Differential speed design structure for turning of double-track crown block

Abstract

The invention relates to a differential speed design structure for a double-track crown block during turning, and belongs to the field of air transportation. The differential speed design structure comprises a mounting shell, a speed reducer is arranged in the mounting shell, the speed reducer is connected with a motor, the output end of the motor is connected with the input end of the speed reducer, the speed reducer is connected with a rotating shaft, and the rotating shaft penetrates through the mounting shell; the two ends of the rotating shaft are each connected with a walking wheel, and an overrun clutch is arranged between the rotating shaft and the walking wheels. The on-orbit trolley has the advantages that hard friction between the outer ring wheel and the walking track caused by the fact that the outer ring stroke is increased and the rotating speed of the motor is constant during turning is reduced, so that resistance generated by friction between the outer ring wheel and the walking track is reduced, the burden of the motor is reduced, and the on-orbit trolley can be driven to run more efficiently.

Description

Technical Field

[0001] This application relates to the field of air transport technology, and in particular to a differential speed design structure for a dual-track overhead crane when turning. Background Technology

[0002] A double-track overhead crane is a type of transport equipment used for aerial material transfer. This equipment mainly relies on a double-track system set in the overhead crane handling system to achieve movement, in order to meet the needs of cross-regional material transportation in industrial production, warehousing and logistics scenarios. Double-track overhead cranes typically use two motors to drive four traveling wheels. The motors output power to drive the traveling wheels to move along a preset track, thereby completing the material handling and transfer operations. It is a key piece of equipment for improving logistics efficiency.

[0003] Existing double-track overhead cranes typically use two sets of drive components. Each drive component includes a motor and two traveling wheels. The drive component uses the motor as its power source. The power output of the motor is first transmitted to the reducer. After the speed is adjusted by the reducer, the power is transmitted to the traveling wheels at both ends through the connecting shaft and coupling. The core of the moving component is four traveling wheels. The traveling wheels and the drive component form a transmission relationship through the above-mentioned connection structure. Under the power of the drive component, the traveling wheels roll along the track, thereby driving the entire double-track overhead crane to move and complete the traveling action on the track.

[0004] However, during the operation of a double-track overhead crane, it is often necessary to pass through curved sections. The existing drive components of the double-track overhead crane use a rigid connection method, that is, after the motor is connected to the reducer, it is directly rigidly connected to the two traveling wheels on both sides through a rotating shaft and coupling. This connection method has certain advantages when traveling on a straight track, which can enable both traveling wheels to exert force at the same time and ensure the stable straight-line operation of the equipment. However, when the equipment travels to a curve, because the travel trajectory required by the outer traveling wheel is longer, the speed of the outer traveling wheel cannot keep up with the trajectory requirements. When the speed of one traveling wheel cannot keep up with the other, additional resistance will be generated between the traveling wheel and the track. This not only directly affects the normal turning speed of the trolley, resulting in a decrease in turning efficiency, but also causes some power waste, making it impossible to achieve efficient use of power. In the long run, the speed mismatch may also aggravate the friction wear between the traveling wheel and the track. Summary of the Invention

[0005] In order to reduce the hard friction between the outer wheel and the track when the motor speed remains constant due to the increased outer wheel travel during turning, thereby reducing the resistance generated by the friction between the outer wheel and the track, and thus reducing the burden on the motor, so that it can drive the on-rail trolley more efficiently, this application provides a differential speed design structure for a double-rail overhead crane when turning.

[0006] The technical solution for the differential speed design structure of a dual-track overhead crane when turning provided in this application is as follows: A differential speed design structure for a dual-track overhead crane when turning includes a mounting shell, a reducer installed inside the mounting shell, a motor connected to the reducer, the output end of the motor connected to the input end of the reducer, a rotating shaft connected to the reducer, the rotating shaft passing through the mounting shell, a traveling wheel connected to each end of the rotating shaft, and an overrunning clutch installed between the rotating shaft and the traveling wheels.

[0007] By adopting the above technical solution, the motor reduces its speed while increasing the transmitted torque through the reducer, ensuring that the power output of the motor can be stably transmitted to the shaft when the double-rail crane is in motion. The overrunning clutch set between the shaft and the traveling wheels can automatically balance the speed difference between the inner and outer traveling wheels when the double-rail crane passes through curves. This avoids the problem of hard friction between the traveling wheels and the traveling track caused by the hard connection between the shaft and the traveling wheels in the traditional solution, where the outer travel increases while the motor speed remains constant when the double-rail crane turns. This reduces the resistance caused by friction, reduces the power loss of the motor, reduces the wear between the traveling wheels and the traveling track, and extends the service life of the device.

[0008] Optionally, the overrunning clutch includes an inner ring rotor and an outer ring rotor. The inner ring rotor is keyed to the shaft. The inner ring rotor and the outer ring rotor are coaxially rotatably connected. A receiving groove is formed on the outer circumferential surface of the inner ring rotor. The cross-section of the receiving groove is a closed figure approximating a triangle with an arc-shaped hypotenuse, i.e., the width of one side of the receiving groove is smaller than the width of the other side. A cylindrical roller is provided in the receiving groove. The diameter of the cylindrical roller is smaller than the maximum width of the receiving groove and larger than the minimum width of the receiving groove. The outer ring rotor is keyed to the traveling wheel. The cylindrical roller can roll within the receiving groove. When the traveling wheel travels in a straight line, the cylindrical roller is squeezed to the narrow side of the receiving groove by the inner ring rotor and the outer ring rotor, and is clamped between the inner wall of the receiving groove and the inner wall of the outer ring rotor, so that the inner ring rotor and the outer ring rotor form a rigid whole, realizing the synchronous rotation of the shaft and the traveling wheel. When the traveling wheel turns, the cylindrical roller moves to the wide side of the receiving groove, and the inner ring rotor and the outer ring rotor can rotate relative to each other, realizing the differential transmission of the shaft to the traveling wheels at both ends.

