Multidirectional roller group transition transportation device of stacking machine

Abstract

The invention discloses a stacking machine multidirectional roller group transition transportation device, which relates to the technical field of single-column stacking machines, and comprises a walking rail, brake rails symmetrically arranged on the two sides of the walking rail, and a mounting base plate fixedly arranged on a walking vehicle, and further comprises a hydraulic jack fixedly arranged through the mounting base plate, fixed supporting legs are arranged at the bottom ends of the hydraulic jacks; and a lever plate. According to the automatic lifting and steering device for the stacking machine transition multi-directional roller set, the hydraulic jack is pressed downwards, firstly, the brake friction disc moves towards the brake rail to generate pressure, first-stage brake is formed, then the bottom of the lever plate and the fixed supporting feet jointly form ground support, and most of the weight of a walking vehicle is unloaded from walking wheels. In this way, the counter-acting force of braking force is mainly borne by the ground, the pressure between the walking wheel and the walking rail in the later braking period is reduced, and therefore the problems of forced sliding of the walking wheel and oval scratch abrasion of the walking wheel caused by independent braking of the brake disc are solved.

Description

Technical Field

[0001] This invention relates to the field of single-column stacker technology, and more specifically to a multi-directional roller assembly transfer and transportation device for a stacker. Background Technology

[0002] Stacker cranes, especially single-column stacker cranes, are the core handling equipment in automated storage and retrieval systems (AS / RS), and their performance directly affects the overall operational efficiency and safety of the warehouse. As the logistics industry's demands for efficiency and load capacity continue to increase, stacker cranes are developing towards higher operating speeds and greater load capacities. However, this trend has also made braking issues under high-speed, heavy-load conditions increasingly prominent, becoming a key bottleneck restricting their performance and reliability.

[0003] Based on Chinese Patent Publication No. CN219823571U, a rail-guided walking mechanism and a stacker crane are disclosed. The rail-guided walking mechanism includes a top rail, a bottom rail, a movable frame, a drive assembly, and a limiting assembly. The movable frame slides back and forth between the top rail and the bottom rail. At least one side of the movable frame is equipped with a brake caliper, clamping onto the corresponding top or bottom rail for braking. The brake caliper can control the braking action based on information from laser sensors and detection radar, resulting in higher precision, safety, and reliability. However, the aforementioned patent directly brakes the rail using the brake caliper.

[0004] However, the enormous frictional force and impact energy generated by each emergency braking act directly on the track itself. After prolonged and frequent use, the clamped parts of the track are prone to localized hardening, wear, and even plastic deformation (dents). This not only damages the straightness of the track, causing vibration and noise when the wheels pass over it, severely affecting operational stability and positioning accuracy, but also significantly shortens the track's lifespan and increases maintenance and replacement costs.

[0005] Furthermore, because the brake caliper is separately configured and does not directly act on the travel wheel, during emergency braking, the brake caliper quickly clamps the brake rail. Due to inertia and the mechanical inertia of the drive motor, the travel wheel's rotational speed cannot decrease in sync, causing the travel wheel to slip forcibly on the top surface of the travel rail. This slippage causes elliptical scratches on the travel wheel tread (usually polyurethane or rubber), accelerates wear, changes the wheel diameter, affects travel stability and positioning accuracy, and significantly increases maintenance costs. Summary of the Invention

[0006] The purpose of this invention is to provide a multi-directional roller assembly transfer and transportation device for stacker cranes to solve the above-mentioned problems.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a stacker crane multi-directional roller assembly transfer and transportation device, comprising a traveling rail and brake rails symmetrically arranged on both sides thereof, and a mounting base plate fixedly mounted on the traveling vehicle, and further comprising:

[0008] The hydraulic jack is fixedly mounted by a mounting base plate, and the bottom of the hydraulic jack is equipped with a fixed support foot.

[0009] A lever plate is provided with a first guide groove and a second guide groove, and the fixed support foot is slidably connected to the first guide groove.

[0010] A movable pin is fixedly installed and passes through the second guide groove, allowing the lever plate to rotate around it;

[0011] A brake friction disc is movably mounted on the side of the lever plate facing the brake rail;

[0012] The lever plate deflects around the movable pin as the hydraulic jack moves downward, so that the brake friction disc contacts the brake rail;

[0013] It also includes a drive assembly for driving the lever plate, which is used to change the relative engagement position of the second guide groove and the movable pin and switch the rotation fulcrum of the lever plate.

