Four-way shuttle vehicle based on gear box transmission and driven separately by walking of primary rail and secondary rail

Abstract

The invention relates to the related technical field of logistics storage, discloses a four-way shuttle vehicle driven by separated walking of a child rail and a mother rail based on gearbox transmission, and aims to solve the problem that a transmission chain is lengthened due to the fact that a single motor drives a two-way moving component, a mother rail wheel and a child rail wheel are independently controlled by a child rail driving unit and a mother rail driving unit respectively; therefore, the primary rail wheel and the secondary rail wheel are separately driven, the overall transmission efficiency of the walking mechanism is improved, useless energy loss is reduced, and the effect of separately driving the primary rail wheel and the secondary rail wheel is achieved.

Description

Technical Field

[0001] This invention relates to the field of logistics and warehousing technology, and in particular to a four-way shuttle based on gearbox transmission and separate drive for the main and auxiliary rails. Background Technology

[0002] The four-way shuttle is an intelligent warehousing and logistics equipment that breaks through the limitations of traditional shuttles that only travel in one direction. It can move flexibly in four directions (longitudinal and lateral) on the same plane. Its compact and ingenious design and robust and durable structure allow it to move precisely and quickly between densely arranged racks and aisles to complete the tasks of storing, retrieving, and handling goods.

[0003] A search revealed that CN117141974A discloses an energy-saving and efficiency-enhancing structure for a four-way shuttle, which includes: by setting up a lifting plate assembly and a lifting plate transmission box assembly, when power is transmitted to the lifting plate assembly, the internal lifting box input shaft structure drives the drive gear to rotate, and can also drive the transmission gears on both sides - lifting gears to rotate. The lifting shaft on the lifting gear can be deflected. Since it is fixed in the elliptical through hole, the lifting plate transmission box assembly can be driven up / down. The pulleys on both sides can rotate between the first guide rail and the second guide rail, changing the vertical height of the lifting plate transmission box assembly. Therefore, in actual use, the main track wheels on both sides are fixed on the lifting plate and move with it, which can realize contact and disengagement with the main track.

[0004] This demonstrates that because shuttles can only move in a single direction during actual operation—for example, only along the main rail and the secondary rail in a straight line—the traveling units on both rails need to be driven simultaneously when the shuttle moves along the main rail. This results in a longer transmission chain, reduced transmission efficiency, and consequently, increased motor power consumption, severely impacting battery life. This not only increases operating costs but also limits the shuttle's application potential in long-term, high-intensity operating environments. Summary of the Invention

[0005] This invention proposes a four-way shuttle with separate drive for the main and auxiliary rails based on gearbox transmission. It has the advantage of separate drive for the main and auxiliary rails and wheels, and solves the problem of the transmission chain lengthening caused by a single motor driving bidirectional moving parts as mentioned in the background art.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a four-way shuttle with separate drive for mother and daughter rails based on gearbox transmission, comprising: a frame, with daughter rail wheels symmetrically and movably mounted on the side, and a mother rail wheel movably mounted on the side of the frame adjacent to the daughter rail wheels via a guide frame; a lifting and switching assembly for driving the guide frame to move up and down is fixedly mounted on the surface of the frame, and a carrier plate for handling goods is movably mounted on the guide frame; a daughter rail drive gearbox driven by a daughter rail drive unit is installed on the inner side wall of the frame, the daughter rail drive gearbox is used to drive the daughter rail wheels to rotate, realizing independent drive of the daughter rail wheels by the daughter rail drive unit; a mother rail drive reducer is fixedly mounted in the middle of the frame, the mother rail drive unit is fixedly mounted at the input end of the mother rail drive reducer, and the output end is fixedly connected to the mother rail wheel on the guide frame via a universal joint coupling, realizing independent drive of the mother rail wheel by the mother rail drive unit.

[0007] Furthermore, the inner side of the subrail travel gearbox is movably mounted with a drive gear, an intermediate transmission gear, a synchronizing gear, and an energizing cylindrical gear that mesh sequentially; the drive gear and the synchronizing gear are respectively fixed coaxially to the subrail wheels on the outer side of the frame, and the intermediate transmission gears on the two subrail travel gearboxes are connected by the subrail travel transmission shaft; the output end of the subrail drive unit is fixedly connected to the drive gear.

