Single-rail looped shuttle vehicle

Abstract

The application provides a single-track ring-shaped shuttle vehicle and relates to the technical field of transportation equipment, and solves the technical problem of poor operation reliability of a double-track shuttle vehicle system in the prior art. The device is applied to a stereoscopic warehouse with a single RGV special track, and the single-track ring-shaped shuttle vehicle comprises a transfer mechanism, a frame body, a guide rail walking mechanism, a ground walking mechanism and a driving device. The transfer mechanism is arranged on the upper part of the frame body, the guide rail walking mechanism and the ground walking mechanism are both connected to the lower part of the frame body, the number of the driving device is one, the driving device is connected to one guide rail walking mechanism, and the driving device is fixedly installed on the lower part of the frame body. When the guide rail walking mechanism rolls along the RGV special track, the ground walking mechanism walks along the ground.

Description

Technical Field

[0001] This invention relates to the field of transportation equipment technology, and in particular to a single-track circular shuttle. Background Technology

[0002] As the demand for automated storage and retrieval systems (AS / RS) continues to grow across various industries, the application areas of AS / RS are constantly expanding, storage methods are becoming increasingly diversified, and higher requirements are being placed on the efficient utilization of warehouse space.

[0003] In the actual construction and application of automated storage and retrieval systems (AS / RS), to balance economic benefits, the level of automation within the warehouse, and the reliability of system operation, different types of shuttles are typically used to connect with the conveyor network, enabling the transfer of goods units between inside and outside the warehouse. Due to differences in factors such as conveying efficiency, space conditions, construction costs, and load capacity, the structural forms of shuttles exhibit diverse characteristics.

[0004] Traditional dual-track shuttle systems have several shortcomings in practical applications, as follows:

[0005] 1. The cost of basic track materials for a dual-track system is more than twice that of a single-track system. The manufacturing difficulty of curved rails is particularly prominent: the curvature and relative parallelism tolerances of the inner and outer rails must be strictly controlled within 0.1mm; otherwise, the trolley will directly cause it to jam when turning. This precision requirement increases the manufacturing cost of curved rails to 3-4 times that of single-track systems. During installation, the parallelism and levelness of the two rails must be ensured simultaneously, requiring extremely high standards for foundation flatness and the technical skills of the installation personnel. The overall installation cycle is more than 50% longer than that of a single-track system.

[0006] 2. The difference in arc length between the inner and outer rails of the dual-rail curved system results in a travel difference of up to 10% or more between the inner and outer wheels when the trolley is cornering. Therefore, two independent drive mechanisms with differential synchronization control are necessary. However, in actual operation, perfect matching of the two drive mechanisms is difficult to achieve, easily leading to wheel slippage and rail wear during cornering, causing abnormal wear on the guide wheels and wheels. The system failure rate is more than 20% higher than that of the single-rail system. At the same time, to ensure cornering stability, the cornering speed limit of the dual-rail system is more stringent, further reducing the average operating efficiency of the system.

[0007] 3. The overall track width of a dual-track system is typically 3 to 5 times that of a single-track system. For example, a single-track circular line only requires a width of 100mm, while a dual-track system requires over 400mm. In space-constrained factory or narrow-aisle warehouse scenarios, the space occupation disadvantage is significant. Even with an overhead layout, the load-bearing requirements for the load-bearing beams are much higher for dual-track systems than for single-track systems, directly doubling the installation cost and failing to leverage the advantage of single-track systems in "efficiently utilizing upper space." Furthermore, if adjustments to the line layout are needed, the modification cost for a dual-track system is more than twice that of a single-track system, and the flexibility of layout adjustments is significantly weaker than that of a single-track system.