[0014] Preferably, the drive assembly includes a position control cylinder and a hydraulic directional valve; the cylinder body of the position control cylinder is located inside the lever plate, and the piston rod is connected to an extension rod, the end of which is rotatably connected to a movable pin; the hydraulic directional valve is used to control the oil circuit to drive the position control cylinder to move.

[0015] Preferably, an oil pump is also included, which is connected to the hydraulic directional valve via a hydraulic line.

[0016] Preferably, the brake friction disc is provided with limiting sliders on both sides, and the lever plate is provided with guide rails that cooperate with the limiting sliders, and the end of the guide rails is provided with release openings;

[0017] The valve stem of the hydraulic directional valve moves synchronously with the brake friction disc.

[0018] Preferably, a return spring is provided between the brake friction disc and the lever plate.

[0019] Preferably, the brake rail has a C-shaped cross-section, and the two are connected by bolts and enclosed to form a cavity; a T-shaped rubber pad is embedded in the cavity.

[0020] Preferably, the side of the travel rail is provided with a recessed structure, and the top inner side of the brake rail is provided with a track locking block corresponding to the recessed structure.

[0021] Preferably, a stabilizing cable for connecting the stacker crane column is also included, which is tensioned when the traveling vehicle brakes.

[0022] Preferably, the bottom surface of the fixed support leg and the bottom plane of the lever plate are provided with anti-slip pads.

[0023] Preferably, the bottom profile of the lever plate is constructed as a triangle.

[0024] In the above technical solution, the multi-directional roller assembly transfer and transportation device for a stacker crane provided by the present invention has the following beneficial effects: The device uses a hydraulic jack to press down, firstly generating pressure on the brake rail through the brake friction disc, forming the first stage of braking. Then, the bottom of the lever plate and the fixed support foot together form ground support, unloading most of the weight of the traveling vehicle from the traveling wheels. This allows the reaction force of the braking force to be mainly borne by the ground, and the pressure between the traveling wheel and the traveling rail decreases in the later stages of braking, thereby reducing the problem of forced slippage and elliptical scratch wear of the traveling wheels caused by brake disc braking alone. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0026] Figure 1 This is an overall three-dimensional schematic diagram provided for an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the vehicle and mounting base plate provided in an embodiment of the present invention;

[0028] Figure 3 This is a three-dimensional schematic diagram of the traveling rail and braking rail provided in an embodiment of the present invention;

[0029] Figure 4 A side view of the travel rail and brake rail provided in an embodiment of the present invention;

[0030] Figure 5 This is a front view of the travel rail and braking rail provided in an embodiment of the present invention;

[0031] Figure 6 This is a schematic diagram of three states of the lever plate provided in an embodiment of the present invention;

[0032] Figure 7 This is a schematic diagram of the lever plate structure provided in an embodiment of the present invention;

[0033] Figure 8This is a schematic diagram of the cross-sectional structure of the lever plate provided in an embodiment of the present invention;

[0034] Figure 9 This is a schematic diagram of the hydraulic directional valve and position control cylinder provided in an embodiment of the present invention;

[0035] Figure 10 This is a schematic diagram of a hydraulic directional valve structure provided in an embodiment of the present invention.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1. Traveling rail; 2. Brake rail; 3. Hydraulic jack; 4. Mounting base plate; 5. Fixed support feet; 6. Lever plate; 7. First guide groove; 8. Second guide groove; 9. Movable pin; 10. Brake friction disc; 11. Limit slider; 12. Guide rail; 14. Position control cylinder; 15. Extension rod; 16. Hydraulic reversing valve; 161. Valve core; 162. Port A; 163. Port B; 164. Bracket; 17. T-shaped rubber pad; 18. Rail locking block; 181. Tenon block; 19. Buffer rubber strip; 20. Stabilizing cable;

[0038] 100, First oil circuit; 200, Second oil circuit; 300, Oil pump. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0040] like Figure 1-10 As shown, a stacker crane multi-directional roller assembly transfer and transportation device includes a traveling rail 1 and brake rails 2 symmetrically arranged on both sides thereon, and a mounting base plate 4 fixedly mounted on the traveling vehicle, and further includes:

[0041] The hydraulic jack 3 is fixedly mounted by the mounting base plate 4, and the bottom end of the hydraulic jack 3 is provided with a fixed support foot 5.