[0008] Furthermore, a detection spring is fixedly connected between the bottom of the carrier plate and the inner side of the frame, and a telescopic tube located inside the detection spring is fixedly installed between the carrier plate and the frame.

[0009] Furthermore, a guide rod is provided at the bottom of the carrier plate, which is movably fitted with the guide frame, and a nut is provided at the bottom of the guide rod.

[0010] Furthermore, an energizing bevel gear, coaxially and fastened to the energizing cylindrical gear, is movably mounted on the outer side of the sub-rail travel gearbox. A drive bevel gear, meshing with the energizing bevel gear, is movably mounted on the output end of the main rail travel reducer. A connecting arm is movably mounted on the outside of the drive bevel gear, and a push spring is provided between the connecting arm and the main rail travel reducer.

[0011] Furthermore, a guide cylinder is fastened to the surface of the frame, and an adjusting rod is installed inside the guide cylinder. The adjusting rod is movably installed to the bottom of the carrier plate. An energizing ring groove is opened in the middle of the adjusting rod. An adjusting top rod is fixedly installed at the end of the connecting arm and is movably fitted with the outer side of the guide cylinder. The connecting arm is pushed by the spring force of the push spring, causing the adjusting top rod to push towards the outer side of the adjusting rod.

[0012] Furthermore, the adjusting rod is cylindrical, and a limiting protrusion is provided on the outer side of the top of the adjusting rod.

[0013] Furthermore, an activation switch is fixedly installed on the outer side of the guide cylinder. After the adjusting rod moves to the activation switch position, the activation switch sends an electrical signal to the control unit to realize the synchronous operation of the sub-rail drive unit and the main rail drive unit.

[0014] Furthermore, an alarm ring groove is provided on the side of the adjusting rod, located above the energizing ring groove, and the energizing ring groove and the alarm ring groove are transitioned by an oblique angle. A gear rack is fastened to the side of the adjusting rod, and a partial cylindrical gear is fixedly installed on the side of the drive bevel gear. An alarm switch is fixedly installed at the bottom of the outer side of the guide cylinder. After the adjusting rod moves to the position of the alarm switch, the alarm switch inputs a signal to the control system, controlling the main rail drive unit to start independently, while the sub-rail drive unit stops working.

[0015] Furthermore, a whistle is fixedly installed at the bottom of the guide tube, communicating with the inner cavity of the guide tube. When the air pressure inside the guide tube changes, the whistle emits a sound.

[0016] The present invention has the following beneficial effects:

[0017] This invention provides a four-way shuttle with separate drive for main and secondary rails based on gearbox transmission. The main rail wheel and the secondary rail wheel are independently controlled by the secondary rail drive unit and the main rail drive unit, respectively, thereby achieving separate drive for the main rail wheel and the secondary rail wheel, improving the overall transmission efficiency of the walking mechanism, reducing useless energy consumption loss, and thus achieving the effect of separate drive for main and secondary rails.

[0018] Furthermore, when the load is overloaded, the main rail drive unit and the sub-rail drive unit can work together to increase the load capacity of the traveling mechanism. When the load is small, a single motor drive can be used to reduce the use of the drive mechanism, thereby enhancing the equipment's endurance. When the load is large, a dual-motor drive can be used to increase the equipment's load capacity and ensure the normal handling of goods. Attached Figure Description

[0019] The accompanying drawings, which form part of this specification, illustrate embodiments of the invention and, together with the specification, serve to explain the principles of the invention.

[0020] The invention will be more clearly understood with reference to the accompanying drawings and the following detailed description, wherein:

[0021] Figure 1 This is a schematic diagram of the overall external three-dimensional structure of the present invention;

[0022] Figure 2 This is a top view of the overall structure of the present invention after the carrier plate has been removed;

[0023] Figure 3 This is a schematic diagram of the internal planar structure of the sub-rail travel gearbox of the present invention;

[0024] Figure 4 This is a schematic diagram of the overall internal three-dimensional structure of the present invention;

[0025] Figure 5 This is a three-dimensional structural diagram of the carrier plate of the present invention;

[0026] Figure 6 This is a schematic diagram showing the position and three-dimensional structure of each component on the main rail travel reducer of the present invention;

[0027] Figure 7 This is a schematic diagram showing the installation position and three-dimensional cross-sectional structure of the drive bevel gear of the present invention;

[0028] Figure 8 This is a three-dimensional cross-sectional view of the internal components of the guide cylinder of the present invention.

