Rail car logistics transmission equipment

Abstract

The utility model relates to the field of logistics transmission, and discloses a rail car logistics transmission device which comprises a car body, wheels are arranged at the bottom end of the car body, guide rails are in contact with the bottoms of the wheels, a plurality of sets of conveying rollers are rotationally connected to the inner wall of the car body, an anti-skid pad is fixedly connected to the inner wall of the car body, and a rotating rod is rotationally connected to the inner wall of the car body. A sliding groove is formed in the inner wall of the rotating rod, a sliding block is fixedly connected to the outer wall of the pushing rod, a clamping plate is fixedly connected to the tail end of the pushing rod, a guide rod is fixedly connected to the back face of the clamping plate, a pull rod is elastically connected to the inner wall of the rotating rod through a reset spring, and a limiting assembly is fixedly connected to the inner wall of the pull rod. The limiting assembly comprises a limiting block, the back face of the limiting block is fixedly connected with the inner wall of the pull rod, and a plurality of limiting grooves are formed in the back face of the trolley body. According to the utility model, goods placed on the vehicle body can be fixed, so that the goods are prevented from shaking and collapsing in the transportation process.

Description

Technical Field

[0001] The utility model relates to the field of logistics transmission, in particular to a rail vehicle logistics transmission device. Background Art

[0002] With the development of modern industry, production and logistics demands are growing, and higher requirements are put forward for efficient cargo transportation methods. Railcar logistics transmission equipment came into being and is widely used in industrial production and warehousing. It can help enterprises realize logistics automation and intelligence, improve production efficiency, reduce transportation costs, and enhance competitiveness. At the same time, with the advancement and development of technology, railcar logistics transmission equipment is also constantly updated and improved to meet the needs of different industries, and gradually develop in the direction of intelligence and automation.

[0003] Railcar logistics transport equipment is a type of equipment that transports goods via rails, usually used for cargo transportation in large warehouses, factories or logistics centers. This equipment can run on ground or high-altitude tracks to transport goods, raw materials and finished products, improve transportation efficiency and reduce labor costs.

[0004] At present, rail vehicle logistics transmission equipment uses a fixed track system and an electric motor or other power source to drive the vehicle along the track for transportation. However, there is no fixing mechanism inside. During transportation, the goods may shake, and a large amount of stacking may collapse. Secondly, the cargo transported by the vehicle body is limited and cannot be adjusted, and some cargo that is not easy to fix may also slide out. Therefore, a rail vehicle logistics transmission equipment is proposed to solve the above problems. Utility Model Content

[0005] In order to make up for the above shortcomings, the utility model provides a rail vehicle logistics transmission equipment, which aims to improve the problems in the prior art that some goods may shake unstable on it, the vehicle body accommodating area cannot be adjusted, and some goods are inconvenient to fix and slide out.

[0006] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a rail vehicle logistics transmission equipment, including a vehicle body, a wheel is arranged at the bottom end of the vehicle body, the bottom of the wheel contacts a guide rail, the inner wall of the vehicle body is rotatably connected to a plurality of conveying rollers, the inner wall of the vehicle body is fixedly connected to an anti-slip pad, the inner wall of the vehicle body is rotatably connected to a rotating rod, the inner wall of the rotating rod is rotatably connected to a push rod, a sliding groove is provided on the inner wall of the rotating rod, a sliding block is fixedly connected to the outer wall of the push rod, a splint is fixedly connected to the end of the push rod, a guide rod is fixedly connected to the back of the splint, the inner wall of the rotating rod is elastically connected to a pull rod via a reset spring, and the inner wall of the pull rod is fixedly connected to a limiting assembly.

[0007] As a further description of the above technical solution:

[0008] A motor is welded to the inner wall of the car body, a bevel gear a is fixedly connected to the output shaft of the motor, a rotating shaft is rotatably connected to the inner wall of the car body, a bevel gear b is fixedly connected to the inner end of the rotating shaft, a worm gear is fixedly connected to the outer end of the rotating shaft, a rotating rod is rotatably connected to the inner wall of the car body, a turbine is fixedly connected to the end of the rotating rod, and a guardrail is fixedly connected to the outer wall of the rotating rod.

[0009] As a further description of the above technical solution:

[0010] The limiting assembly comprises a limiting block, the back of which is fixedly connected to the inner wall of the pull rod, and a plurality of limiting grooves are provided on the back of the vehicle body, and the outer wall of the limiting block is clamped with the inner wall of the limiting groove.

[0011] As a further description of the above technical solution:

[0012] The inner wall of the sliding groove is slidably connected with the outer wall of the sliding block.

[0013] As a further description of the above technical solution:

[0014] The outer wall of the guide rod is slidably connected to the inner wall of the vehicle body.

[0015] As a further description of the above technical solution:

[0016] One end of the return spring is fixedly connected to the inner wall of the rotating rod, and the other end of the return spring is fixedly connected to the inner end of the pull rod.

[0017] As a further description of the above technical solution:

[0018] The outer wall of the bevel gear a is meshed with the outer wall of the bevel gear b.