[0042] Lever plate 6, which is provided with a first guide groove 7 and a second guide groove 8 (e.g. Figure 7 As shown in the figure, the fixed support 5 is slidably connected to the first guide groove 7;

[0043] The movable pin 9 is fixedly installed and passes through the second guide groove 8, so that the lever plate 6 can rotate around it;

[0044] The brake friction disc 10 is movably mounted on the side of the lever plate 6 facing the brake rail 2;

[0045] Among them, the lever plate 6 deflects around the movable pin 9 as the hydraulic jack 3 moves down, so that the brake friction disc 10 contacts the brake rail 2;

[0046] It also includes a drive assembly for driving the lever plate 6, which is used to change the relative engagement position of the second guide groove 8 and the movable pin 9 and switch the rotation fulcrum of the lever plate 6.

[0047] Specifically, such as Figure 1 As shown, the basic frame of the device consists of a traveling rail 1 laid along the running direction of the stacker crane and two brake rails 2 arranged symmetrically and parallel to its sides. At the bottom of the traveling vehicle's frame, multiple mounting base plates 4 are fixed at intervals along its longitudinal centerline. These mounting base plates 4 serve as the rigid mounting foundation for all subsequent moving parts. A hydraulic jack 3 is vertically mounted at the center of each mounting base plate 4. This hydraulic jack 3 is preferably a single-acting or double-acting piston cylinder. The end of a movable pin 9 is fixed to the mounting base plate 4, passing through and inserting into the second guide groove 8. The lever plate 6 is connected to the fixed support leg 5 via the first guide groove 7 and to the movable pin 9 via the second guide groove 8, forming a prototype planar linkage mechanism with one sliding joint and two rotating joints (e.g., Figure 6 (As shown).

[0048] Furthermore, when the control system issues a braking command, pressurized oil is introduced into the rodless chamber of the hydraulic jack 3, causing the piston rod to drive the fixed support leg 5 to move vertically downwards. Since the fixed support leg 5 is constrained by the first guide groove 7, a driving force is applied to the lever plate 6 through the point of action of the fixed support leg 5 via the first guide groove 7. At this time, the position of the movable pin 9 within the second guide groove 8 is temporarily locked (its initial position is at the lower part of the second guide groove 8, such as...). Figure 6 As shown in the diagram above), lever plate 6 rotates counterclockwise around movable pin 9 as the center of rotation (i.e., the first fulcrum). Figure 6 (Taking the perspective as an example) Deflection, this is the first stage of braking.

[0049] At this point, the brake friction disc 10 moves towards the brake rail 2 until it contacts the side of the brake rail 2 and generates pressure. As the hydraulic jack 3 continues to press down, the pressure increases, and the sliding friction between the brake friction disc 10 and the brake rail 2 provides initial braking for the vehicle, primarily to dissipate its enormous kinetic energy during high-speed operation. During this stage, the lever plate 6, acting as a single lever, efficiently converts the vertical downward pressure of the hydraulic jack 3 into a horizontal clamping force on the brake rail 2. Finally, the fixed support leg 5 supports the bottom surface, completing the second stage of braking.

[0050] In the aforementioned technology, the device uses a hydraulic jack 3 to press down, firstly generating pressure through the brake friction disc 10 towards the brake rail 2, forming the first stage of braking. Then, the bottom of the lever plate 6 and the fixed support leg 5 together form ground support, unloading most of the vehicle's weight from the wheels. This allows the reaction force of the braking force to be mainly borne by the ground, and the pressure between the wheels and the rail 1 decreases in the later stages of braking, thereby reducing the problem of forced slippage and elliptical scratch wear of the wheels caused by braking solely with the brake disc.

[0051] As a further embodiment of the present invention, the drive assembly includes a position control cylinder 14 and a hydraulic directional valve 16; the cylinder body of the position control cylinder 14 is located inside the lever plate 6, and the piston rod of the position control cylinder 14 is connected to an extension rod 15, the end of the extension rod 15 being rotatably connected to a movable pin 9; the hydraulic directional valve 16 is used to control the oil circuit to drive the position control cylinder 14 to move.

[0052] Specifically, it also includes an oil pump 300, which is connected to a hydraulic directional valve 16 via a hydraulic pipeline.