[0029] In the diagram: 1. Frame; 2. Carrier plate; 201. Detection spring; 3. Main rail wheel; 4. Sub-rail wheel; 5. Sub-rail travel gearbox; 501. Drive gear; 502. Intermediate transmission gear; 503. Synchronizing gear; 504. Energizing cylindrical gear; 6. Sub-rail travel drive shaft; 7. Universal joint coupling; 8. Sub-rail drive unit; 9. Main rail drive unit; 10. Main rail travel reducer; 11. Lifting switching assembly; 12. Adjusting rod; 120. Energizing ring groove; 121. Alarm ring groove; 123. Gear rack; 13. Energizing bevel gear; 14. Drive bevel gear; 15. Partial cylindrical gear; 16. Connecting arm; 161. Adjusting top rod; 17. Guide cylinder; 18. Energizing switch; 19. Alarm switch; 20. Sentry body. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] Example 1, please refer to Figures 1-4It can be seen that the side of the frame 1 is symmetrically and movably equipped with sub-rail wheels 4, which can move along the sub-rail, denoted as the X-axis direction. Adjacent to the sub-rail wheels 4, the side of the frame 1 is movably equipped with a guide frame and a main rail wheel 3. A lifting and switching assembly 11 for driving the guide frame to move up and down is fixedly installed on the surface of the frame 1. The lifting and switching assembly 11 enables the guide frame to drive the main rail wheel 3 to move up and down, thus ensuring easy rail switching when the equipment moves to the intersection of the main and sub-rails. More specifically, the lifting and switching assembly 11 consists of a motor and a lead screw. The motor is securely mounted on the inside of the frame 1, and a lead screw threadedly connected to the guide frame is fixedly installed on the motor's output shaft. The control unit controls the forward and reverse rotation of the motor, thereby enabling the guide frame to move up and down. Based on this, a carrier plate 2 is movably mounted on the guide frame. When the lifting and switching assembly 11 drives the guide frame to move up and down, the guide frame forces the carrier plate 2 to move up and down, thus realizing the handling of goods.

[0032] from Figure 2 and Figure 3 It can be seen that the inner wall of the frame 1 has a subrail travel gearbox 5 that is bolted on. Inside the subrail travel gearbox 5, a drive gear 501, an intermediate transmission gear 502, a synchronizing gear 503, and an energizing cylindrical gear 504 are movably mounted and meshed sequentially. The drive gear 501 and the synchronizing gear 503 are coaxially fixed to the subrail wheels 4 on the outer side of the frame 1. The intermediate transmission gears 502 on the two subrail travel gearboxes 5 are connected by a subrail travel drive shaft 6. A subrail drive unit 8 is fixedly mounted on the outer side of one of the subrail travel gearboxes 5. The output end of the subrail drive unit 8 is fixedly connected to either the drive gear 501 or the synchronizing gear 503, thereby driving the subrail wheels 4 to perform directional movement.

[0033] A main rail travel reducer 10 is fixedly installed in the middle of the frame 1, from Figure 1 , Figure 2 , Figure 6 and Figure 7 It can be seen that the input end of the main rail travel reducer 10 is fixedly installed with the main rail drive unit 9, and the output end is fixedly connected to the main rail wheel 3 on the guide frame by means of the universal joint coupling 7. The main rail drive unit 9 can drive the two main rail wheels 3 to move in a directional manner.

[0034] In practical applications, the lifting and switching assembly 11 drives the guide frame downwards, placing the main rail wheel 3 onto the main rail. Goods are then placed onto the carrier plate 2 using a forklift or other handling equipment. Afterwards, the control unit drives the main rail drive unit 9 to rotate, utilizing the main rail travel reducer 10 and universal joint coupling 7 to transmit power, causing the main rail wheel 3 to move the goods along the main rail.