[0008] 4. The dual-track shuttle has a more complex body structure. The two sets of drive mechanisms and more transmission components not only increase the failure rate of the equipment itself, but also require simultaneous inspection of the wear condition and parallelism of the two tracks during maintenance, as well as calibration of the synchronization of the drive system. The workload of replacing vulnerable parts is twice that of single-track, and the daily maintenance cost is more than 40% higher than that of single-track. At the same time, the trolley is heavier and its operating energy consumption is about 25% higher than that of single-track, resulting in a significant cost disadvantage in long-term operation.

[0009] To address the shortcomings of traditional dual-track shuttle systems, this invention reduces system construction and operation costs by simplifying the number of tracks and optimizing the driving mechanism, thereby effectively improving the utilization rate of warehouse space and the reliability of system operation. Summary of the Invention

[0010] The purpose of this invention is to provide a single-track circular shuttle to solve the technical problem of poor reliability in cornering operation of existing dual-track shuttle systems. The various technical effects of the preferred solutions among the many technical solutions provided by this invention are detailed below.

[0011] To achieve the above objectives, the present invention provides the following technical solution: The present invention provides a single-track circular shuttle car for use in an automated warehouse with a single dedicated RGV track. The single-track circular shuttle car includes a transfer mechanism, a frame, a guide rail traveling mechanism, a ground traveling mechanism, and a drive device. The transfer mechanism is located on the upper part of the frame, and the guide rail traveling mechanism and the ground traveling mechanism are both connected to the lower part of the frame. There is one drive device, which is connected to one of the guide rail traveling mechanisms and is fixedly installed on the lower part of the frame. When the guide rail traveling mechanism rolls along the dedicated RGV track, the ground traveling mechanism travels along the ground.

[0012] Optionally, the two guide rail walking mechanisms and the two ground walking mechanisms are located at the four corners of the frame, all the guide rail walking mechanisms are located on the same side of the frame, and all the ground walking mechanisms are located on the opposite side of the frame.

[0013] Optionally, the frame includes two long legs and two short legs. The height of the long legs is higher than the height of the short legs. The two long legs are connected to two ground walking mechanisms in a one-to-one correspondence, and the two short legs are connected to two guide rail walking mechanisms in a one-to-one correspondence.

[0014] Optionally, the guide rail traveling mechanism includes a main body and guide wheel assemblies. The upper end of the main body is connected to the frame. There are two sets of guide wheel assemblies, which are respectively connected to the front and rear ends of the main body.

[0015] Optionally, the guide wheel assembly includes guide wheels and a connecting plate. The connecting plate is connected to the main body. There are two guide wheels, which are located at opposite ends of the connecting plate. The guide wheels and the connecting plate are rotatably connected via connectors. The two guide wheels are tumbled to both sides of the RGV dedicated track.

[0016] Optionally, the guide wheel is arranged laterally.

[0017] Optionally, the main body includes a main body wheel and a frame, the main body wheel is located inside the frame, and the main body wheel is rotatably connected to the two side walls of the frame via a coupling; The frame has an opening at its bottom, and the bottom of the main wheel protrudes from the opening and is rolledly connected to the top surface of the RGV dedicated track.

[0018] Optionally, the ground walking mechanism is a caster wheel assembly.

[0019] Optionally, the transfer mechanism is a roller conveyor.

[0020] Optionally, it also includes a control cabinet, which is installed at the lower part of the frame, and the drive device and the transfer mechanism are both electrically connected to the control cabinet.

[0021] This invention provides a single-track circular shuttle vehicle, employing a single dedicated RGV track and a single drive unit. It utilizes a configuration where a guide rail walking mechanism and a ground walking mechanism work in concert. The guide rail walking mechanism provides precise guidance along the dedicated RGV track, while the ground walking mechanism provides auxiliary load-bearing and lateral support. Based on a simplified single-track structure, this design effectively ensures the stability and load-bearing reliability of the vehicle, avoiding the tilting risks that may occur with single-track configurations. While simplifying the system, it meets the load-bearing and safety requirements for routine cargo transfer in automated warehouses. With only one drive unit connected to a single guide rail walking mechanism, it eliminates the wheel travel difference problem caused by the difference in the inner and outer rail arc lengths of dual-track systems. It also eliminates the need for dual-drive differential speed synchronization control. Furthermore, single-track cornering is not constrained by the synchronization of dual drives, allowing for higher cornering speeds, effectively improving the average operating efficiency of the shuttle vehicle and accelerating the turnover rate of goods within the warehouse.