[0053] The drive components are integrated inside the lever plate 6 (e.g.) Figure 7 and Figure 8 (As shown). The position control cylinder 14 is a small double-acting hydraulic cylinder. Its cylinder body is completely embedded inside the plate structure of the lever plate 6 or fixed in a specially designed chamber by welding or bolting. This not only saves space but also makes the structure more compact and robust. The piston rod of the position control cylinder 14 extends outward and is fixed to one end of the extension rod 15. The other end of the extension rod 15 is rotatably connected to the middle of the movable pin 9 through a rotary bearing or a simple pin hole (as shown). Figure 6 (As shown). Therefore, the extension and retraction of the piston rod of the position control cylinder 14 can be directly converted into a pushing or pulling force on the movable pin 9.

[0054] The hydraulic directional valve 16 is a motorized valve. A partition is fixedly installed inside the valve body, dividing the valve body into a first chamber and a second chamber that are sealed to each other. The first chamber is directly connected to the oil outlet A port 162, which is connected to the rod chamber of the position control cylinder 14 via a hydraulic line. The second chamber is directly connected to the oil outlet B port 163, which is connected to the rodless chamber of the position control cylinder 14 via a hydraulic line.

[0055] Two oil inlets are provided on the side wall or end cover of the valve body: the first oil passage 100 is connected to the first chamber; the second oil passage 200 is connected to the second chamber. The valve core 161 of the hydraulic directional valve 16 is fixedly connected to a valve stem, one end of which extends out of the valve body and is pressed by the brake friction disc 10 (see below for details of the connection method).

[0056] The outlet of oil pump 300 is connected to the first oil circuit 100 via a pipeline, and its inlet is connected to the second oil circuit 200 via a pipeline, forming a closed-loop hydraulic circulation path. Oil pump 300 is preferably a bidirectional pump or a pump whose suction and discharge directions can be switched by motor reversing (e.g.,...). Figure 8 (As shown).

[0057] In the initial stage of braking, the brake friction disc 10 has not yet reached the trigger position, the valve stem is not pressed, and the valve core 161 is in its initial position under the action of the internal spring. In this position, the passage between the first oil passage 100 and port A 162 is blocked by the valve core 161, and the passage between the second oil passage 200 and port B 163 is also blocked. At this time, both chambers of the position control cylinder 14 are closed, the extension rod 15 cannot extend or retract, the movable pin 9 is locked, and the lever plate 6 deflects with the movable pin 9 as a fixed fulcrum.

[0058] When the first stage of braking reaches its end and the brake friction disc 10 is pressed to a preset position (the specific position is detailed below), the valve stem is pressed, causing the valve core 161 to move against the spring force to the working position. In this working position, the flow channel inside the valve core 161 is switched, so that the first oil passage 100 is connected to port A 162, and the second oil passage 200 is connected to port B 163.

[0059] At this point, the oil pump 300, the first oil circuit 100, the hydraulic directional valve 16, the rod chamber and rodless chamber of the position control cylinder 14, and the second oil circuit 200 form a complete circulation path.

[0060] Subsequently, oil pump 300 discharges oil to the second oil circuit 200 and draws oil into the first oil circuit 100. Pressurized oil flows through the second oil circuit 200, hydraulic directional valve 16, and port B 163 into the rodless chamber of the position control cylinder 14. Simultaneously, the oil in the rod chamber of the position control cylinder 14, pushed by the piston, flows back to the inlet of oil pump 300 through port A 162, hydraulic directional valve 16, and the first oil circuit 100 (e.g., ...). Figure 8 (As shown). Under this hydraulic drive, the piston rod of the position control cylinder 14 extends, pushing the extension rod 15, thereby forcibly driving the movable pin 9 to slide from the "low position" to the "high position" along the second guide groove 8 (as shown). Figure 6 As shown in the next two figures), the fulcrum is switched, and the device enters the second-stage braking and support state.

[0061] To ensure pressure stability and system safety, a relief valve is usually installed at the outlet of the oil pump 300 as a safety valve, and a hydraulic lock or balance valve is installed in the oil circuit of key actuators to prevent pressure loss and drift.

[0062] As a further embodiment of the present invention, the brake friction disc 10 is provided with limiting sliders 11 on both sides, and the lever plate 6 is provided with a guide rail 12 that cooperates with the limiting sliders 11, and the end of the guide rail 12 is provided with a release opening.

