[0013] Optionally, the first transmission block has two first inclined surfaces opposite each other on its sidewall, and the second transmission block has two second inclined surfaces opposite each other on its sidewall, corresponding to the two first inclined surfaces; the first transmission block has a transmission groove that communicates with the two first inclined surfaces, and each second inclined surface has a transmission protrusion for inserting and engaging with the transmission groove.

[0014] Optionally, an elastic element is installed inside the transport vehicle, and the transmission gear and the reduction gear set directly meshing with it are respectively rotatably connected to the elastic element. The elastic element is used to apply an elastic force to the transmission gear and the reduction gear set directly meshing with it.

[0015] Optionally, each of the transmission gears has a first rotating groove on the side away from the roller, and the reduction gear set that directly meshes with the transmission gear has a second rotating groove; The elastic element includes two first elastic parts and one second elastic part. The first elastic parts are embedded in the first rotating groove, and the second elastic part is embedded in the second rotating groove. A first connecting part connects the two first elastic parts, and a second connecting part connects each first elastic part and the second elastic part.

[0016] Compared with the prior art, the present invention has the following beneficial effects: This invention provides a double-roller guide rail transport structure. By arranging two rollers spaced apart along a first direction within the transport vehicle and cooperating with the guide rail, it provides dual-point support during transport compared to existing single-roller structures. This reduces swaying and deviation of the transport vehicle during operation, effectively improving the stability and reliability of the transport vehicle's linear movement on the guide rail. Power is output from a transport motor, and multiple reduction gear sets simultaneously transmit power to two transmission gears, ensuring synchronous rotation of the two rollers. This structure avoids the slippage and low transmission ratio problems inherent in belt drives, allowing the output torque of the transport motor to be more fully transmitted to the rollers, thus increasing the driving force of the entire transport structure. By using multiple reduction gear sets to reduce the speed and increase the torque of the transport motor's output power, the transport vehicle can obtain greater traction, thereby enhancing the load-bearing capacity of the transport structure and effectively overcoming the problem of poor load-bearing performance due to insufficient torque in existing track-type transport structures. Therefore, this invention solves the problems of poor movement stability and low load-bearing capacity in existing track-type transport structures. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] The structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0019] Figure 1 This is a three-dimensional structural diagram of a double-roller guide rail type transport structure provided in an embodiment of the present invention; Figure 2 This is a first partial structural diagram of a double-roller guide rail type transport structure provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of a second partial structure of a double-roller guide rail type transport structure provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the internal structure of a transport vehicle in a double-roller guide rail type transport structure provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of a third partial structure of a double-roller guide rail type transport structure provided in an embodiment of the present invention; Figure 6 for Figure 5 A schematic diagram of the AA cross-sectional structure; Figure 7 This is a three-dimensional structural diagram of the transmission gear in a double-roller guide rail type transport structure provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the connection structure between the rollers and the rubber sheet in a double-roller guide rail transport structure provided in an embodiment of the present invention; Figure 9 This is a three-dimensional structural diagram of the elastic element in a double-roller guide rail transport structure provided in an embodiment of the present invention.

[0020] Illustration: 10. Transport vehicle; 11. First carrier shell; 12. Second carrier shell; 20. Guide rail; 30. Roller; 31. Mounting groove; 32. First transmission block; 321. First inclined surface; 322. Transmission groove; 40. Transmission gear; 41. Balance ring; 42. Second transmission block; 421. Second inclined surface; 422. Transmission protrusion; 43. First rotating groove; 50. First reduction gear set; 51. First reduction bevel gear; 52. Second reduction bevel gear; 60. Second reduction gear set; 61. Third reduction helical gear; 62. Fourth reduction helical gear; 70. Third reduction gear set; 71. Fifth reduction spur gear; 72. Sixth reduction spur gear; 721. Second rotating groove; 80. Rubber sheet; 90. Elastic element; 91. First elastic part; 92. Second elastic part; 93. First connecting part; 94. Second connecting part; 100. Transport motor. Detailed Implementation

[0021] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0022] In the description of this invention, it should be understood that the terms "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention 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, and therefore should not be construed as a limitation of the invention. It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be a component positioned centrally in the connection.