[0022] The preferred technical solution of the present invention can also produce at least the following technical effects: Furthermore, the single-track layout reduces the amount of main track materials used compared to a dual-track system; the curved track processing eliminates the need to control the parallelism tolerances of the inner and outer tracks, significantly lowering the required processing precision. On-site installation only requires calibrating the levelness and alignment accuracy of a single track, eliminating the need to control the parallelism of both tracks. This significantly reduces the requirements for foundation flatness and the technical skill level of the installers, resulting in a shorter overall installation cycle compared to a dual-track system.

[0023] The lateral width of a single RGV dedicated track is shorter than that of a dual-track system, which can significantly reduce the space occupied by the line. In storage scenarios with narrow aisles and limited space, it can effectively release storage area and improve the space utilization of the warehouse area. When adopting an aerial layout, the load requirements of the single track on the load-bearing beams are significantly reduced, making full use of the advantages of the upper space.

[0024] The vehicle body is equipped with only a single drive unit and four sets of walking mechanisms, resulting in a more streamlined overall structure and a significantly reduced inherent failure rate. Routine maintenance only requires inspection and calibration of the wear condition of a single track and a single drive system, reducing the workload of replacing vulnerable parts and lowering daily maintenance costs. At the same time, the single-drive configuration reduces the vehicle body's weight, resulting in lower energy consumption under the same load and operating conditions, and a significant cost advantage in long-term operation. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a structural schematic diagram of the single-track circular shuttle provided in an embodiment of the present invention at angle one; Figure 2 This is a schematic diagram of the structure of the single-track circular shuttle provided in an embodiment of the present invention at angle two; Figure 3 This is a structural schematic diagram of the connection angle between the guide rail walking mechanism and the drive device of the single-track circular shuttle provided in the embodiment of the present invention; Figure 4 This is a schematic diagram of the connection between the guide rail walking mechanism and the drive device of the single-track circular shuttle provided in this embodiment of the invention at angle two.

[0027] 1. Transfer mechanism in the diagram; 2. Frame; 21. Long support leg; 22. Short support leg; 3. Guide rail traveling mechanism; 31. Main body; 311. Main body wheel; 312. Frame; 32. Guide wheel assembly; 321. Guide wheel; 322. Connecting plate; 4. Ground walking mechanism; 5. Drive equipment; 6. Dedicated RGV track; 7. Control cabinet. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0029] In the description of this invention, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0031] This invention provides a single-track circular shuttle car for use in an automated warehouse with a single dedicated RGV track 6. The single-track circular shuttle car includes a transfer mechanism 1, a frame 2, a guide rail walking mechanism 3, a ground walking mechanism 4, and a drive device 5. The automated warehouse is equipped with a single dedicated RGV track 6, and the single-track circular shuttle car travels on the single dedicated RGV track 6.