[0019] As a further description of the above technical solution:

[0020] The outer wall of the worm gear is meshed with the outer wall of the turbine.

[0021] The utility model has the following beneficial effects:

[0022] 1. In the utility model, by setting a pull rod, when it is necessary to fix the transported goods, the pull rod is pulled outward until the limit block and the limit groove are released, and then the pull rod is rotated to drive the rotating rod to rotate, so that the slider on the push rod slides along the slide groove, driving the push rod to move inward with the splint, pushing the goods to make them against the anti-slip pad, and the two cooperate with each other to fix the goods to prevent shaking, and the adjustment accuracy is high.

[0023] 2. In the utility model, by setting a motor, when it is necessary to control the lifting and lowering of the sideboard, the driving motor causes the rotating shaft to drive the turbine to rotate, so that the turbine drives the rotating rod to rotate, driving the sideboard to be lifted and lowered. When lowering, more goods can be loaded, and when lifting, some goods that are inconvenient to fix can be protected to prevent them from slipping out. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is an overall front schematic diagram of a rail vehicle logistics transmission device proposed by the utility model;

[0025] Figure 2 This is a schematic diagram of the overall bottom surface of a rail vehicle logistics transmission device proposed by the utility model;

[0026] Figure 3 This is a front schematic diagram of a rotating rod of a rail vehicle logistics transmission device proposed by the utility model;

[0027] Figure 4 This is a front schematic diagram of a guardrail of a rail vehicle logistics transmission device proposed by the utility model.

[0028] Legend:

[0029] 1. Guide rail; 2. Car body; 3. Anti-skid pad; 4. Turntable; 5. Push rod; 6. Slide groove; 7. Sliding block; 8. Return spring; 9. Pull rod; 10. Limit block; 11. Limit groove; 12. Clamp; 13. Guide rod; 14. Conveyor roller; 15. Wheel; 16. Motor; 17. Bevel gear a; 18. Bevel gear b; 19. Rotating shaft; 20. Turbine; 21. Turbine; 22. Rotating rod; 23. Guardrail. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0031] Reference Figure 1-Figure 3The utility model provides an embodiment: a rail vehicle logistics transmission device, including a vehicle body 2, a wheel 15 is arranged at the bottom of the vehicle body 2, and the bottom of the wheel 15 contacts a guide rail 1. The wheel 15 drives the vehicle body 2 to slide along the guide rail 1 by using an electric motor to transport goods. The inner wall of the vehicle body 2 is rotatably connected to a plurality of groups of conveying rollers 14. When loading and unloading goods, it is more labor-saving to use the conveying rollers 14 to carry them. The inner wall of the vehicle body 2 is fixedly connected to an anti-skid pad 3, and the anti-skid pad 3 is used to increase the cargo on the vehicle body 2. The friction force on the upper part makes the fixation more stable. The inner wall of the vehicle body 2 is rotatably connected with a rotating rod 4, and the inner wall of the rotating rod 4 is rotatably connected with a push rod 5. A sliding groove 6 is provided on the inner wall of the rotating rod 4. A slider 7 is fixedly connected to the outer wall of the push rod 5. The inner wall of the sliding groove 6 is slidably connected with the outer wall of the slider 7. When the slider 7 slides along the inner wall of the sliding groove 6, it will drive the push rod 5 to slide outward along the inner wall of the rotating rod 4. A splint 12 is fixedly connected to the end of the push rod 5. Under the action of the push rod 5, the splint 12 pushes the goods against the anti-slip pad 3 to fix the goods The guide rod 13 is fixedly connected to the back of the splint 12, and the outer wall of the guide rod 13 is slidably connected to the inner wall of the car body 2. The guide rod 13 ensures that the splint 12 will not deviate during the process of pushing the goods. The inner wall of the rotating rod 4 is elastically connected to the pull rod 9 through the return spring 8. One end of the return spring 8 is fixedly connected to the inner wall of the rotating rod 4, and the other end of the return spring 8 is fixedly connected to the inner end of the pull rod 9. Pulling the pull rod 9 outward can stretch the return spring 8 to move outward. At the same time, the elastic force generated by the deformation of the return spring 8 gives the pull rod 9 a pulling force in the opposite direction, prompting it to reset. The inner wall of the pull rod 9 is fixedly connected to a limiting assembly, which includes a limiting block 10. The back of the limiting block 10 is fixedly connected to the inner wall of the pull rod 9. A plurality of groups of limiting grooves 11 are provided on the back of the car body 2. The outer wall of the limiting block 10 is snapped with the inner wall of the limiting groove 11. The limit block 10 is snapped into the limiting groove 11 to ensure that the position of the push rod 5 and even the splint 12 will not change.