[0023] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0024] This invention provides a double-roller guide rail transport structure, which can be used in scenarios such as material conveying and intelligent curtain opening and closing. Figures 1 to 9 As shown, it includes a transport vehicle 10 and a guide rail 20 arranged along a first direction. The transport vehicle 10 is slidably connected to the guide rail 20. Two rollers 30 are rotatably connected inside the transport vehicle 10 and spaced apart along the first direction. The transport vehicle 10 is equipped with two transmission gears 40 corresponding to the two rollers 30, multiple reduction gear sets for driving the transmission gears 40 to rotate, and a transport motor 100 arranged parallel to the guide rail 20. In this embodiment, a transport motor 100 provides rotational motion along a first direction, and multiple reduction gear sets synchronously transmit the output power of the transport motor 100 to the transmission gear 40, driving two rollers 30 to rotate around a second direction, so that the transport vehicle 10 moves linearly along the first direction on the guide rail 20; the first direction and the second direction are perpendicular to each other. In this embodiment, the transport vehicle 10 includes a first housing 11 and a second housing 12 that are interlocked with each other, and the first housing 11 and the second housing 12 are also fastened together by screws. A control board and a battery are installed inside the transport vehicle 10, and the control board, the battery, and the transport motor 100 are all electrically connected.

[0025] It should be noted that the dual-roller guide rail transport structure provided by this invention, by setting two rollers 30 spaced apart along a first direction within the transport vehicle 10 and cooperating with the guide rail 20, can form dual-point support during transport compared to the existing single-roller structure. This reduces the swaying and offset of the transport vehicle 10 during operation, thereby effectively improving the stability and reliability of the transport vehicle 10's linear movement on the guide rail 20. Power is output from the transport motor 100, and multiple reduction gear sets simultaneously transmit power to two transmission gears 40, ensuring that the two rollers 30 can rotate synchronously. This structure avoids the slippage and low transmission ratio problems existing in belt drives, allowing the output torque of the transport motor 100 to be more fully transmitted to the rollers 30, thus improving the driving force of the entire transport structure. By using multiple reduction gear sets to reduce the speed and increase the torque of the transport motor 100's output power, the transport vehicle 10 can obtain a larger traction force, thereby enhancing the load capacity of the transport structure and effectively overcoming the problem of poor load-bearing performance due to insufficient torque in existing track-type transport structures. Therefore, the present invention solves the problems of poor movement stability and low load capacity of existing track-type conveying structures.

[0026] like Figures 1 to 4 As shown, the multiple reduction gear sets include a first reduction gear set 50, a second reduction gear set 60 and a third reduction gear set 70 connected in sequence along a third direction. The first reduction gear set 50 is connected to the transport motor 100, and the third reduction gear set 70 meshes with two transmission gears 40. Among them, the first direction, the second direction and the third direction are perpendicular to each other, and the distance between the third reduction gear set 70 and the guide rail 20 is less than the distance between the transport motor 100 and the guide rail 20.

[0027] In practical implementation, the multiple reduction gear sets sequentially include a first reduction gear set 50, a second reduction gear set 60, and a third reduction gear set 70. The first reduction gear set 50 is connected to the transport motor 100, and the third reduction gear set 70 meshes with two transmission gears 40, achieving step-by-step reduction and torque amplification of the power output from the transport motor 100. This graded transmission design effectively amplifies the output torque of the transport motor 100, giving the transport vehicle 10 higher traction, thus significantly enhancing the load-bearing capacity of the transport structure and solving the problem of poor load-bearing performance due to insufficient torque in existing technologies. Since the first, second, and third directions are perpendicular to each other, a clear spatial transmission path is formed. The distance between the third reduction gear set 70 and the guide rail 20 is smaller than the distance between the transport motor 100 and the guide rail 20, allowing the reduction gear set to complete power output closer to the guide rail 20, shortening the power transmission path. This not only improves transmission efficiency but also makes the overall transport structure more compact and reduces installation space requirements. By setting the transport motor 100 parallel to the guide rail 20 and setting a gear transmission between the transport motor 100 and the roller 30, the rotational motion around the first direction is converted into linear motion along the first direction, eliminating the need for a complex steering transmission structure, reducing energy loss and potential failure risks, and improving the flexibility and applicability of the structural layout.

