Conveying line carrier rail transfer mechanism

Abstract

The utility model discloses an orbital transfer mechanism of a carrier conveying line, which solves the problem that a power mechanism in the conventional orbital transfer mechanism has high requirements on movement positions, and adopts the technical scheme that the orbital transfer mechanism of the carrier conveying line is arranged at a fracture position of an orbital and comprises a bridging rail which is movably bridged at the fracture position, the bridging rail is in transmission connection with a power mechanism, the branch rail obliquely stretches out towards the position of the fracture, the inlet end of the branch rail is higher than the outlet end of the branch rail, and a gap is formed between the inlet end of the branch rail and the upstream end of the fracture, and is characterized in that a hinged structure is arranged on the upstream end side of the fracture, the inlet end of the movable rail is hinged to the hinged structure, and the outlet end of the movable rail is hinged to the hinged structure. And under the gravity action of the movable rail, the outlet end of the movable rail is used for being connected to the inlet end of the branch rail in a lap joint mode, so that the movable rail is connected in the interval in a bridging mode.

Description

Technical Field

[0001] This utility model relates to a conveyor line, and more particularly to a mechanism installed on the conveyor line to enable the vehicle to autonomously change its track orientation to the support rail. Background Technology

[0002] Conveyor lines are used for long-distance transport of goods. The main structure of a conveyor line includes a relatively long track. Due to the relatively large area of ​​the installation site, multiple support rails are sometimes required to allow the vehicle to transport goods laterally, thus maximizing connectivity between multiple areas within the site. Therefore, a break is needed in the track, with the support rail positioned outside the break. A gap exists between the support rail and the break, within which a movable rail is movably installed. A bridging rail is also movably installed at the break. Under the action of a power mechanism, the bridging rail clears the break, allowing the target vehicle to change track from the break to the movable rail. Under normal circumstances, the movable rail needs to clear a gap to allow the vehicle to pass through the gap while traveling on the track. Therefore, the movable rail needs to be connected to the power mechanism. This can be done by sharing a single power mechanism for the movable rail and the bridging rail, or by having two separate power mechanisms to operate independently on the movable rail and the bridging rail.

[0003] Chinese patent document (publication number: CN 117088051A) discloses a disconnectable track-changing device and a conveyor system, belonging to the technical field of suspended equipment. The disconnectable track-changing device is installed on a conveyor system, which includes a guide rail. The device includes a lower swing head, a guide joint, and a track-changing swing head. The lower swing head is hinged to the outer end of the guide rail. The device also includes a drive mechanism for driving the lower swing head and the track-changing swing head to swing. The drive mechanism connects the outer end of the lower swing head to the track-changing swing head or to the guide joint. This disconnectable track-changing device features a lower swing head that can swing downwards to disconnect, and a track-changing swing head that swings to the right and can connect to the lower swing head, facilitating track changes for the vehicle.

[0004] In this type of track-changing device, the lower swing head needs to be connected to the drive mechanism for transmission, and the lower swing head moves under the action of the drive mechanism. This lower swing head moves between two positions under the action of external force, and both positions require accurate alignment. The accuracy of the end position of the drive mechanism is also required to be high; otherwise, accurate alignment between the outer end of the lower swing head and the support rail and the break in the track cannot be achieved. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a track-changing mechanism for a conveyor line carrier, which has low requirements for the accuracy of the movement position of the power mechanism for track changing.

[0006] To solve the aforementioned technical problem, the present invention provides the following technical solution: a conveyor rail changing mechanism, disposed at the break point of the track, comprising a bridging rail movably connected at the break point, the bridging rail being connected to a power mechanism for transmission, a support rail extending obliquely towards the break point, the inlet end of the support rail being higher than the outlet end, and a gap between the inlet end of the support rail and the upstream end of the break point. The key feature is that a hinge structure is provided on the upstream end side of the break point, the inlet end of the movable rail is hinged to the hinge structure, and under the gravity of the movable rail, the outlet end of the movable rail is used to overlap the inlet end of the support rail, thereby achieving bridging of the movable rail within the gap.

[0007] The bridging rail moves at the break point, allowing a target vehicle traveling upstream of the break to slide down onto the movable rail. When a vehicle that does not need to change tracks reaches the break point, the bridging rail bridges the gap, and the vehicle on the rail travels normally on the bridging rail under the action of the drive mechanism in the conveyor line. The movement of the bridging rail is powered by a power mechanism, and the bridging rail can move at the break point by rotation or translation. Under the action of gravity, the movable rail remains bridged at the break point. When a vehicle passes through the break point normally, the coupling part on the vehicle pushes the movable rail apart at intervals, allowing the movable rail to clear its position and ensuring the passage of the vehicle. The upstream or downstream, and inlet or outlet, are all based on the vehicle's direction of travel.

[0008] Furthermore, the hinge structure includes a fixedly mounted hinge seat with a protrusion extending into the gap. A hinge shaft is provided on the protrusion, and the inlet end of the movable rail is hinged to the hinge shaft. By providing a protrusion on the hinge seat to achieve hinge with the inlet end of the movable rail, the hinge between the movable rail and the hinge seat is facilitated, allowing the carrier to smoothly slide onto the movable rail.

[0009] Furthermore, the hinge seat is an L-shaped sheet. This type of hinge seat has a simple structure and facilitates the setting of the position of the protruding part on the hinge seat.