[0009] By adopting the above technical solution, the cylindrical roller can roll in the receiving groove, either at the wider free end or stuck at the narrower end, thus enabling the switching between synchronous rotation or relative rotation of the inner and outer ring rotors. When the traveling wheel is not subject to resistance, that is, when the traveling wheel is traveling in a straight line, the cylindrical roller is squeezed to the side of the narrower receiving groove by the inner ring rotor and the outer ring rotor. At this time, the cylindrical roller is stuck between the outer wall of the inner ring rotor and the inner wall of the outer ring rotor. The inner ring rotor and the outer ring rotor form a rigid whole. The torque of the rotating shaft is transmitted to the inner ring rotor, the outer ring rotor, and the traveling wheel in sequence, so as to realize the synchronous rotation of the rotating shaft and the traveling wheels at both ends. When the traveling wheels reach a curve, the travel of the inner traveling wheel is less than that of the outer traveling wheel. The inner traveling wheel encounters resistance, hindering its rotation. The friction from the outer ring rotor on the cylindrical roller disappears, and the cylindrical roller moves to the side with the wider receiving groove. At this time, the cylindrical roller is in a free state and does not obstruct the movement of the inner and outer ring rotors. The inner and outer ring rotors rotate relative to each other, and the inner ring rotor spins freely. Power transmission is interrupted and no longer transmitted to the inner traveling wheel, realizing differential transmission between the shaft and the two traveling wheels. This reduces the friction between the inner traveling wheel and the traveling track, protecting both the traveling wheels and the traveling track, and ensuring the stability and smoothness of the double-rail crane when turning.

[0010] Optionally, the mounting housing includes a top plate, which is vertically bolted downwards to two first side plates and two second side plates. The two first side plates and two second side plates are staggered. The housing of the reducer is bolted to the first side plates. The output shaft of the motor passes through the first side plates. The motor is located outside the mounting housing. A through hole is provided in the center of the second side plates. The rotating shaft passes through the through hole. The bottom of the first side plates and the second side plates are bolted to a base plate.

[0011] By adopting the above technical solution, the top plate, first side plate, second side plate and bottom plate of the mounting shell are all connected by bolts, which not only provides a stable installation space for components such as reducers and shafts, but also makes the mounting shell detachable, which facilitates later maintenance and component replacement, and reduces the difficulty and cost of maintenance; at the same time, the strength of the bolt connection can resist the vibration of the double-rail crane during operation, avoid the displacement of internal components and ensure the stability of transmission.

[0012] Optionally, the top surface of the top plate has two mounting slots, which are arranged along the forward direction of the double-rail trolley. Each of the two mounting slots is rotatably connected to a connecting plate. The length and width of the connecting plate are smaller than the length and width of the corresponding side of the mounting slot. Each connecting plate is rotatably connected to two first auxiliary wheels. The two first auxiliary wheels are perpendicular to the forward direction of the double-rail trolley and are located on both sides of the guide rail. The wheel surfaces of the two first auxiliary wheels are respectively attached to the two sides of the guide rail.

[0013] By adopting the above technical solution, the mounting slot provides installation space for the connecting plate, allowing the connecting plate to drive the first auxiliary wheel to rotate at a small angle within the mounting slot. With the first auxiliary wheel distributed on both sides of the guide rail and together fitting against the side of the guide rail, it can provide precise guidance for the double-rail trolley when traveling in a straight line, and can adaptively adjust its angle to follow the direction of the curve when turning, thus avoiding the first auxiliary wheel from jamming with the guide rail.

[0014] Optionally, two second auxiliary wheels are provided below the base plate, with the two second auxiliary wheels located at both ends of the base plate respectively. One of the second auxiliary wheels and its adjacent traveling wheel abut against a traveling track, and the wheel surface of the second auxiliary wheel is in contact with the inner wall of the traveling track.

[0015] By adopting the above technical solution, the second auxiliary wheel and the corresponding walking wheel together abut against the walking track, the wheel surface of the walking wheel is in contact with the top surface of the walking track, the second auxiliary wheel provides lateral support for the double-rail trolley, and the wheel surface of the second auxiliary wheel is in contact with the inner wall of the walking track, which can prevent the risk of derailment caused by changes in the walking track or vibration.

[0016] Optionally, an electromagnetic clutch is provided between the rotating shaft and each of the second auxiliary wheels. A first bevel gear is provided on the rotating shaft, and the rotating shaft is keyed to the first bevel gear. A second bevel gear is coaxially provided on the electromagnetic clutch, and the first bevel gear and the second bevel gear mesh. The output end of the electromagnetic clutch is fixedly connected to the second auxiliary wheel. When the electromagnetic clutch is energized and engaged, the power of the rotating shaft can be transmitted to the second auxiliary wheel through the electromagnetic clutch, driving the second auxiliary wheel to rotate.

[0017] By adopting the above technical solution, the first bevel gear on the rotating shaft and the second bevel gear of the electromagnetic clutch mesh precisely, ensuring efficient power transmission; the electromagnetic clutch selectively transmits power to the corresponding second auxiliary wheel by switching the power on and off; when the double-rail crane is at a bend, the second auxiliary wheel located on the outside of the traveling track changes from a driven wheel to a driving wheel, which can provide additional thrust to help the crane smoothly pass the bend; at the same time, the electromagnetic clutch has a fast response speed and can quickly switch the state of the corresponding second auxiliary wheel, avoiding bend jamming caused by power lag.