[0028] In summary, this invention effectively solves the technical problems of poor movement stability and low load capacity in existing track-type conveying structures by using double rollers 30 for support, multi-stage reduction gear sets for torque increase, double rollers 30 for synchronous drive, and a three-way vertical compact layout. It achieves the technical effects of smooth operation, high transmission efficiency, strong load-bearing capacity, and compact structure of the transport vehicle 10.

[0029] like Figures 1 to 4 As shown, the first reduction gear set 50 includes a first reduction bevel gear 51 and a second reduction bevel gear 52 that mesh with each other. The first reduction bevel gear 51 is mounted on the output shaft of the transport motor 100. The second reduction bevel gear 52 is connected to the second reduction gear set 60 and is rotatably connected to the transport carrier 10 in a second direction. The outer diameter of the first reduction bevel gear 51 is smaller than the outer diameter of the second reduction bevel gear 52.

[0030] In specific implementation, the first reduction gear set 50 employs a first reduction bevel gear 51 and a second reduction bevel gear 52 that mesh with each other. Since bevel gears can transmit power between different axial directions, the rotational motion on the output shaft of the transport motor 100 can be reliably transmitted to the second reduction bevel gear 52 via the first reduction bevel gear 51, thereby changing the power direction of the transport motor 100 from rotation around a first direction to rotation around a second direction, achieving a flexible arrangement of spatial transmission. Because the outer diameter of the first reduction bevel gear 51 is smaller than the outer diameter of the second reduction bevel gear 52, they form a transmission relationship of speed reduction and torque amplification during meshing. Through this structure, the output speed of the transport motor 100 is reduced, while the torque is amplified, providing stronger driving force for the subsequent second reduction gear set 60 and third reduction gear set 70, thereby improving the traction capacity and overall load performance of the transport vehicle 10. Since the second reduction bevel gear 52 is rotatably connected to the transport vehicle 10 in the second direction, it has good support and positioning effect when bearing power transmission, reduces offset and vibration during meshing, ensures the smoothness and durability of gear transmission, and reduces transmission efficiency loss and wear risk caused by vibration.

[0031] like Figures 1 to 4 As shown, the second reduction gear set 60 includes a third reduction helical gear 61 and a fourth reduction helical gear 62 that mesh with each other. The third reduction helical gear 61 is coaxially connected to the second reduction bevel gear 52. The fourth reduction helical gear 62 is connected to the third reduction gear set 70 and is rotatably connected to the transport carrier 10 in a second direction. The outer diameter of the third reduction helical gear 61 is smaller than the outer diameter of the fourth reduction helical gear 62.

[0032] In practical implementation, since the third reduction helical gear 61 and the second reduction bevel gear 52 are coaxially arranged and integrally formed, power can be stably transmitted from the first reduction gear set 50 to the second reduction gear set 60, reducing intermediate offset links and ensuring a clear transmission path and stable operation. The helical tooth structure of the third reduction helical gear 61 and the fourth reduction helical gear 62 results in a large contact ratio during tooth meshing, leading to smoother meshing, effectively reducing impact and noise in gear transmission, while improving load-bearing capacity and gear lifespan. Because the outer diameter of the third reduction helical gear 61 is smaller than that of the fourth reduction helical gear 62, a reduction ratio is formed during meshing, further reducing the rotational speed and increasing the output torque, transmitting stronger power to the subsequent third reduction gear set 70, and improving the traction capacity and overall load performance of the transport vehicle 10. The fourth reduction helical gear 62 rotates around the second direction and is connected within the transport vehicle 10, allowing the gear set to be securely installed within the transport vehicle 10, helping to ensure gear meshing accuracy, improve overall transmission efficiency, and facilitate a compact design of the transport structure. Through the above design, the present invention can effectively solve the problems of large gear meshing impact and high noise in existing rail transportation structures, insufficient torque and poor load-bearing performance when directly driven by motor, and poor coaxiality and low power transmission efficiency in multi-stage transmission.