[0032] The transfer mechanism 1 is located on the upper part of the frame 2. The guide rail traveling mechanism 3 and the ground traveling mechanism 4 are both connected to the lower part of the frame 2. There is one drive device 5, which is connected to one guide rail traveling mechanism 3 as the driving wheel set. The other guide rail traveling mechanism 3 is not connected to the drive device 5 and serves as the driven wheel set. The drive device 5 is fixedly installed on the lower part of the frame 2. When the guide rail traveling mechanism 3 rolls along the RGV dedicated track 6, the ground traveling mechanism 4 travels along the ground. The single-track circular shuttle provided by this invention adopts a configuration with a single RGV dedicated track 6, a single set of drive devices 5, and a guide rail traveling mechanism 3 and a ground traveling mechanism 4 working together. The guide rail traveling mechanism 3 achieves precise guidance along the RGV dedicated track 6, and the ground traveling mechanism 4 provides auxiliary load-bearing and lateral support. Based on the simplified single-track structure, it effectively ensures the stability and load-bearing reliability of the vehicle body operation, avoids the side tilting risk that may occur with the single-track configuration, and meets the load-bearing and safety requirements of routine cargo transfer in automated warehouses while simplifying the system. With only one drive unit 5 connected to a single set of guide rail walking mechanism 3, there is no problem of wheel travel difference caused by the difference in the arc length of the inner and outer rails of the two rails. There is no need for dual-drive differential speed synchronization control. At the same time, the single rail is not constrained by the synchronization of the two drives when turning, and can adopt a higher turning speed, effectively improving the average operating efficiency of the shuttle and accelerating the turnover rate of goods in the warehouse.

[0033] As an optional implementation, two guide rail traveling mechanisms 3 and two ground traveling mechanisms 4 are located at the four corners of the frame 2, forming a rectangular stable support structure. This effectively prevents the vehicle body from tilting or swaying, ensuring the smooth transfer of goods. All guide rail traveling mechanisms 3 are located on the same side of the frame 2, and all ground traveling mechanisms 4 are located on the opposite side of the frame 2. The guide rail side and the ground side each employ a double wheel set arrangement, evenly distributing the load, improving the overall vehicle's rated load-bearing capacity, and adapting to heavy-duty warehousing operation requirements. The two ground traveling mechanisms 4 simultaneously bear the weight of the vehicle body and goods, effectively distributing the vertical load of the guide rail traveling mechanisms 3, reducing track pressure and wear. The ground wheel sets are adaptable to conventional ground surfaces, eliminating the need for a high-precision track foundation for the entire line, further reducing the cost and precision requirements of warehouse ground construction.

[0034] As an optional implementation, the frame 2 includes two long legs 21 and two short legs 22. The height of the long legs 21 is higher than that of the short legs 22. The two long legs 21 are connected to two ground walking mechanisms 4 one-to-one, and the two short legs 22 are connected to two guide rail walking mechanisms 3 one-to-one. This can offset the elevation difference between the RGV dedicated track 6 and the ground, keeping the top transfer surface of the frame 2 horizontal. This ensures stable cargo loading and precise height docking with the conveying equipment in the warehouse, preventing jamming during cargo transfer. The legs are vertically connected to the walking mechanisms, and the load of the vehicle body and cargo is transmitted vertically downwards along the legs. The force transmission path is smooth, preventing additional torsional deformation of the frame 2, effectively improving the overall structural strength of the frame, and providing better stability during heavy-load operation. The differentiated outrigger heights can directly adapt to the height difference between conventional ground levels and standard monorails, eliminating the need for additional elevation or subsidence modifications to the track foundation or ground. This simplifies on-site construction, reduces infrastructure costs, and enhances the adaptability of the track layout to different site conditions. Each outrigger set and its corresponding traveling mechanism are assembled independently, allowing for pre-assembly and debugging, resulting in high on-site connection efficiency. During later maintenance and replacement of traveling components, the corresponding outrigger assembly can be disassembled individually without dismantling the entire frame, making maintenance operations more efficient.

[0035] As an optional implementation, the guide rail traveling mechanism 3 includes a main body 31 and guide wheel assemblies 32. The upper end of the main body 31 is connected to the frame 2. There are two sets of guide wheel assemblies 32, which are respectively connected to the front and rear ends of the main body 31. A single set of guide rail traveling mechanism 3 forms a dual-point guide through the front and rear sets of guide wheel assemblies 32. Combined with the overall layout of the two sets of traveling mechanisms on the same side of the frame 2, it forms a longer guiding reference along the track direction, effectively suppressing lateral swaying and deflection during vehicle operation, resulting in higher straight-line traveling accuracy and ensuring precise docking between the transfer mechanism 1 and the upstream and downstream conveying equipment.