[0035] Once the chassis 1 moves to the intersection of the main track and the sub-track, the lifting and switching assembly 11 uses the guide frame to lift the carrier plate 2, which in turn lifts the cargo. At this point, the sub-track wheels 4 are placed on the sub-track, and the sub-track drive unit 8 drives the sub-track travel gearbox 5. Through the sub-track travel transmission shaft 6, the sub-track wheels 4 move along the sub-track. Finally, once the desired position is reached, the lifting and switching assembly 11 lowers the carrier plate 2 and places the cargo in the sub-track's placement area, thus completing the cargo placement. To retrieve the cargo later, the process is reversed.

[0036] Example 2 is a further improvement on Example 1. Please refer to Example 1. Figure 4 and Figure 5 It can be seen that a detection spring 201 is fixedly connected between the bottom of the carrier plate 2 and the inner side of the frame 1. A telescopic tube located inside the detection spring 201 is fixedly installed between the carrier plate 2 and the frame 1, ensuring that the carrier plate 2 can only move up and down. Furthermore, a guide rod is provided at the bottom of the carrier plate 2, which is movably fitted with the guide frame, further restricting the carrier plate 2 to only move up and down. A nut is provided at the bottom of the guide rod. Under normal conditions, the carrier plate 2 is forced to move upwards due to the elastic force of the detection spring 201. When the lifting switching assembly 11 drives the guide frame to descend to its bottom limit, the guide frame can force the carrier plate 2 to move downwards by pulling the nut.

[0037] from Figure 2 , Figure 3 , Figure 6 and Figure 7 It can be seen that an energizing bevel gear 13, coaxially and securely mounted to the energizing cylindrical gear 504, is movably installed on the outer side of the sub-rail travel gearbox 5. Correspondingly, a drive bevel gear 14, meshing with the energizing bevel gear 13, is movably fitted at the output end of the main rail travel reducer 10. It should be noted that the cross-sectional shape of the output end of the main rail travel reducer 10 is elliptical, enabling the main rail travel reducer 10 to not only drive the drive bevel gear 14 to rotate, but also for the drive bevel gear 14 to move axially along the output end of the main rail travel reducer 10. A connecting arm 16 is movably installed on the outside of the drive bevel gear 14. The connecting arm 16 and the drive bevel gear 14 can only rotate relative to each other. When the connecting arm 16 moves axially along the output end of the main rail travel reducer 10, it can synchronously drive the drive bevel gear 14 to move. A push spring is provided between the connecting arm 16 and the main rail travel reducer 10. The connecting arm 16, pushed by the push spring, drives the drive bevel gear 14 closer to the energizing bevel gear 13, ultimately causing them to mesh and transmit power.

[0038] Furthermore, the frame 1 has a guide cylinder 17 bolted to its surface, and an adjusting rod 12 is fitted inside the guide cylinder 17. Figure 2 , Figures 6-8It can be seen that the adjusting rod 12 is cylindrical, and a limiting protrusion is provided on the outer side of the top of the adjusting rod 12. After the adjusting rod 12 is movably installed to the bottom of the carrier plate 2, the adjusting rod 12 can move vertically along the carrier plate 2 within a certain range. An energizing ring groove 120 is opened in the middle of the adjusting rod 12, and the energizing ring groove 120 and the bottom outer side of the adjusting rod 12 are arranged in a stepped groove. Correspondingly, an adjusting top rod 161 is fixedly installed at the end of the connecting arm 16 and is movably fitted with the outer side of the guide cylinder 17. The connecting arm 16 is pushed by the spring force, forcing the adjusting top rod 161 to always tend to push towards the outer side of the adjusting rod 12. Figure 8 It can be seen that an activation switch 18 is fixedly installed on the outer side of the guide cylinder 17. When the adjusting rod 12 moves to the position of the activation switch 18, the activation switch 18 sends an electrical signal to the control unit to realize the synchronous operation of the sub-rail drive unit 8 and the main rail drive unit 9.