[0018] Optionally, an infrared sensor is provided on the first side plate of the mounting housing away from the motor. The detection direction of the infrared sensor is towards the forward direction of the double-rail crane, and it is used to identify the curves of the traveling track. The infrared sensor is connected to a controller, which is electrically connected to the electromagnetic clutch. After receiving the curve signal from the infrared sensor, the controller controls the on / off state of the electromagnetic clutch to achieve the rotation of the second auxiliary wheel.

[0019] By adopting the above technical solution, the infrared detector monitors the travel track in real time in the direction of the double-rail crane's movement. When a curve is detected, i.e. the signal ahead is blocked, the signal is transmitted to the controller. The controller delays the transmission of the signal to the electromagnetic clutch based on the distance between the double-rail crane and the travel track and the current operating speed, and controls the on / off state of the electromagnetic clutch. This ensures that the crane enters the curve before the second auxiliary wheel located on the outside of the travel track is activated for driving, avoiding instability caused by driving too early or too late. The entire process is automated and requires no manual intervention. It is especially suitable for continuous operation on multi-curved travel tracks, improving the ease of operation.

[0020] Optionally, a first sleeve is provided on the rotating shaft, the first sleeve is rotatably connected to the rotating shaft, and the first sleeve can slide along the length direction of the rotating shaft, and a connecting rod is fixedly connected to the side of the first sleeve; Two first sleeves and two connecting rods are provided, located at both ends of the rotating shaft respectively. Each connecting rod is fixedly connected to the first sleeve on its corresponding side, and the first sleeve corresponds to the first bevel gear and the second bevel gear on its corresponding end. The first sleeve is rotatably connected to the first bevel gear on its corresponding side, and the second bevel gear is rotatably connected to the first sleeve on its corresponding side. Both the first bevel gear and the second bevel gear can move along the length direction of the rotating shaft with the first sleeve. A sprocket is rotatably connected below the top plate, and a chain is provided on the sprocket. The ends of the two connecting rods away from the first sleeve are fixedly connected to the chain, and the two connecting rods are respectively located on opposite sides of the chain, that is, the two connecting rods are symmetrical about the center of the chain.

[0021] By adopting the above technical solution, the first sleeve can slide along the rotating shaft, driving the first bevel gear, the second bevel gear and the second auxiliary wheel to move synchronously, thereby adjusting the distance between the auxiliary wheel and the inner wall of the travel track and adapting to travel tracks of different widths; the two connecting rods are symmetrically connected to both sides of the chain. When adjusting, the sprocket rotates and drives the chain, causing the sleeves at both ends to slide synchronously, ensuring that the positions of the auxiliary wheels on both sides are symmetrical, and avoiding the asymmetry caused by unilateral offset when the double-rail crane travels to the curve, which leads to insufficient stability of the double-rail crane.

[0022] Optionally, one of the sprockets is connected to an adjustment knob, which includes an outer knob, a middle knob, and an inner knob. The inner knob is fixedly connected to the rotation shaft of the sprocket, and the outer knob is fixedly connected to the top plate. A first protrusion is provided on the outer circumferential surface of the inner knob, a first groove is provided on the inner circumferential surface of the middle knob, a second protrusion is provided on the outer circumferential surface of the middle knob, and a second groove is provided on the inner circumferential surface of the outer knob, so that the inner knob and the middle knob are engaged, and the middle knob and the outer knob are engaged. At the same time, a locking protrusion is provided on the first protrusion, which allows the inner knob and the middle knob to slide axially without disengaging but not to rotate relative to each other. When the middle knob is lifted, the outer knob releases its restriction on the middle and inner knobs. At this time, the middle knob can drive the inner knob to rotate, thereby driving the sprocket to rotate.

[0023] By adopting the above technical solution, the outer knob of the adjustment knob is fixedly connected to the top plate, and the inner knob is fixedly connected to the rotation shaft of the sprocket. The inner knob, middle knob and outer knob are interlocked with each other. In the natural state, the entire adjustment knob is in a locked state, which prevents the sprocket from rotating or the chain from shifting due to vibration or other external factors during the movement of the double-rail crane, thereby preventing the displacement of the second auxiliary wheel from causing the double-rail crane to derail. When the middle knob is lifted, the connection between the outer and middle knobs is released, and the restriction of the outer knob on the middle knob is lifted. However, due to the presence of the locking protrusion, the connection between the middle and inner knobs remains. Manually rotating the middle knob will drive the inner knob, which in turn will drive the sprocket to rotate, achieving precise adjustment of the auxiliary wheel position. No special tools are required, making the operation convenient and the adjustment highly accurate.

[0024] Optionally, a rotating sleeve is bolted to the bottom of the base plate, and a second sleeve is rotatably connected to the rotating sleeve. A bearing is provided between the rotating sleeve and the second sleeve.

[0025] By adopting the above technical solution, the rotating sleeve under the base plate is rotatably connected to the second sleeve through a bearing, allowing the device to rotate relative to the double-rail trolley body. When the double-rail trolley turns, the device adaptively rotates with the curve, while the trolley body maintains its original direction, improving the stability of the trolley body and preventing the items carried from shifting, colliding, or slipping due to inertia caused by the trolley body swaying, tilting, or sudden change in direction when turning. At the same time, the smooth rotation characteristics of the bearing can prevent the device from bumping when rotating, further reducing the impact of trolley body vibration on the carried items, improving the stability of the device, and thus ensuring the safety of goods transportation and preventing items from falling off.