[0036] As an optional implementation, the guide wheel assembly 32 includes guide wheels 321 and connecting plates 322. The connecting plates 322 are connected to the main body 31. There are two guide wheels 321, which are located at both ends of the connecting plates 322. The guide wheels 321 and the connecting plates 322 are rotatably connected by connectors. The two guide wheels 321 are respectively rolled to both sides of the RGV special track 6 to form a clamping guide constraint. Whether traveling in a straight line or transitioning to a curve, it can continuously conform to the side of the track to bear the lateral force, effectively suppressing the lateral movement and deflection of the vehicle body, structurally eliminating the risk of derailment, and adapting to high-speed operating conditions.

[0037] As an optional implementation, the guide wheel 321 is arranged laterally, with its wheel surface radially fitted to the side wall of the RGV-specific track 6. Lateral guiding force is transmitted radially along the wheel body, with no additional axial component, resulting in higher guiding load-bearing efficiency. This effectively resists lateral sway and impact during vehicle operation, providing superior stability during straight-line driving and cornering. The rolling direction of the guide wheel perfectly matches the vehicle's traveling direction, and the wheel surface and track side wall are in pure rolling contact, significantly reducing the sliding friction component.

[0038] As an optional implementation, the main body 31 includes a main wheel 311 and a frame 312. The main wheel 311 is located inside the frame 312, and the main wheel 311 is rotatably connected to the two side walls of the frame 312 via couplings. The bottom of the frame 312 is provided with an opening, and the bottom of the main wheel 311 protrudes from the opening and is rolledly connected to the top surface of the RGV dedicated track 6. As the main body 31 of the drive wheel assembly, its coupling is connected to the output shaft of the drive device 5. The main wheel 311 rolls along the top surface of the RGV dedicated track 6, bearing the main vertical load of the entire vehicle, and the force transmission path is direct and smooth. With the lateral clamping and guiding of the guide wheels 321 on both sides, a layered force-bearing structure of vertical bearing and lateral guidance is formed, avoiding the guide wheels 321 from bearing additional vertical loads and extending the service life of the wheel body and the track.

[0039] As an optional implementation, the ground walking mechanism 4 can be a caster assembly. The casters can flexibly adapt to the entire process of the vehicle's straight-line movement and turning. In conjunction with the single-sided guide rail walking mechanism 3, it can autonomously adapt the steering angle when turning, avoiding wheel jamming, dragging, and friction problems, resulting in better cornering smoothness. The casters have multiple points of contact with the ground, distributing the load of the entire vehicle, which is more tolerant of ground flatness and can travel smoothly even with slight unevenness in the ground. No additional steering drive structure is required, simplifying the overall vehicle structure, reducing manufacturing costs, and making subsequent replacement and maintenance simple and convenient. The transfer mechanism 1 can be a roller conveyor. The roller conveyor is suitable for the smooth unloading and transfer of palletized and bin-type goods. It can be seamlessly connected with the front and rear conveyor lines of the warehouse area, allowing for continuous flow of goods in and out of the shuttle car and high transfer efficiency. The rollers have low frictional resistance during rotation, smooth start and stop, and are not easy to scratch or damage goods. The structure is mature and reliable, with strong load-bearing capacity, suitable for heavy-duty transfer conditions in warehousing, and the rollers are easy to inspect and replace, resulting in lower overall operation and maintenance costs.