[0039] In this embodiment, during the specific handling process, the lifting and switching assembly 11 places the mother rail wheel 3 on the mother rail. At this time, the carrier plate 2 is pushed upward by the elastic force of the detection spring 201. The carrier plate 2 drives the adjusting rod 12 to move upward, and the bottom of the adjusting rod 12 moves away from the activating switch 18. At this time, the adjusting top rod 161 reaches the bottom of the outer side of the adjusting rod 12, the connecting arm 16 compresses the push spring, and the driving bevel gear 14 moves away from the activating bevel gear 13.

[0040] The goods are placed on the carrier plate 2 using a handling tool. If the goods are relatively light, the carrier plate 2 will still lift the goods due to the force of the detection spring 201. The adjusting rod 12 will not descend or will not descend enough to move the energizing ring groove 120 to the adjusting top rod 161, and the energizing bevel gear 13 and the driving bevel gear 14 will not mesh. Then, the frame 1 is driven by the mother rail drive unit 9 to move along the Y-axis. When it reaches the intersection of the X and Y axes, the guide frame is pushed upward by the mother rail wheel 3, and the mother rail wheel 3 is lifted, and the sub-rail wheel 4 enters the sub-track. Finally, when the sub-rail wheel 4 moves into position along the sub-track, the goods on the carrier plate 2 are placed in the corresponding position.

[0041] If the cargo is relatively heavy, the cargo placed on the carrier plate 2 will cause the carrier plate 2 to compress the detection spring 201. The carrier plate 2 pushes the adjusting rod 12 downward, and the energizing ring groove 120 aligns with the adjusting rod 161. At the same time, the adjusting rod 12 will also move to the position of the energizing switch 18. The energizing switch 18 inputs a signal to the control unit, realizing the synchronous operation of the sub-rail drive unit 8 and the main rail drive unit 9. Since the energizing ring groove 120 moves to the position of the adjusting rod 161 at this time, the connecting arm 16 is pushed by the push spring, causing the adjusting rod 161 to abut against the energizing ring groove 120. The push spring uses the connecting arm 16 to push the drive bevel gear 14 to mesh with the energizing bevel gear 13 for transmission. At this time, dual power drive is used between the sub-rail drive unit 8 and the main rail drive unit 9 to carry out dual-motor handling of overweight cargo.

[0042] After the vehicle frame 1 transports the goods to the junction of the main track and the sub-track, the lifting and switching assembly 11 pushes the guide frame upward, causing the carrier plate 2 to move upward. At this time, the adjusting rod 12 and the carrier plate 2 move relative to each other, but the carrier plate 2 does not pull the adjusting rod 12 upward. As the sub-rail wheel 4 enters the sub-track, the vehicle frame 1 moves along the sub-track to the placement area. The lifting and switching assembly 11 pulls the guide frame downward to its limit. At the same time, the guide frame pulls the carrier plate 2 downward, and the goods on the carrier plate 2 fall into the placement area. Finally, when the carrier plate 2 is lower than the bottom of the goods, the sub-rail wheel 4 is used to remove the vehicle frame 1 from the bottom of the goods.

[0043] For the reset of the adjusting rod 12, after the frame 1 is removed from the bottom of the cargo, the lifting switching assembly 11 pushes the guide frame upward. The upward guide frame eventually reaches the bottom of the carrier plate 2 and pushes the carrier plate 2 further upward. The adjusting rod 161 has a rounded top design. The upward adjusting rod 12 causes the energizing ring groove 120 to push the adjusting rod 161 outward, forcing the adjusting rod 161 to reach the bottom of the outer side of the adjusting rod 12 again. Afterward, the connecting arm 16 compresses the push spring and moves the drive bevel gear 14 away from the energizing bevel gear 13, finally disengaging the transmission between the energizing bevel gear 13 and the drive bevel gear 14.

[0044] When goods need to be removed from the sub-track, the lifting and switching assembly 11 is used to pull the guide frame downwards, which then moves the carrier plate 2 downwards, facilitating its entry into the bottom of the goods. After the chassis 1 enters the bottom of the goods, the lifting and switching assembly 11 pushes the guide frame upwards until it moves the carrier plate 2 and the goods upwards, causing the energizing ring groove 120 to move relatively away from the adjusting rod 161. Finally, the lifting and switching assembly 11 drives the guide frame downwards. If the goods on the sub-track are light, the energizing ring groove 120 will not move closer to the adjusting rod 161; conversely, if the goods on the sub-track are heavy, the adjusting rod 12 will move downwards until the energizing ring groove 120 and the adjusting rod 161 correspond, thus enabling dual-drive transportation of overweight goods.