[0026] In summary, this application includes at least one of the following beneficial technical effects: 1. Differential transmission is achieved through the overrunning clutch between the shaft and the traveling wheel, which can automatically balance the speed difference between the inner and outer traveling wheels when the crane turns. This solves the problem of hard friction between the traveling wheel and the traveling track when the outer circle stroke increases while the motor speed remains constant. This reduces frictional resistance to reduce motor power loss and improve operating efficiency, while also reducing wear on the traveling wheel and the traveling track and extending the service life of the device. 2. The modular bolt-connected mounting shell provides a stable installation space for internal components, and its disassembly facilitates later maintenance and component replacement. Combined with the guiding adjustment function of the first auxiliary wheel and the lateral support function of the second auxiliary wheel, it can ensure accurate guidance for straight-line travel, avoid getting stuck on the rail when turning, and prevent the traveling wheels from derailing due to vibration or centrifugal force, thereby improving the stability of the crane operation. 3. The infrared sensor, controller and electromagnetic clutch form an automated control system. The infrared sensor identifies curves in real time and transmits signals. The controller controls the outer electromagnetic clutch to engage according to the crane's operating status, so that the outer second auxiliary wheel changes from a driven wheel to a driving wheel to provide auxiliary thrust for cornering, realizing automatic and smooth cornering without human intervention, and is suitable for continuous operation on multi-curved tracks. 4. The first sleeve, which can slide along the shaft, works with the sprocket, chain, and three-layer snap-fit ​​adjustment knob to drive the first bevel gear, the second bevel gear, and the second auxiliary wheel to move synchronously while ensuring uninterrupted transmission, so as to adapt to different widths of the running track. When adjusting, only the middle layer knob needs to be lifted to drive the sprocket to rotate. No special tools are required and the adjustment accuracy is high. After the middle layer knob is lowered, the device locks itself, which greatly improves the adaptability of the device to different specifications of running track and the ease of operation. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1.

[0028] Figure 2 This is a schematic diagram of the structure of the second sleeve used in Example 1 of the application.

[0029] Figure 3 This is a schematic diagram of the overrunning clutch used in Example 1 of the application.

[0030] Figure 4 This is a schematic diagram of the overall structure of Embodiment 2.

[0031] Figure 5 This is a cross-sectional schematic diagram of embodiment 2 of the application, used to illustrate the electromagnetic clutch.

[0032] Figure 6 yes Figure 4 An enlarged schematic diagram of part A in the middle.

[0033] Explanation of reference numerals in the attached drawings: 1. Mounting housing; 11. Base plate; 12. First side plate; 13. Second side plate; 14. Top plate; 15. Reducer; 16. Motor; 17. Shaft; 21. Traveling wheel; 22. First auxiliary wheel; 23. Second auxiliary wheel; 3. Overrunning clutch; 31. Inner ring rotor; 311. Receiving groove; 32. Outer ring rotor; 33. Cylindrical roller; 41. Rotating sleeve; 42. Bearing; 43. Second sleeve; 5. Mounting groove; 5 1. Connecting plate; 61. First sleeve; 62. First bevel gear; 63. Second bevel gear; 64. Electromagnetic clutch; 7. Adjusting knob; 71. Outer knob; 711. Second groove; 72. Middle knob; 721. Second protrusion; 722. First groove; 73. Inner knob; 731. First protrusion; 7311. Snap-fit ​​protrusion; 81. Sprocket; 82. Chain; 821. Connecting rod; 91. Infrared sensor; 92. Controller. Detailed Implementation

[0034] The following is in conjunction with the appendix Figure 1-6 This application will be described in further detail.

[0035] This application discloses a differential speed design structure for a dual-track overhead crane when turning. Example

[0036] like Figure 1 and Figure 2 A differential speed design structure for a dual-track overhead crane when turning includes a mounting shell 1. The mounting shell 1 is formed by a base plate 11, two first side plates 12, two second side plates 13, and a top plate 14. The two first side plates 12 are arranged opposite each other, and the two second side plates 13 are arranged opposite each other, that is, the first side plates 12 and the second side plates 13 are staggered. All plates are connected by bolts, which facilitates installation and disassembly.

[0037] Four first auxiliary wheels 22 are rotatably connected to the top plate 14. The four first auxiliary wheels 22 are located above the top plate 14 and are symmetrically distributed on both sides of the guide rail. The rotation axis 17 of the first auxiliary wheels 22 is perpendicular to the upper end face of the top plate 14. All four first auxiliary wheels 22 abut against the guide rail, and the wheel surfaces of the four first auxiliary wheels 22 are in contact with the side of the guide rail. The four first auxiliary wheels 22 provide guidance for the double-rail trolley and ensure the double-rail trolley is centered, preventing the double-rail trolley from deviating or derailing.

[0038] A reducer 15 is installed inside the mounting housing 1. The housing of the reducer 15 is bolted to the first side plate 12. The reducer 15 is connected to a motor 16, which is located outside the mounting housing 1. The output shaft of the motor 16 is connected to the input shaft of the reducer 15. The reducer 15 is connected to a rotating shaft 17, which passes through the two second side plates 13 of the mounting housing 1. Both ends of the rotating shaft 17 are coaxially connected to an overrunning clutch 3 and a traveling wheel 21. The overrunning clutch 3 is located between the rotating shaft 17 and the traveling wheel 21. The reducer 15 is located at the center of the rotating shaft 17. By driving the rotating shaft 17 to rotate, the traveling wheels 21 on both sides can be driven to rotate synchronously.