[0033] like Figure 3 and Figure 4 As shown, the third reduction gear set 70 includes a fifth reduction spur gear 71 and a sixth reduction spur gear 72 that mesh with each other. The fifth reduction spur gear 71 is coaxially connected to the fourth reduction helical gear 62. The sixth reduction spur gear 72 meshes with two transmission gears 40 and is rotatably connected to the transport carrier 10 around the second direction. The outer diameter of the fifth reduction spur gear 71 is smaller than the outer diameter of the fourth reduction helical gear 62 and the outer diameter of the sixth reduction spur gear 72.

[0034] In practical implementation, since the fifth reduction spur gear 71 and the fourth reduction helical gear 62 are coaxially connected and integrally formed, the power from the second reduction gear set 60 can be smoothly transferred to the third reduction gear set 70, forming a multi-stage continuous transmission chain, avoiding energy loss caused by improper transition. The third reduction gear set 70 uses spur gear meshing, which has a simple structure and high transmission efficiency, ensuring that power is quickly and effectively transmitted to the two transmission gears 40 meshing with it, reducing the complexity of the transmission system and energy loss. Since the outer diameter of the fifth reduction spur gear 71 is smaller than that of the fourth reduction helical gear 62 and the sixth reduction spur gear 72, it forms a larger transmission ratio during meshing, further reducing the speed and increasing the output torque, providing stronger driving force for the two transmission gears 40, thereby enhancing the overall load capacity of the transport vehicle 10. The sixth reduction spur gear 72 meshes with both transmission gears 40 simultaneously, realizing the synchronous drive of the double rollers 30, ensuring that the linear motion of the transport vehicle 10 on the guide rail 20 is more stable and reliable, avoiding swaying and deviation caused by uneven force on a single wheel. Through the above design, the present invention can effectively solve the problems of low transmission efficiency and high energy loss in existing rail transportation structures, insufficient torque and difficulty in driving large loads when the motor is directly driven, and the problem of unstable operation and easy deviation of the transport vehicle 10 caused by the asynchronous operation of the rollers 30.

[0035] like Figure 3 and Figure 4 As shown, the two rollers 30 have the same outer diameter, and the two transmission gears 40 have the same outer diameter, both of which are smaller than the outer diameter of the rollers 30 and the outer diameter of the sixth reduction spur gear 72. The axes of the sixth reduction spur gear 72, the fifth reduction spur gear 71, and the third reduction helical gear 61 are located on the same straight line along the third direction.

[0036] In practical implementation, since the two rollers 30 have the same outer diameter, they can achieve a consistent rolling speed and support height when running on the guide rail 20, avoiding skewing, shaking, or unstable guidance caused by differences in roller 30 dimensions, thereby improving the stability of the transport vehicle 10 running linearly along the guide rail 20. Because the two transmission gears 40 have the same outer diameter, they can ensure a symmetrical and balanced power transmission effect when meshing with the sixth reduction spur gear 72, enabling the two rollers 30 to drive synchronously, avoiding excessive force on one side or inconsistent movement speeds, thus improving the smoothness and reliability of the transportation process. Since the axes of the sixth reduction spur gear 72, the fifth reduction spur gear 71, and the third reduction helical gear 61 are located on the same straight line along the third direction, multiple reduction gear sets form a multi-stage transmission structure, which simplifies the power transmission path and reduces energy loss and wear caused by offset or inconsistent axes, improving the transmission efficiency and structural compactness of multiple reduction gear sets. Through the above design, the present invention can effectively solve the problems of unstable operation caused by the inconsistent size of the roller 30 and the drive gear; the problems of misalignment of the two rollers 30 causing the transport vehicle 10 to deviate and shake; and the problems of low transmission efficiency and large wear caused by the inconsistent axes of the multi-stage transmission.