[0032] Reference Figure 1 , Figure 2 and Figure 4A motor 16 is welded to the inner wall of the car body 2, and a bevel gear a17 is fixedly connected to the output shaft of the motor 16. The inner wall of the car body 2 is rotatably connected to a rotating shaft 19, and the inner end of the rotating shaft 19 is fixedly connected to a bevel gear b18. The outer wall of the bevel gear a17 is meshed with the outer wall of the bevel gear b18. The driving motor 16 can make the bevel gear a17 drive the bevel gear b18 to rotate, thereby rotating the rotating shaft 19, and the outer end of the rotating shaft 19 is fixedly connected to a vortex rod 20, and the rotating shaft 19 drives the vortex rod 20 to rotate. The inner wall of the car body 2 is rotatably connected to a rotating rod 22, and the end of the rotating rod 22 is fixedly connected to a turbine 21, and the outer wall of the vortex rod 20 is meshed with the outer wall of the turbine 21. The vortex rod 20 drives the turbine 21 to rotate, thereby driving the rotating rod 22 to rotate, and the outer wall of the rotating rod 22 is fixedly connected to a railing 23, so that the lifting or lowering of the railing 23 is controlled by the rotating rod 22. At the same time, a triangular block is fixedly connected to the bottom of the railing 23 to resist the wall of the car body 2, which is more stable when supporting the goods.

[0033] Working principle: the driving motor 16 drives the bevel gear a17 to drive the bevel gear b18 to drive the rotating shaft 19 to rotate, and the rotating shaft 19 drives the worm rod 20 to rotate, so that the turbine 21 drives the rotating rod 22 to rotate, and the control railing 23 is lowered. Then, the goods to be transported are placed on the railing 23 and pushed to the center position of the vehicle body 2 along the conveying roller 14. Then, the pull rod 9 is pulled outward to release the engagement between the limit block 10 and the limit groove 11, and the pull rod 9 is rotated to drive the rotating rod 4 to rotate, so that the slider 7 slides along the inner wall of the slide groove 6, so that the push rod 5 drives the splint 12 to move closer to the center, and the goods are pushed to the anti-slip pad 3 to prevent the goods from shaking unsteadily during transportation. After the adjustment is completed, the pull rod 9 is released, and the reset spring 8 pulls the pull rod 9 to reset, so that the limit block 10 is stuck in the limit groove 11 and fixed. When the transported goods are not convenient to fix, the motor 16 can be used to lift the railing 23 to prevent the goods from slipping out.

[0034] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A rail vehicle logistics transmission device, comprising a vehicle body (2), characterized in that: A wheel (15) is provided at the bottom end of the vehicle body (2), the bottom of the wheel (15) contacts a guide rail (1), the inner wall of the vehicle body (2) is rotatably connected to a plurality of groups of conveying rollers (14), the inner wall of the vehicle body (2) is fixedly connected to an anti-skid pad (3), the inner wall of the vehicle body (2) is rotatably connected to a rotating rod (4), the inner wall of the rotating rod (4) is rotatably connected to a push rod (5), a sliding groove (6) is provided on the inner wall of the rotating rod (4), a sliding block (7) is fixedly connected to the outer wall of the push rod (5), a clamping plate (12) is fixedly connected to the end of the push rod (5), the back of the clamping plate (12) is fixedly connected to a guide rod (13), the inner wall of the rotating rod (4) is elastically connected to a pull rod (9) via a return spring (8), and the inner wall of the pull rod (9) is fixedly connected to a limiting component.

2. A rail vehicle logistics transmission equipment according to claim 1, characterized in that: A motor (16) is welded to the inner wall of the vehicle body (2); a bevel gear a (17) is fixedly connected to the output shaft of the motor (16); a rotating shaft (19) is rotatably connected to the inner wall of the vehicle body (2); a bevel gear b (18) is fixedly connected to the inner end of the rotating shaft (19); a worm gear (20) is fixedly connected to the outer end of the rotating shaft (19); a rotating rod (22) is rotatably connected to the inner wall of the vehicle body (2); a turbine (21) is fixedly connected to the end of the rotating rod (22); and a guardrail (23) is fixedly connected to the outer wall of the rotating rod (22).

3. The rail vehicle logistics transmission equipment according to claim 1, characterized in that: The limiting assembly comprises a limiting block (10), the back of the limiting block (10) being fixedly connected to the inner wall of the pull rod (9), a plurality of groups of limiting grooves (11) being provided on the back of the vehicle body (2), and the outer wall of the limiting block (10) being snap-fitted to the inner wall of the limiting groove (11).

4. The rail vehicle logistics transmission equipment according to claim 1, characterized in that: The inner wall of the slide groove (6) is slidably connected to the outer wall of the slide block (7).

5. The rail vehicle logistics transmission equipment according to claim 1, characterized in that: The outer wall of the guide rod (13) is slidably connected to the inner wall of the vehicle body (2).

6. The rail vehicle logistics transmission equipment according to claim 1, characterized in that: One end of the return spring (8) is fixedly connected to the inner wall of the rotating rod (4), and the other end of the return spring (8) is fixedly connected to the inner end of the pull rod (9).

7. The rail vehicle logistics transmission equipment according to claim 2, characterized in that: The outer wall of the bevel gear a (17) is meshed with the outer wall of the bevel gear b (18).

8. The rail vehicle logistics transmission equipment according to claim 2, characterized in that: The outer wall of the worm (20) is meshed with the outer wall of the turbine (21).

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