[0039] like Figure 3 The overrunning clutch 3 includes an outer ring rotor 32 and an inner ring rotor 31. The outer ring rotor 32 is keyed to the traveling wheel 21, and the inner ring rotor 31 is keyed to the rotating shaft 17. Four receiving grooves 311 are provided on the outer circumferential surface of the inner ring rotor 31. The four receiving grooves 311 are arranged circumferentially along the outer circumferential surface of the inner ring rotor 31, and the four receiving grooves 311 are centrally symmetrical about the rotation center of the inner ring rotor 31. The cross-section of the receiving groove 311 is a closed figure similar to a triangle composed of two right-angled sides and one arc-shaped hypotenuse, so that one side of the receiving groove 311 has a large space. This space starts from the shorter right-angled side of the receiving groove 311 and gradually shrinks towards the other side until the arc-shaped hypotenuse of the receiving groove 311 intersects with the other longer right-angled side. A cylindrical roller 33 is provided in the receiving groove 311. The central axis of the cylindrical roller 33 is parallel to the rotation axis 17 of the inner ring rotor 31. The diameter of the cylindrical roller 33 is smaller than the short right-angle side of the cross-section of the receiving groove 311, so that the cylindrical roller 33 can roll in the receiving groove 311, either at the wider free end or stuck at the narrower end, which can realize the switching between synchronous rotation or relative rotation of the inner ring rotor 31 and the outer ring rotor 32. When the traveling wheel 21 is not subjected to resistance, that is, when the traveling wheel 21 is traveling in a straight line, the cylindrical roller 33 is squeezed by the inner ring rotor 31 and the outer ring rotor 32 to the narrower side of the receiving groove 311. At this time, the cylindrical roller 33 is stuck between the outer wall of the inner ring rotor 31 and the inner wall of the outer ring rotor 32. The inner ring rotor 31 and the outer ring rotor 32 form a rigid whole. The torque of the rotating shaft 17 is transmitted to the inner ring rotor 31, the outer ring rotor 32 and the traveling wheel 21 in sequence, so as to realize the synchronous rotation of the rotating shaft 17 and the traveling wheels 21 at both ends. When the traveling wheel 21 travels to a curve, the travel of the inner traveling wheel 21 is less than that of the outer traveling wheel 21. The inner traveling wheel 21 is resisted and its rotation is hindered. The friction force from the outer ring rotor 32 on the cylindrical roller 33 disappears. The cylindrical roller 33 moves to the wider side of the receiving groove 311. At this time, the cylindrical roller 33 is in a free state and will not hinder the movement of the inner ring rotor 31 and the outer ring rotor 32. The inner ring rotor 31 and the outer ring rotor 32 rotate relative to each other. The inner ring rotor 31 spins freely, and the power transmission is interrupted. It is no longer transmitted to the inner traveling wheel 21, realizing the differential transmission of the shaft 17 to the two traveling wheels 21. This reduces the friction between the inner traveling wheel 21 and the traveling track, protects both the traveling wheel 21 and the traveling track, and ensures the stability and smoothness of the double-rail crane when turning.

[0040] like Figure 2 A rotating sleeve 41 is bolted to the center of the base plate 11. The rotating sleeve 41 is located below the base plate 11. A second sleeve 43 is fitted over the rotating sleeve 41. A bearing 42 is provided between the rotating sleeve 41 and the second sleeve 43.

[0041] The implementation principle of this application embodiment is as follows: When running in a straight line, the power output by the motor 16 after starting is reduced and increased in torque by the reducer 15, and the torque is transmitted to the rotating shaft 17, so that the rotating shaft 17 rotates stably around its own axis. At this time, the overrunning clutch 3 at both ends of the rotating shaft 17 is in a rigid transmission state, that is, the inner ring rotor 31 rotates synchronously with the rotating shaft 17. Since the traveling wheel 21 is not subject to resistance, the cylindrical roller 33 in the receiving groove 311 is squeezed together to the narrower side of the receiving groove 311 under the relative force of the inner ring rotor 31 and the outer ring rotor 32, and is tightly stuck between the outer wall of the inner ring rotor 31 and the inner wall of the outer ring rotor 32, so that the inner ring rotor 31 and the outer ring rotor 32 form a rigid whole that cannot rotate relative to each other.

[0042] The rotational torque of the shaft 17 is transmitted to the traveling wheels 21 sequentially through the inner ring rotor 31 and the outer ring rotor 32, realizing the synchronous rotation of the traveling wheels 21 at both ends and the shaft 17. This drives the double-rail trolley to move smoothly in a straight line along the traveling track. At the same time, the four first auxiliary wheels 22 above the top plate 14 are always in contact with the two sides of the guide rail. On the one hand, this provides precise guidance for the straight operation of the trolley and avoids lateral deviation of the trolley. On the other hand, the symmetrically distributed structure ensures the centering of the trolley operation and prevents the risk of derailment caused by uneven force on one side.

[0043] The rotating sleeve 41 below the base plate 11 and the second sleeve 43 are rotated and engaged by the bearing 42. The angle can be slightly adjusted as the crane moves, reducing mechanical friction when the crane moves in a straight line and improving the overall smoothness of operation.

[0044] When encountering a curve, the double-rail crane enters the curved section of the travel track. At this time, the travel distance of the inner travel wheel 21 is less than that of the outer travel wheel 21. Due to the limited travel distance, the inner travel wheel 21 is subjected to the resistance of the travel track, and its speed gradually decreases below that of the shaft 17. This causes the speed of the outer ring rotor 32, which is keyed to the inner travel wheel 21, to decrease synchronously, while the inner ring rotor 31 maintains its original speed with the shaft 17. After the speed of the outer ring rotor 32 decreases, its force on the cylindrical roller 33 disappears. Under the action of inertia, the cylindrical roller 33 rolls from the narrow side to the wide side along the arc-shaped inclined edge of the receiving groove 311. At this time, the cylindrical roller 33 is in a free state and no longer restricts the relative movement of the inner ring rotor 31 and the outer ring rotor 32. The inner ring rotor 31 can rotate independently relative to the outer ring rotor 32, realizing the interruption of power transmission between the shaft 17 and the inner travel wheel 21, and the normal power transmission with the outer travel wheel 21, thereby completing the differential transmission of the two travel wheels 21.