[0037] like Figures 1 to 4 As shown, the roller 30 and the transmission gear 40 are coaxially arranged. Each roller 30 is covered with a rubber sheet 80 that contacts the guide rail 20. Each roller 30 is provided with a mounting groove 31 and a first transmission block 32 located in the mounting groove 31. The transmission gear 40 is provided with a balance ring 41 and a second transmission block 42 both located in the mounting groove 31. The balance ring 41 abuts against the inner wall of the mounting groove 31, and the first transmission block 32 and the second transmission block 42 abut against each other.

[0038] In practical implementation, since the roller 30 and the transmission gear 40 are coaxially installed, the coaxiality of power transmission is ensured, reducing energy loss and wear caused by eccentricity or misalignment, thereby ensuring that the roller 30 obtains a stable driving force. The surface of the roller 30 is covered with rubber 80, which can effectively increase the friction coefficient between the roller 30 and the guide rail 20, prevent the roller 30 from slipping, and improve the traction of the transport vehicle 10. At the same time, the rubber 80 can also play a role in shock absorption and noise reduction, making the operation of the roller 30 smoother and quieter, solving the problems of insufficient friction between the roller 30 and the guide rail 20, easy slippage, and insufficient traction. Through the mutual abutment and cooperation between the first transmission block 32 on the roller 30 and the second transmission block 42 on the transmission gear 40, the power of the transmission gear 40 can be efficiently transmitted to the roller 30, avoiding slippage or power loss caused by excessive clearance, and ensuring that the rotation of the roller 30 is consistent with the output of the transmission gear 40. Furthermore, when the transport device stops, the first transmission block 32 and the second transmission block 42 move and abut against each other, which can prevent the roller 30 from getting stuck.

[0039] like Figures 1 to 8 As shown, the first transmission block 32 has two opposing first inclined surfaces 321 on its sidewall, and the second transmission block 42 has two opposing second inclined surfaces 421 corresponding to the two first inclined surfaces 321 on its sidewall. The first transmission block 32 has a transmission groove 322 that communicates with the two first inclined surfaces 321, and each second inclined surface 421 has a transmission protrusion 422 for insertion and engagement with the transmission groove 322. In this embodiment, both the transmission groove 322 and the transmission protrusion 422 are arc-shaped. When the transmission protrusion 422 is inserted into the transmission groove 322, the first inclined surface 321 and the second inclined surface 421 come into contact.

[0040] In practical implementation, the first inclined surface 321 and the second inclined surface 421 contact each other during meshing, forming a self-positioning effect between the transmission blocks. This prevents loosening or displacement due to excessive assembly clearance, thus ensuring the stability of the transmission process. Both the transmission groove 322 and the transmission protrusion 422 adopt an arc-shaped design, providing a larger contact area and a smoother insertion process. Under stress, pressure is evenly distributed, reducing wear and improving meshing life and the reliability of power transmission. Through the insertion and engagement of the transmission groove 322 and the transmission protrusion 422, the first transmission block 32 and the second transmission block 42 form a mechanical meshing transmission, ensuring efficient and stable power transmission between the roller 30 and the transmission gear 40. Furthermore, when the transport motor 100 stops working, the mechanical meshing between the first transmission block 32 and the second transmission block 42 can be separated. When the transmission groove 322 disengages from the transmission protrusion 422, friction is generated, preventing the roller 30 from continuing to roll forward, reducing the inertia of the roller 30, and ensuring the transport stability of the transport vehicle 10.