[0045] Example 3 is a further improvement on Example 2. Please refer to Example 2. Figures 4-6 It can be seen that the side of the adjusting rod 12 has an alarm ring groove 121 located above the energizing ring groove 120, and the energizing ring groove 120 and the alarm ring groove 121 are transitioned by an oblique angle. In addition, the side of the adjusting rod 12 has a gear rack 123 that is bolted on. Correspondingly, a partial cylindrical gear 15 is fixedly installed on the side of the drive bevel gear 14. When the gear rack 123 moves down and aligns with the partial cylindrical gear 15, the partial cylindrical gear 15 and the gear rack 123 engage intermittently.

[0046] An alarm switch 19 is fixedly installed at the bottom of the outer side of the guide cylinder 17. When the adjusting rod 12 moves to the position of the alarm switch 19, the alarm switch 19 inputs a signal to the control system, controlling the main rail drive unit 9 to start independently, while the sub-rail drive unit 8 stops working. Preferably, the alarm switch 19 is set as a delayed stop switch. When the adjusting rod 12 reaches the alarm switch 19, the alarm switch 19 sends a signal to the control unit. When the adjusting rod 12 moves away from the alarm switch 19, the alarm switch 19 will start a delayed stop timer to prevent the alarm switch 19 from sending an incorrect signal to the control unit when the adjusting rod 12 moves upward due to the push of the local cylindrical gear 15. At the same time, a whistle 20 communicating with the inner cavity of the guide cylinder 17 is fixedly installed at the bottom of the guide cylinder 17. When the air pressure in the inner cavity of the guide cylinder 17 changes, the whistle 20 will sound.

[0047] In practical application, as can be seen from the content of Example 2, goods need to be input on the main track first and then transported to the sub-track for placement and storage. Therefore, when goods are placed from the main track, if the goods are light or heavy, they should be transported and placed for storage as described in Example 2.

[0048] If the placed goods are overweight, in order to protect the frame 1, from Figure 4 and Figure 8 As can be seen, excessively heavy cargo will cause the adjusting rod 12 to move downwards, and after the energizing ring groove 120 passes the adjusting top rod 161, it will move further downwards, forcing the alarm ring groove 121 to push the adjusting top rod 161 outwards. The connecting arm 16 compresses the push spring, forcing the drive bevel gear 14 and the energizing bevel gear 13 to disengage. The connecting arm 16 will also reach the position of the alarm switch 19. The alarm switch 19 inputs a signal to the control unit, causing the main rail drive unit 9 to start independently. The adjusting rod 12 moves downwards and brings the gear rack 123 and the partial cylindrical gear 15 closer together.

[0049] Subsequently, as the main rail drive unit 9 is activated, it drives the partial cylindrical gear 15 to rotate counterclockwise. After the partial cylindrical gear 15 meshes with the gear rack 123, the partial cylindrical gear 15 pushes the gear rack 123, and the detection spring 201 pushes the carrier plate 2 with elastic force, forcing the carrier plate 2 to tend to push the cargo upward. When the partial cylindrical gear 15 and the gear rack 123 disengage, the cargo, under the action of gravity, pushes the adjusting rod 12 downward with the carrier plate 2. When the adjusting rod 12 moves up and down along the guide cylinder 17, the airflow at the bottom of the inner cavity of the guide cylinder 17 can only be exchanged through the whistle body 20, which will emit a continuous sound. The operator judges whether the cargo is overweight by sound and sight based on the continuous up and down movement of the cargo and the sound emitted by the whistle body 20.