[0045] The rotating sleeve 41 below the base plate 11 is rotatably connected to the second sleeve 43 through the bearing 42, allowing the device to rotate relative to the double-rail trolley body. When the double-rail trolley turns, the device follows the curve and rotates adaptively, while the trolley body maintains its original direction, improving the stability of the trolley body and preventing the items carried from shifting, colliding, or slipping due to inertia caused by the trolley body shaking, tilting, or sudden change in direction when turning. At the same time, the smooth rotation characteristics of the bearing 42 can prevent the device from bumping when rotating, further reducing the impact of trolley body vibration on the carried items, improving the stability of the device, and thus ensuring the safety of goods transportation and preventing the items carried by the double-rail trolley from falling off. Example

[0046] like Figure 4 and Figure 5 The difference between this embodiment and embodiment 1 is that two mounting slots 5 are provided on the top plate 14. The mounting slots 5 are rectangular slots and are arranged along the forward direction of the double-rail crane. A connecting plate 51 is rotatably connected in each mounting slot 5. The connecting plate 51 is a rectangular plate, and the long side of the connecting plate 51 is shorter than the long side of the mounting slot 5, and the short side of the connecting plate 51 is shorter than the short side of the mounting slot 5, so that the connecting plate 51 can rotate at a small angle in the mounting slot 5. Two first auxiliary wheels 22 are rotatably connected on each connecting plate 51. The two first auxiliary wheels 22 are arranged along the length direction of the mounting plate. The two first auxiliary wheels 22 on each mounting plate are symmetrically distributed on both sides of the guide rail, that is, the four first auxiliary wheels 22 abut against the guide rail together, and the wheel surface of each first auxiliary wheel 22 is in contact with the side of the guide rail.

[0047] A first sleeve 61 is fitted at each end of the rotating shaft 17. A first bevel gear 62 is rotatably connected to the end of the first sleeve 61 adjacent to the traveling wheel 21. The first bevel gear 62 is keyed to the rotating shaft 17. A second bevel gear 63 is rotatably connected to the bottom of the first sleeve 61. The second bevel gear 63 meshes with the first bevel gear 62. An electromagnetic clutch 64 is coaxially fixedly connected to the end of the second bevel gear 63 away from the first sleeve 61. A second auxiliary wheel 23 is fixedly connected to the output shaft of the electromagnetic clutch 64. like Figure 4 and Figure 6 The top plate 14 is provided with an adjustment knob 7, which includes an outer knob 71, a middle knob 72 and an inner knob 73. The outer knob 71 is fixedly connected to the top plate 14. The inner circumferential surface of the outer knob 71 has a second groove 711 spaced at equal intervals. The outer circumferential surface of the middle knob 72 has a second protrusion 721 spaced at equal intervals. The inner circumferential surface of the middle knob 72 has a first groove 722. The outer circumferential surface of the inner knob 73 has a first protrusion 731. The first protrusion 731 and the first groove 722 correspond to each other, and the second protrusion 721 and the second groove 711 correspond to each other, so that the outer knob 71 and the middle knob 72, as well as the middle knob 72 and the inner knob 73, are mutually engaged. The first protrusion 731 is provided with an engaging protrusion 7311, so that the inner knob 73 and the middle knob 72 can slide axially without disengaging.

[0048] In its natural state, the entire adjustment knob 7 is locked. When the middle knob 72 is lifted, since there is no limiting structure between the outer knob 71 and the middle knob 72, the connection between the outer knob 71 and the middle knob 72 is disengaged, and the restriction of the outer knob 71 on the middle knob 72 is released. However, due to the presence of the snap-fit ​​protrusion 7311, the connection between the middle knob 72 and the inner knob 73 remains. Manually turning the middle knob 72 will drive the inner knob 73 to rotate. The top plate 14 is rotatably connected to two sprockets 81 on the side away from the adjustment knob 7. The two sprockets 81 are symmetrically arranged about the geometric center of the top plate 14. One of the sprockets 81 is coaxially fixedly connected to the inner knob 73. The two sprockets 81 are connected to a chain 82. Two connecting rods 821 are connected to the chain 82. The two connecting rods 821 are located at the two ends of the chain 82, that is, the two connecting rods 821 are symmetrical about the geometric center of the waist-shaped plane formed by the chain 82 around the sprocket 81. The ends of the two connecting rods 821 away from the sprocket 81 are fixedly connected to the first sleeve 61 at their corresponding ends. The two connecting rods 821 are located on different sides of the two first sleeves 61, so that the sleeves at both ends can slide synchronously, ensuring that the positions of the auxiliary wheels on both sides are symmetrical, and avoiding the asymmetry caused by unilateral offset when the double-rail crane travels to the curve, which would lead to insufficient stability of the double-rail crane. Rotating the middle layer knob 72 causes the inner layer knob 73 to rotate synchronously, which in turn drives the sprocket 81 to rotate. After the sprocket 81 rotates, the two connecting rods 821 on both sides move synchronously in opposite directions, causing the two first sleeves 61 at both ends to move closer or further away synchronously. This causes the second auxiliary wheels 23 at both ends to move closer to and fit against the side of the travel track, and together with the travel wheel 21 on the corresponding side, they abut against the travel track on that side to prevent the double-rail crane from derailing.