[0063] The valve stem of the hydraulic directional valve 16 moves synchronously with the brake friction disc 10.

[0064] Specifically, a return spring is provided between the brake friction disc 10 and the lever plate 6, and a bracket 164 is fixedly provided at the end of the valve stem of the hydraulic directional valve 16 (e.g., Figure 10 (As shown). The brake friction disc 10 is rotatably mounted on the bracket 164. Two limit sliders 11 are symmetrically fixed on both sides of the bracket 164. The reset spring is located between the bracket 164 and the lever plate 6. Two guide rails 12 are machined on the body of the lever plate 6. The release opening at the end of the guide rail 12 is slightly larger than the limit slider 11, allowing the limit slider 11 to release the constraint on the degree of freedom of rotation when it reaches this point.

[0065] Furthermore, in the non-braking state, the reset spring keeps the bracket 164, the brake friction disc 10 and the limit slider 11 in their initial positions, and the brake friction disc 10 separates from the brake rail 2.

[0066] During the first stage of braking, the hydraulic jack 3 presses down, causing the lever plate 6 to deflect and push the brake friction disc 10 to contact and press against the brake rail 2, generating sliding friction to dissipate kinetic energy. During this process, the braking reaction force pushes the bracket 164 to overcome the resistance of the reset spring, causing the reset spring to contract. This allows the brake friction disc 10 and the limiting slider 11 to slide linearly along the guide rail 12. At this point, the limiting slider 11 is fully constrained, ensuring that the brake friction disc 10 does not rotate.

[0067] When the bracket 164 slides to the end of its stroke, the limit slider 11 moves precisely to the release opening at the end of the guide rail 12, and the rotational constraint is released. At the same time, the reset spring is compressed to its limit, the brake friction disc 10 reaches the preset trigger position, and pushes the valve stem of the hydraulic directional valve 16 to change direction.

[0068] After the hydraulic directional valve 16 reverses, the oil pump 300 drives the position control cylinder 14 to move, which pulls the movable pin 9 along the second guide groove 8 from a low position to a high position via the extension rod 15. This key action completes the fulcrum switching: the rotation center of the lever plate 6 is transferred from the movable pin 9 to the brake friction disc 10 that is already tightly resisting the moving rail 2.

[0069] Subsequently, the continuous downward pressure of the hydraulic jack 3 is transmitted to the lever plate 6, and the bottom of the lever plate 6 is forced to the ground, forming a stable support together with the fixed support leg 5 of the hydraulic jack 3, transferring the weight of the vehicle body to the ground, completely unloading the load of the traveling wheels, eliminating the risk of slippage and enhancing the stability of the whole vehicle.

[0070] As a further embodiment of the present invention, the brake rail 2 has a C-shaped cross-section, and the two are connected by bolts and enclosed to form a cavity; a T-shaped rubber pad 17 is embedded in the cavity.

[0071] Specifically, such as Figure 5 The cross-sectional view of the track shown indicates that the traveling rail 1 uses standard T-shaped steel or a similar cross-section profile, with a wide top surface for load-bearing and a web providing vertical stiffness. The brake rail 2 has a cross-section shaped like a "C" and wraps around both sides of the web of the traveling rail 1.

[0072] Bolts are passed through pre-drilled elongated holes on the side wall of brake rail 2 (for easy installation and adjustment) and through open holes on the web of travel rail 1, and then tightened with nuts. Crucially, before tightening the bolts, a T-shaped elastic rubber pad 17 with a T-shaped cross-section is installed in the pre-reserved gap between travel rail 1 and the inner wall of C-shaped brake rail 2. The vertical side (long side) of the T-shaped rubber pad 17 is slightly thicker than the pre-reserved gap between the rails and is positioned between the top plate of travel rail 1 and the upper edge of brake rail 2, serving both positioning and auxiliary sealing functions.

[0073] As a further embodiment of the present invention, the side of the traveling rail 1 is provided with a recessed structure, and the top inner side of the braking rail 2 is provided with a track locking block 18 corresponding to the recessed structure.