Claims

1. A four-way shuttle vehicle with separate drive for master and slave rails based on gearbox transmission, characterized in that, include: The frame (1) has a symmetrically movable sub-rail wheel (4) on its side. The frame (1) adjacent to the sub-rail wheel (4) has a movable mother rail wheel (3) on its side via a guide frame. The surface of the frame (1) is fixedly installed with a lifting and switching assembly (11) for driving the guide frame to move up and down. The guide frame is movably installed with a carrier plate (2) for handling goods. The inner wall of the frame (1) is equipped with a subrail travel gearbox (5) driven by the subrail drive unit (8). The subrail travel gearbox (5) is used to drive the subrail wheel (4) to rotate, so that the subrail drive unit (8) can drive the subrail wheel (4) independently. A main rail travel reducer (10) is fixedly installed in the middle of the frame (1). A main rail drive unit (9) is fixedly installed at the input end of the main rail travel reducer (10). The output end is fixedly connected to the main rail wheel (3) on the guide frame by a universal joint coupling (7), so that the main rail drive unit (9) can independently drive the main rail wheel (3).

2. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 1, characterized in that, The inner side of the subrail travel gearbox (5) is movably installed with a drive gear (501), an intermediate transmission gear (502), a synchronizing gear (503), and an energizing cylindrical gear (504) that mesh in sequence; the drive gear (501) and the synchronizing gear (503) are coaxially fixed to the subrail wheel (4) on the outer side of the frame (1), and the intermediate transmission gear (502) on the two subrail travel gearboxes (5) are connected by the subrail travel transmission shaft (6); the output end of the subrail drive unit (8) is fixedly connected to the drive gear (501).

3. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 1, characterized in that, A detection spring (201) is fixedly connected between the bottom of the carrier plate (2) and the inner side of the frame (1), and a telescopic tube located inside the detection spring (201) is fixedly installed between the carrier plate (2) and the frame (1).

4. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 3, characterized in that, The bottom of the carrier plate (2) is provided with a guide rod that is movably fitted with the guide frame, and a nut is provided at the bottom of the guide rod.

5. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 3, characterized in that, An energizing bevel gear (13) is movably mounted on the outer side of the sub-rail travel gearbox (5) and is coaxially and fastened to the energizing cylindrical gear (504). A driving bevel gear (14) that meshes with the energizing bevel gear (13) is movably mounted on the output end of the main rail travel reducer (10). A connecting arm (16) is movably mounted on the outside of the driving bevel gear (14). A push spring is provided between the connecting arm (16) and the main rail travel reducer (10).

6. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 5, characterized in that, A guide tube (17) is fastened to the surface of the frame (1), and an adjusting rod (12) is fitted inside the guide tube (17). The adjusting rod (12) is movably installed to the bottom of the carrier plate (2). An energizing ring groove (120) is opened in the middle of the adjusting rod (12). An adjusting top rod (161) is fixedly installed at the end of the connecting arm (16) and is movably fitted to the outer side of the guide tube (17). The connecting arm (16) is pushed by the spring force of the push spring, causing the adjusting top rod (161) to push towards the outer side of the adjusting rod (12).

7. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 6, characterized in that, The adjusting rod (12) is cylindrical, and a limiting protrusion is provided on the outer side of the top of the adjusting rod (12).

8. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 6, characterized in that, An activation switch (18) is fixedly installed on the outer side of the guide cylinder (17). After the adjusting rod (12) moves to the position of the activation switch (18), the activation switch (18) sends an electrical signal to the control unit to realize the synchronous operation of the sub-rail drive unit (8) and the main rail drive unit (9).

9. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 6, characterized in that, An alarm ring groove (121) is provided on the side of the adjusting rod (12) above the energizing ring groove (120), and the energizing ring groove (120) and the alarm ring groove (121) are connected by an oblique angle. A gear rack (123) is fastened to the side of the adjusting rod (12), and a partial cylindrical gear (15) is fixedly installed on the side of the drive bevel gear (14). An alarm switch (19) is fixedly installed on the bottom of the outer side of the guide cylinder (17). After the adjusting rod (12) moves to the position of the alarm switch (19), the alarm switch (19) inputs a signal to the control system, which controls the main rail drive unit (9) to start independently, while the sub-rail drive unit (8) stops working.

10. The four-way shuttle car with separate drive for mother and child rails based on gearbox transmission according to claim 9, characterized in that, A whistle (20) is fixedly installed at the bottom of the guide tube (17) and communicates with the inner cavity of the guide tube (17). When the air pressure in the inner cavity of the guide tube (17) changes, the whistle (20) makes a sound.

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