[0049] like Figure 4 and Figure 5 Two infrared sensors 91 are installed on the first side plate 12 away from the motor 16. The two infrared sensors 91 are located near the walking rails on both sides to detect changes in the angle of the rails. Each infrared sensor 91 is connected to a controller 92, and each controller 92 is connected to an electromagnetic clutch 64. The controller 92 and the electromagnetic clutch 64 are electrically connected to control the on and off of the electromagnetic clutch 64.

[0050] The implementation principle of Example 2 is as follows: The connecting plate 51 in the two mounting slots 5 arranged along the forward direction of the double-rail trolley on the top plate 14 can rotate at a small angle within the mounting slots 5; when the double-rail trolley is running in a straight line, the connecting plate 51 remains stable, and the first auxiliary wheel 22 connected to it symmetrically fits against both sides of the guide rail, adapting to slight deviations in the track through its own rotation, and maintaining the trolley's centering; when entering a curve, the angle change of the guide rail pushes the connecting plate 51 to rotate synchronously at a small angle, driving the first auxiliary wheel 22 to adjust the fitting angle in real time, always in close contact with the side of the guide rail, avoiding guide deviation caused by track curvature.

[0051] During the straight-line operation phase, the infrared sensor 91 detects no change in track angle, the controller 92 remains inactive, the electromagnetic clutch 64 remains disengaged, and the second auxiliary wheel 23 passively rolls along the track as the gantry crane moves. When the infrared sensor 91 detects that the track has entered a curve, i.e., a change in angle has occurred, the signal is delayed and transmitted to the corresponding controller 92 based on the current distance of the double-track gantry crane from the curve and the current operating speed. The controller 92 then energizes and engages the electromagnetic clutch 64. At this time, the rotating shaft 17 drives the meshing second bevel gear 63 to rotate through the key-connected first bevel gear 62. The power is transmitted to the second auxiliary wheel 23 via the electromagnetic clutch 64, causing the second auxiliary wheel 23 to change from passive rolling to active rotation, thus assisting the double-track gantry crane in steering.

[0052] In its natural state, the outer knob 71 of the adjustment knob 7 is engaged with the second groove 711 of the middle knob 72 via the second protrusion 721, and the middle knob 72 is engaged with the first protrusion 731 of the inner knob 73 via the first groove 722. The whole is in a locked state, the sprocket 81 is fixed, the positions of the first sleeves 61 on both sides remain unchanged, and the second auxiliary wheel 23 is stably attached to the track. When it is necessary to adjust the position of the second auxiliary wheel 23 according to the distance between the two tracks, the middle knob 72 is lifted. At this time, the engagement between the outer knob 71 and the middle knob 72 is released. Rotating the middle knob 72 can drive the inner knob 73 to rotate synchronously, thereby driving the coaxial sprocket 81 to rotate. The sprocket 81 pulls two symmetrically distributed connecting rods 821 to move synchronously in opposite directions through the chain 82, so that the first sleeves 61 at both ends move closer or further away synchronously along the rotating shaft 17, and finally drive the second auxiliary wheel 23 to accurately fit the side of the traveling track and abut against the track together with the traveling wheel 21.

[0053] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A differential speed design structure for a dual-track overhead crane when turning, characterized in that: The device includes a mounting housing (1), a reducer (15) is provided inside the mounting housing (1), a motor (16) is connected to the reducer (15), the output end of the motor (16) is connected to the input end of the reducer (15), the reducer (15) is connected to a rotating shaft (17), the rotating shaft (17) passes through the mounting housing (1), each end of the rotating shaft (17) is connected to a traveling wheel (21), and an overrunning clutch (3) is provided between the rotating shaft (17) and the traveling wheel (21).

2. The differential speed design structure for a dual-track overhead crane turning as described in claim 1, characterized in that: The overrunning clutch (3) includes an inner ring rotor (31) and an outer ring rotor (32). The inner ring rotor (31) is keyed to the rotating shaft (17). The inner ring rotor (31) and the outer ring rotor (32) are coaxially rotatably connected. A receiving groove (311) is provided on the outer circumferential surface of the inner ring rotor (31). The cross-section of the receiving groove (311) is a closed figure that is approximately a triangle with an arc-shaped hypotenuse. That is, the width of one side of the receiving groove (311) is smaller than the width of the other side. A cylindrical roller (33) is provided in the receiving groove (311). The diameter of the cylindrical roller (33) is smaller than the maximum width of the receiving groove (311) and larger than the minimum width of the receiving groove (311). The outer ring rotor (32) is keyed to the traveling wheel (21). The cylindrical roller (33) can roll in the receiving groove (311); when the traveling wheel (21) travels in a straight line, the cylindrical roller (33) is squeezed to the narrow side of the receiving groove (311) by the inner ring rotor (31) and the outer ring rotor (32), and is clamped between the inner wall of the receiving groove (311) and the inner wall of the outer ring rotor (32), so that the inner ring rotor (31) and the outer ring rotor (32) form a rigid whole, realizing the synchronous rotation of the rotating shaft (17) and the traveling wheel (21); when the traveling wheel (21) turns, the cylindrical roller (33) moves to the wide side of the receiving groove (311), and the inner ring rotor (31) and the outer ring rotor (32) can rotate relative to each other, realizing the differential transmission of the rotating shaft (17) to the two ends of the traveling wheel (21).

3. The differential speed design structure for a dual-track overhead crane turning as described in claim 1, characterized in that: The mounting housing (1) includes a top plate (14), which is vertically bolted to two first side plates (12) and two second side plates (13). The two first side plates (12) and two second side plates (13) are staggered. The housing of the reducer (15) is bolted to the first side plate (12). The output shaft of the motor (16) passes through the first side plate (12). The motor (16) is located outside the mounting housing (1). A through hole is provided in the center of the second side plate (13). The rotating shaft (17) passes through the through hole. The bottom of the first side plate (12) and the second side plate (13) are bolted to a base plate (11).