[0041] like Figure 3 As shown, an elastic element 90 is installed inside the transport vehicle 10. The transmission gear 40 and the reduction gear set directly meshing with it are rotatably connected to the elastic element 90. The elastic element 90 is used to apply an elastic force to the transmission gear 40 and the reduction gear set directly meshing with it. In this example, the elastic element 90 is used to apply an elastic force to the transmission gear 40 and the third reduction gear set 70.

[0042] In practical implementation, during operation, the elastic element 90 continuously applies an elastic force to the transmission gear 40 and the reduction gear set, maintaining appropriate tightness during meshing and thus avoiding excessive backlash caused by assembly errors, wear, or operational vibrations. During gear meshing and sudden load changes, the elastic element 90 absorbs some of the impact force, reducing hard collisions between gears, lowering operating noise, and extending gear lifespan. Through the buffering effect of the elastic element 90, the transmission process is smoother, avoiding jamming or instantaneous impacts caused by excessive rigid meshing, thereby improving the stability and reliability of the overall transmission system. The elastic element 90 can automatically adjust its elastic force according to the load size, ensuring stable meshing between the transmission gear 40 and the third reduction gear set 70 under different working conditions, improving the adaptability of the transport vehicle 10 to complex load environments.

[0043] like Figures 3 to 9 As shown, each transmission gear 40 has a first rotating groove 43 on the side away from the roller 30, and the reduction gear set that directly meshes with the transmission gear 40 has a second rotating groove 721; in this embodiment, the sixth reduction spur gear 72 of the third reduction gear set 70 has a second rotating groove 721, and both the first rotating groove 43 and the second rotating groove 721 are arranged in annular grooves. The elastic element 90 includes two first elastic portions 91 and one second elastic portion 92. The first elastic portions 91 are embedded in the first rotating groove 43, and the second elastic portion 92 is embedded in the second rotating groove 721. A first connecting portion 93 connects the two first elastic portions 91, and a second connecting portion 94 connects each first elastic portion 91 and the second elastic portion 92. In this example, the first elastic portions 91, the second elastic portions 92, the first connecting portion 93, and the second connecting portion 94 are all integrally formed structures.

[0044] It should be noted that both the first rotating groove 43 and the second rotating groove 721 are annular grooves, which provide a stable installation space for the elastic element 90, ensuring good guidance of the elastic element 90 during gear operation and preventing it from falling off or shifting position. The elastic element 90 includes two first elastic parts 91 and one second elastic part 92, which independently contact the transmission gear 40 and the sixth reduction spur gear 72, respectively, and are connected by the first connecting part 93 and the second connecting part 94 to form an integral structure. This structure enables multi-point elastic support during meshing, making the elastic force more balanced and reliable. The first connecting part 93 connects the two first elastic parts 91, and the second connecting part 94 connects the first elastic part 91 and the second elastic part 92, respectively. This allows the three elastic parts to form a coordinated force system during operation, effectively avoiding excessive force at a single point and improving the life and stability of the elastic element 90. During gear meshing and load fluctuations, the multiple elastic parts deform through the limiting effect of the annular grooves, simultaneously buffering impacts and automatically compensating for meshing clearances, thereby ensuring tight meshing and smooth operation between gears.

[0045] Working principle: During operation, the transport motor 100 provides driving force, causing the first reduction bevel gear 51 to rotate in a first direction. The first reduction bevel gear drives the second reduction bevel gear 52, which meshes with it, to rotate in a second direction. Since the third reduction helical gear 61 is coaxially connected to the second reduction bevel gear 52, and the fourth reduction helical gear 62 meshes with the third reduction helical gear 61, it drives the third reduction helical gear 61 and the fourth reduction helical gear 62 to rotate. Since the fifth reduction spur gear 71 is coaxially connected to the fourth reduction helical gear 62, and the fifth reduction spur gear 71 meshes with the sixth reduction spur gear 7... The two gears mesh, thereby driving the fifth reduction spur gear 71 and the sixth reduction spur gear 72 to rotate. The two transmission gears 40 and the sixth reduction spur gear 72 also drive the roller 30 to rotate, causing the roller 30 to rotate around the second direction, so that the transport vehicle 10 moves linearly along the first direction on the guide rail 20. Power is output by the transport motor 100, and multiple reduction gear sets transmit power to the two transmission gears 40 at the same time, thereby ensuring that the two rollers 30 can rotate synchronously. This invention solves the problems of poor movement stability and low load capacity of the track-type conveyor structure.