[0074] Specifically, the track locking block 18 is shaped as follows: Figure 5 The inverted L-shaped structure shown has its opening facing the travel rail 1 and forming a space between it and the travel rail 1 for the long side of the T-shaped rubber pad 17 to bend. At this time, the opening of the space is covered by the short side of the T-shaped rubber pad 17. Furthermore, a tenon block 181 is fixedly provided on the side opposite to the track locking block 18 to engage with the recessed structure of the travel rail 1. The structure also includes a buffer rubber strip 19 provided between the travel rail 1 and the brake rail 2.

[0075] During assembly, the long side of the T-shaped rubber pad 17 is first snapped onto a specific position on the inner side of the top of the brake rail 2, namely the shoulder of the rail locking block 18, so that its short side hangs naturally before the side slot of the brake rail 2. At this point, the T-shaped rubber pad 17 has become part of the brake rail 2.

[0076] The brake rail 2, with the rubber pads already attached, is moved as a whole to the travel rail 1. First, the tenon 181 on the brake rail 2 is mechanically aligned and initially engaged with the recessed structure on the side of the travel rail 1 to complete the core lateral and longitudinal rigid positioning.

[0077] As the brake rail 2 moves toward the travel rail 1, the long side of the T-shaped rubber pad 17 is pushed synchronously into the space formed by the track locking block 18 and the side of the travel rail 1, along with the movement of the brake rail 2. At this time, the long side of the T-shaped rubber pad 17 is compressed.

[0078] After tightening the bolts, the metal surfaces of the brake rail 2 and the travel rail 1 approach the designed gap. The long side of the T-shaped rubber pad is compressed to its designed shape within the sealed cavity, generating an elastic preload; the short side is pressed and covers the top opening of the cavity, forming a seal. During braking, the brake friction disc 10 applies a huge lateral frictional force to the brake rail 2. This structure, through the direct interlocking of the metal parts, effectively resists this frictional force, preventing the brake rail 2 from shifting laterally or twisting, and ensuring the stability of the braking force transmission path.

[0079] This greatly simplifies the installation and replacement process of brake rail 2. During maintenance, simply loosen the connecting bolts, and brake rail 2 can be disengaged along this positioning structure, with the elastic restoring force of the T-shaped rubber pad 17 assisting in its separation. After replacing the rail, this structure ensures that it can be quickly and accurately reset to the designed position, guaranteeing the assembly quality after maintenance and reducing maintenance difficulty and time costs.

[0080] As a further embodiment of the present invention, it also includes a stabilizing cable 20 for connecting the stacker crane column, which is tensioned when the traveling vehicle brakes.

[0081] Specifically, a robust connecting ring or lug is installed at approximately two-thirds of the height of the single mast of the stacker crane. Correspondingly, another connection point is provided at the extension end of the hydraulic jack 3 on the traveling vehicle; the hydraulic jack 3 is configured as multiple pairs symmetrically distributed on both sides of the single mast. The stabilizing cable 20 is preferably a steel wire rope, synthetic fiber cable, or a steel tie rod with a sleeve, one end of which is hinged to the connection point on the mast via a universal joint, and the other end is also hinged to the hydraulic jack 3.

[0082] When the traveling vehicle is in normal operation, the stabilizing cable 20 is in a slack state, which does not restrict the free movement of the column and does not affect the normal lifting and fine-tuning operation of the stacker crane. When the braking device of the present invention is activated, the hydraulic jack 3 is fully extended, which tightens the stabilizing cable 20 connected between the frame and the column.

[0083] The taut stabilizing cable 20 instantly transforms from a slack member to a tension member. When braking causes the column to attempt to swing in a certain direction, the tension in the stabilizing cable 20 will quickly generate a restoring torque on the column in the opposite direction of the swing.

[0084] Working principle: First, pressurized oil is introduced into the rodless chamber of the hydraulic jack 3, and its piston rod drives the fixed support leg 5 at the bottom to press vertically downward. The fixed support leg 5 applies a downward driving force to the lever plate 6 through the first guide groove 7 on the lever plate 6. At this time, the lever plate 6 deflects with its movable pin 9 as the fixed rotation fulcrum (first fulcrum), pushing the brake friction disc 10 installed at the other end of the lever plate 6 to move horizontally and press tightly against the side of the brake rail 2, generating a strong sliding friction force. This is the first stage of braking, which mainly consumes the kinetic energy of the vehicle.