4. The differential speed design structure for a dual-track overhead crane turning as described in claim 3, characterized in that: The top surface of the top plate (14) has two mounting slots (5), which are arranged along the forward direction of the double-rail trolley. Each of the two mounting slots (5) is rotatably connected to a connecting plate (51). The length and width of the connecting plate (51) are smaller than the length and width of the corresponding side of the mounting slot (5). Each connecting plate (51) is rotatably connected to two first auxiliary wheels (22). The two first auxiliary wheels (22) are perpendicular to the forward direction of the double-rail trolley and are located on both sides of the guide rail. The wheel surfaces of the two first auxiliary wheels (22) are respectively attached to the two sides of the guide rail.

5. The differential speed design structure for a dual-track overhead crane turning as described in claim 4, characterized in that: Two second auxiliary wheels (23) are provided below the base plate (11). The two second auxiliary wheels (23) are located at both ends of the base plate (11). One second auxiliary wheel (23) and its adjacent walking wheel (21) abut against a walking track. The wheel surface of the second auxiliary wheel (23) is in contact with the inner wall of the walking track.

6. The differential speed design structure for a dual-track overhead crane turning as described in claim 5, characterized in that: An electromagnetic clutch (64) is provided between the rotating shaft (17) and each of the second auxiliary wheels (23). A first bevel gear (62) is provided on the rotating shaft (17), and the rotating shaft (17) is keyed to the first bevel gear (62). A second bevel gear (63) is coaxially provided on the electromagnetic clutch (64). The first bevel gear (62) and the second bevel gear (63) mesh. The output end of the electromagnetic clutch (64) is fixedly connected to the second auxiliary wheel (23). When the electromagnetic clutch (64) is energized and engaged, the power of the rotating shaft (17) can be transmitted to the second auxiliary wheel (23) through the electromagnetic clutch (64), driving the second auxiliary wheel (23) to rotate.

7. The differential speed design structure for a dual-track overhead crane turning as described in claim 6, characterized in that: An infrared sensor (91) is provided on the first side plate (12) of the mounting housing (1) on the side away from the motor (16). The detection direction of the infrared sensor (91) is towards the forward direction of the double-rail crane, and is used to identify the curves of the traveling track. The infrared sensor (91) is connected to a controller (92), which is electrically connected to the electromagnetic clutch (64). After receiving the curve signal from the infrared sensor (91), the controller (92) controls the opening and closing of the electromagnetic clutch (64) to realize the rotation of the second auxiliary wheel (23).

8. The differential speed design structure for a dual-track overhead crane turning as described in claim 6, characterized in that: A first sleeve (61) is provided on the rotating shaft (17). The first sleeve (61) is rotatably connected to the rotating shaft (17), and the first sleeve (61) can slide along the length direction of the rotating shaft (17). A connecting rod (821) is fixedly connected to the side of the first sleeve (61). Two of the first sleeve (61) and the connecting rod (821) are provided, respectively located at both ends of the rotating shaft (17). Each connecting rod (821) is fixedly connected to the first sleeve (61) on its corresponding side, and the first sleeve (61) corresponds to the first bevel gear (62) and the second bevel gear (63) on its corresponding end. The first sleeve (61) is rotatably connected to the first bevel gear (62) on its corresponding side, and the second bevel gear (63) is rotatably connected to the first sleeve (61) on its corresponding side. Both the first bevel gear (62) and the second bevel gear (63) can move along the length direction of the rotating shaft (17) with the first sleeve (61). A sprocket (81) is rotatably connected below the top plate (14). A chain (82) is provided on the sprocket (81). The ends of the two connecting rods (821) away from the first sleeve (61) are fixedly connected to the chain (82). The two connecting rods (821) are respectively located on opposite sides of the chain (82), that is, the two connecting rods (821) are symmetrical about the center of the chain (82).

9. The differential speed design structure for a dual-track overhead crane turning as described in claim 8, characterized in that: One of the sprockets (81) is connected to an adjustment knob (7), which includes an outer knob (71), a middle knob (72), and an inner knob (73). The inner knob (73) is fixedly connected to the rotation shaft (17) of the sprocket (81), and the outer knob (71) is fixedly connected to the top plate (14). A first protrusion (731) is provided on the outer circumferential surface of the inner knob (73), and a first groove (722) is provided on the inner circumferential surface of the middle knob (72). The outer circumferential surface of the outer knob (71) is provided with a second protrusion (721), and the inner circumferential surface of the outer knob (71) is provided with a second groove (711), so that the inner knob (73) and the middle knob (72) are engaged, and the middle knob (72) is engaged with the outer knob (71). At the same time, the first protrusion (731) is provided with a engaging protrusion (7311), and the engaging protrusion (7311) allows the inner knob (73) and the middle knob (72) to slide axially without disengaging but not to rotate relative to each other. When the middle knob (72) is lifted, the outer knob (71) releases the restriction on the middle knob (72) and the inner knob (73). At this time, the middle knob (72) can drive the inner knob (73) to rotate, thereby driving the sprocket (81) to rotate.

10. The differential speed design structure for a dual-track overhead crane turning as described in claim 3, characterized in that: A rotating sleeve (41) is bolted to the bottom of the base plate (11), and a second sleeve (43) is rotatably connected to the rotating sleeve (41). A bearing (42) is provided between the rotating sleeve (41) and the second sleeve (43).

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