[0046] Furthermore, when the transmission gear 40 drives the roller 30 to rotate, the transmission protrusion 422 inserts into the transmission groove, and a first inclined surface 321 of the first transmission block 32 contacts a second inclined surface 421 of the second transmission block 42. Through the insertion and engagement of the transmission groove 322 and the transmission protrusion 422, the first transmission block 32 and the second transmission block 42 form a mechanical meshing transmission, ensuring efficient and stable power transmission between the roller 30 and the transmission gear 40. When the transport motor 100 stops working, since the mechanical meshing between the first transmission block 32 and the second transmission block 42 can be separated, the transmission groove 322 generates friction when it disengages from the transmission protrusion 422, preventing the roller 30 from continuing to roll forward, reducing the motion inertia of the roller 30, and ensuring the transport stability of the transport vehicle 10. This invention solves the problem of the transport vehicle 10's motion balance when the transport motor 100 stops working.

[0047] Because the transport vehicle 10 is equipped with an elastic element 90, during operation, the elastic element 90 continuously applies an elastic force to the transmission gear 40 and the reduction gear set, maintaining appropriate tightness during meshing and thus avoiding excessive backlash caused by assembly errors, wear, or operational vibrations. During gear meshing and sudden load changes, the elastic element 90 absorbs some of the impact force, reducing hard collisions between gears, lowering operating noise, and extending gear lifespan. Through the buffering effect of the elastic element 90, the transmission process is smoother, avoiding jamming or instantaneous impacts caused by excessive rigid meshing of gears, thereby improving the stability and reliability of the overall transmission system. The elastic element 90 can automatically adjust its elastic force according to the load size, ensuring stable meshing between the transmission gear 40 and the third reduction gear set 70 under different working conditions, improving the adaptability of the transport vehicle 10 to complex load environments.

[0048] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A double-roller guide rail type transport structure, characterized in that, The system includes a transport vehicle (10) and a guide rail (20) arranged along a first direction. The transport vehicle (10) is slidably connected to the guide rail (20). Two rollers (30) are rotatably connected inside the transport vehicle (10) and spaced apart along the first direction. The transport vehicle (10) is equipped with two transmission gears (40) corresponding to the two rollers (30), multiple reduction gear sets for driving the transmission gears (40) to rotate, and a transport motor (100) arranged parallel to the guide rail (20). The transport motor (100) provides rotational motion along the first direction, and the plurality of reduction gear sets synchronously transmit the output power of the transport motor (100) to the transmission gear (40), which drives the two rollers (30) to rotate around the second direction, so that the transport vehicle (10) moves linearly along the first direction on the guide rail (20); the first direction and the second direction are perpendicular to each other.

2. The double-roller guide rail transport structure according to claim 1, characterized in that, The plurality of reduction gear sets include a first reduction gear set (50), a second reduction gear set (60) and a third reduction gear set (70) connected in sequence along a third direction. The first reduction gear set (50) is connected to the transport motor (100), and the third reduction gear set (70) meshes with two of the transmission gears (40). The first direction, the second direction, and the third direction are perpendicular to each other, and the distance between the third reduction gear set (70) and the guide rail (20) is less than the distance between the transport motor (100) and the guide rail (20).