[0085] When the brake friction disc 10 is pressed and moves inward along the guide rail 12 on the lever plate 6 to the end of its stroke, the drive bracket 164 triggers the valve stem of the hydraulic directional valve 16, causing the valve core 161 to reverse. This action connects the oil circuit between the oil pump 300 and the position control cylinder 14. The oil pump 300 then drives the piston rod of the position control cylinder 14 to extend. The rotation center of the lever plate 6 shifts from the movable pin 9 to the brake friction disc 10, which is now tightly resisting the moving rail 2.

[0086] Subsequently, the continuous downward pressure of the hydraulic jack 3 causes the lever plate 6 to continue to deflect around the new fulcrum (brake friction disc 10), and its bottom is forced to the ground. Together with the fixed support leg 5 of the hydraulic jack 3, it forms a solid triangular support, unloading most of the weight of the vehicle from the wheels and transferring it directly to the ground. This eliminates the wear caused by the wheels being forced to slip and disperses the main braking impact force to the ground through the lever plate 6, significantly reducing the dynamic load on the brake rail 2.

[0087] At the same time, the auxiliary structure of the device works in coordination: the C-shaped brake rail 2 and the travel rail 1 are elastically connected by the T-shaped rubber pad 17, the rail locking block 18 and the buffer rubber strip 19, which not only ensures rigid positioning but also provides vibration reduction; at the end of the braking phase, the stabilizing cable 20 connected between the stacker crane column and the hydraulic jack 3 is tightened, which effectively suppresses the possible shaking of the column.

[0088] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A stacker crane multi-directional roller assembly transfer and transportation device, comprising a traveling rail (1) and brake rails (2) symmetrically arranged on both sides thereof, and a mounting base plate (4) fixedly mounted on a traveling vehicle, characterized in that, Also includes: The hydraulic jack (3) is fixedly mounted by a mounting base plate (4), and the bottom end of the hydraulic jack (3) is provided with a fixed support foot (5). The lever plate (6) is provided with a first guide groove (7) and a second guide groove (8), and the fixed support (5) is slidably connected to the first guide groove (7); The movable pin (9) is fixedly installed and passes through the second guide groove (8), so that the lever plate (6) can rotate around it; Brake friction disc (10), which is movably disposed on the side of the lever plate (6) facing the brake rail (2); The lever plate (6) deflects around the movable pin (9) as the hydraulic jack (3) moves down, so that the brake friction disc (10) contacts the brake rail (2). It also includes a drive assembly for driving the lever plate (6), which is used to change the relative engagement position of the second guide groove (8) and the movable pin (9) and switch the rotation fulcrum of the lever plate (6).

2. The stacker crane multi-directional roller assembly transfer and transportation device according to claim 1, characterized in that, The drive assembly includes a position control cylinder (14) and a hydraulic directional valve (16); the cylinder body of the position control cylinder (14) is located inside the lever plate (6), and the piston rod is connected to an extension rod (15), the end of the extension rod (15) being rotatably connected to a movable pin (9); the hydraulic directional valve (16) is used to control the oil circuit to drive the position control cylinder (14) to move.

3. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 2, characterized in that, It also includes an oil pump (300), which is connected to a hydraulic directional valve (16) via a hydraulic line.

4. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 3, characterized in that, The brake friction disc (10) is provided with limiting sliders (11) on both sides, and the lever plate (6) is provided with a guide rail (12) that cooperates with the limiting sliders (11). The end of the guide rail (12) is provided with a release opening. The valve stem of the hydraulic directional valve (16) moves synchronously with the brake friction disc (10).

5. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 4, characterized in that, A reset spring is provided between the brake friction disc (10) and the lever plate (6).

6. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 1, characterized in that, The brake rail (2) has a C-shaped cross section, and the two are connected by bolts and enclosed to form a cavity; a T-shaped rubber pad (17) is embedded in the cavity.

7. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 6, characterized in that, The side of the travel rail (1) is provided with a recessed structure, and the top inner side of the brake rail (2) is provided with a track locking block (18) corresponding to the recessed structure.

8. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 1, characterized in that, It also includes a stabilizing cable (20) for connecting the stacker crane column, which is tensioned as the traveling vehicle brakes.

9. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 1, characterized in that, The bottom surface of the fixed support (5) and the bottom plane of the lever plate (6) are both provided with anti-slip pads.

10. A stacker crane multi-directional roller assembly transfer and transportation device according to claim 1, characterized in that, The bottom profile of the lever plate (6) is constructed as a triangle.

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