[0040] As an optional implementation, the single-track circular shuttle also includes a control cabinet 7, which is installed at the lower part of the frame 2. The drive unit 5 and the transfer mechanism 1 are both electrically connected to the control cabinet 7. The control cabinet 7 is integrated into the lower part of the frame 2, providing unified control of the drive unit 5 and the transfer mechanism 1. This enables precise linkage between travel speed adjustment, positioning start / stop, and cargo transfer actions, shortening the delay between each process and improving the overall operating cycle and transfer efficiency. The single centralized control system has simple logic, eliminating the need for dual-drive differential speed synchronous calculations, resulting in higher control reliability and further reducing the failure rate of the electrical control system. The control cabinet 7 is recessed and installed at the bottom of the frame 2, without occupying the upper cargo loading and transfer operation space, ensuring the compactness of the overall vehicle structure. At the same time, its off-ground placement avoids the erosion of ground dust, ash accumulation, and occasional water accumulation, improving the protection capability of electrical control components and adapting to the complex operating environment of the storage area.

[0041] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A single-track circular shuttle vehicle, characterized in that, Applied to automated warehouses with a single dedicated RGV track (6), the single-track circular shuttle includes a transfer mechanism (1), a frame (2), a guide rail walking mechanism (3), a ground walking mechanism (4), and a drive device (5), wherein, The transfer mechanism (1) is located on the upper part of the frame (2), the guide rail walking mechanism (3) and the ground walking mechanism (4) are both connected to the lower part of the frame (2), and there is one drive device (5). The drive device (5) is connected to one of the guide rail walking mechanisms (3) and the drive device (5) is fixedly installed on the lower part of the frame (2). When the guide rail walking mechanism (3) rolls along the RGV dedicated track (6), the ground walking mechanism (4) walks along the ground.

2. The single-track circular shuttle according to claim 1, characterized in that, The two guide rail walking mechanisms (3) and the two ground walking mechanisms (4) are located at the four corners of the frame (2), all the guide rail walking mechanisms (3) are located on the same side of the frame (2), and all the ground walking mechanisms (4) are located on the opposite side of the frame (2).

3. The single-track circular shuttle car according to claim 2, characterized in that, The frame (2) includes long legs (21) and short legs (22), with two long legs (21) and two short legs (22). The height of the long legs (21) is higher than that of the short legs (22). The two long legs (21) are connected to the two ground walking mechanisms (4) in a one-to-one correspondence, and the two short legs (22) are connected to the two guide rail walking mechanisms (3) in a one-to-one correspondence.

4. The single-track circular shuttle car according to claim 1, characterized in that, The guide rail walking mechanism (3) includes a main body (31) and a guide wheel assembly (32). The upper end of the main body (31) is connected to the frame (2). There are two sets of guide wheel assemblies (32), and the two sets of guide wheel assemblies (32) are respectively connected to the front and rear ends of the main body (31).

5. The single-track circular shuttle according to claim 4, characterized in that, The guide wheel assembly (32) includes guide wheels (321) and connecting plates (322). The connecting plates (322) are connected to the main body (31). There are two guide wheels (321). The two guide wheels (321) are located at both ends of the connecting plates (322). The guide wheels (321) and the connecting plates (322) are rotatably connected by connectors. The two guide wheels (321) are rotatably connected to both sides of the RGV special track (6).

6. The single-track circular shuttle according to claim 5, characterized in that, The guide wheel (321) is arranged laterally.

7. The single-track circular shuttle according to claim 4, characterized in that, The main body (31) includes a main body wheel (311) and a frame (312). The main body wheel (311) is located inside the frame (312), and the main body wheel (311) is rotatably connected to the two side walls of the frame (312) through a coupling. The bottom of the frame (312) is provided with an opening, and the bottom of the main wheel (311) protrudes from the opening and is rolledly connected to the top surface of the RGV dedicated track (6).

8. The single-track circular shuttle according to claim 1, characterized in that, The ground walking mechanism (4) is a caster wheel assembly.

9. The single-track circular shuttle according to claim 1, characterized in that, The transfer mechanism (1) is a roller conveyor.

10. The single-track circular shuttle according to claim 1, characterized in that, It also includes a control cabinet (7), which is installed at the lower part of the frame (2), and the drive device (5) and the transfer mechanism (1) are both electrically connected to the control cabinet (7).

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