3. The double-roller guide rail transport structure according to claim 2, characterized in that, The first reduction gear set (50) includes a first reduction bevel gear (51) and a second reduction bevel gear (52) that mesh with each other. The first reduction bevel gear (51) is mounted on the output shaft of the transport motor (100). The second reduction bevel gear (52) is connected to the second reduction gear set (60) and is rotatably connected to the transport vehicle (10) about a second direction. The outer diameter of the first reduction bevel gear (51) is smaller than the outer diameter of the second reduction bevel gear (52).

4. The double-roller guide rail transport structure according to claim 3, characterized in that, The second reduction gear set (60) includes a third reduction helical gear (61) and a fourth reduction helical gear (62) that mesh with each other. The third reduction helical gear (61) is coaxially connected to the second reduction bevel gear (52). The fourth reduction helical gear (62) is connected to the third reduction gear set (70) and is rotatably connected to the transport vehicle (10) about a second direction. The outer diameter of the third reduction helical gear (61) is smaller than the outer diameter of the fourth reduction helical gear (62).

5. The double-roller guide rail transport structure according to claim 4, characterized in that, The third reduction gear set (70) includes a fifth reduction spur gear (71) and a sixth reduction spur gear (72) that mesh with each other. The fifth reduction spur gear (71) is coaxially connected to the fourth reduction helical gear (62). The sixth reduction spur gear (72) meshes with two of the transmission gears (40) and is rotatably connected to the transport vehicle (10) about a second direction. The outer diameter of the fifth reduction spur gear (71) is smaller than the outer diameter of the fourth reduction helical gear (62) and the outer diameter of the sixth reduction spur gear (72).

6. The double-roller guide rail type transport structure according to claim 5, characterized in that, The two rollers (30) have the same outer diameter, and the two transmission gears (40) have the same outer diameter, both of which are smaller than the outer diameter of the rollers (30) and the outer diameter of the sixth reduction spur gear (72). The axes of the sixth reduction spur gear (72), the fifth reduction spur gear (71), and the third reduction helical gear (61) are located on the same straight line along the third direction.

7. The double-roller guide rail transport structure according to any one of claims 1 to 6, characterized in that, The roller (30) is coaxially arranged with the transmission gear (40). Each roller (30) is covered with a rubber sheet (80) that contacts the guide rail (20). Each roller (30) is provided with a mounting groove (31) and a first transmission block (32) located in the mounting groove (31). The transmission gear (40) is provided with a balance ring (41) and a second transmission block (42) both located in the mounting groove (31). The balance ring (41) abuts against the inner wall of the mounting groove (31), and the first transmission block (32) abuts against the second transmission block (42).

8. The double-roller guide rail type transport structure according to claim 7, characterized in that, The first transmission block (32) has two first inclined surfaces (321) opposite each other on its side wall, and the second transmission block (42) has two second inclined surfaces (421) opposite each other on its side wall, which correspond to the two first inclined surfaces (321); the first transmission block (32) has a transmission groove (322) that communicates with the two first inclined surfaces (321), and each second inclined surface (421) has a transmission protrusion (422) for inserting and cooperating with the transmission groove (322).

9. The double-roller guide rail type transport structure according to claim 7, characterized in that, The transport vehicle (10) is equipped with an elastic element (90), the transmission gear (40) and the reduction gear set that meshes directly with it are rotatably connected to the elastic element (90), and the elastic element (90) is used to apply an elastic force to the transmission gear (40) and the reduction gear set that meshes directly with it.

10. The double-roller guide rail type transport structure according to claim 9, characterized in that, Each of the transmission gears (40) has a first rotating groove (43) on the side away from the roller (30), and the reduction gear set that meshes directly with the transmission gear (40) has a second rotating groove (721). The elastic element (90) includes two first elastic parts (91) and one second elastic part (92). The first elastic parts (91) are embedded in the first rotating groove (43), and the second elastic part (92) is embedded in the second rotating groove (721). A first connecting part (93) is connected between the two first elastic parts (91), and a second connecting part (94) is connected between each first elastic part (91) and the second elastic part (92).

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