[0010] Furthermore, the hinge structure and the hinged end of the movable rail have a mating surface that is inclined towards the spacing direction, so that the movable rail bridging within the spacing adapts to the direction of the support rail. The inclined design of the mating surface allows the movable rail to effectively maintain its connection with the support rail, thus well adapting to the track-changing requirements of the target vehicle.

[0011] Furthermore, the movable rail includes a retainer and a transition rail. One end of the retainer is hinged to the hinge structure, and the transition rail is fixed to the retainer. The transition rail is used to bridge the gap. The structure of the movable rail allows it to adapt to the requirements of smooth track changes of the vehicle and also facilitates the hinge connection between the movable rail and the hinge seat.

[0012] Furthermore, the thickness of the retainer is greater than the thickness of the transition rail. The retainer can appropriately increase the weight of the movable rail, which is beneficial for the normal connection between the exit end of the movable rail and the inlet end of the support rail.

[0013] Furthermore, the cross-section of the hinged end of the retainer is I-shaped, and the outer end of the retainer is bent upward to form a bent portion. The transition rail is fitted and fixed to the upper end face of this bent portion. This structural form of the retainer facilitates a stable connection with the transition rail, and the retainer can adapt well to the hinge with the plate-shaped hinge seat.

[0014] Furthermore, a counterweight is fixed to the outer end of the retainer, and the counterweight is located inside the bent portion. The counterweight effectively increases the weight on the outer end of the movable rail, allowing the outlet end of the movable rail to smoothly and stably connect with the inlet end of the support rail.

[0015] Furthermore, the transition rail is a plate-like body with a ┓-shaped cross-section, and it partially wraps around the upper and inner surfaces of the cage. This type of transition rail structure can well accommodate the attachment of the vehicle to the movable rail, resulting in good downward stability of the vehicle on the movable rail.

[0016] Furthermore, an I-shaped mounting base is provided at the fracture site, and the rail is supported on the mounting base at both ends of the fracture. The power mechanism includes a cylinder disposed within the mounting base, and the piston rod in the cylinder is connected to the bridging rail via a connecting rod. The downstream end of the bridging rail is pivotally connected to the downstream end of the fracture. By directly mounting the power mechanism within the mounting base, the positional stability of the power mechanism within the mounting base is good, and the overall structure at the fracture site is compact.

[0017] Compared with existing technologies, this utility model has the following advantages: A movable rail is installed at the track break point to bridge the gaps, thus providing a new track-changing mechanism. In this mechanism, the movable rail does not require an external power mechanism to bridge the gaps; the exit end of the movable rail connects to the inlet end of the support rail through its own gravity. This effectively simplifies the structure of the track-changing mechanism, facilitates the installation of the movable rail, and results in a compact overall structure. The power mechanism only needs to be connected to the bridging rail, thus requiring relatively low accuracy in its movement position. Attached Figure Description

[0018] Figure 1This is a three-dimensional view of the track-changing mechanism of the conveyor line.

[0019] Figure 2 yes Figure 1 An exploded view of a portion of the structure in one direction.

[0020] Figure 3 yes Figure 1 An exploded view of a portion of the structure in another direction.

[0021] Figure 4 This is an exploded view of the track-changing mechanism of the conveyor line.

[0022] In the diagram, 1 is the mounting base; 2 is the bridging rail; 3 is the connecting rod; 4 is the lower fixed block; 5 is the support rail; 6 is the movable rail; 61 is the transition rail; 62 is the hinge shaft; 63 is the cage; 64 is the counterweight; 65 is the bend; 7 is the upper fixed block; 8 is the cylinder; 9 is the pivot; 10 is the spacer; and 11 is the hinge base. Detailed Implementation

[0023] Referring to the accompanying drawings, the conveyor line structure includes a track for attaching parts on the carrier. A chain-type drive mechanism is arranged side-by-side on the upper side of the track, with several pushing members extending into the track to propel the attaching parts on the carrier along the track. A support rail 5 is provided on the outer side of the track, with a break in the track corresponding to the position of the support rail 5. The carrier track-changing device is located at the break in the track to change the track of the target carrier, allowing it to change track onto the support rail 5. As shown in the figure, the support rail 5 is located outside the break, with a gap of 10 between its inlet end and the break. The inlet end of the support rail 5 extends obliquely towards the break, is higher than its outlet end, and has a pointed shape.

[0024] A mounting base 1 is provided at the track change position. The mounting base 1 is an aluminum profile structure and is U-shaped. The mounting base 1 is raised and fixed by the support in the conveyor line. The two ends of the track at the break position are supported on the mounting base 1. An upper fixing block 7 is provided on the mounting base 1 at the upstream end of the break, and a lower fixing block 5 is provided at the downstream end of the break. The upper fixing block 7 and the lower fixing block 5 are separated.

[0025] This track-changing mechanism includes a bridging rail 2 movably connected at the break point. The inlet end of the bridging rail 2 and the downstream end of the upper fixed block 7 are respectively provided with matching inclined surfaces. The outlet end of the bridging rail 2 is pivotally connected to a pivot 9 on the notch of the lower fixed block 5 via a pivot 9. The bridging rail 2 is connected to a power mechanism, which is located inside the break point. The power mechanism includes a cylinder 8 horizontally mounted in the mounting base 1. The piston rod in the cylinder 8 is connected to the middle position of the bridging rail 2 via a connecting rod 3. The connecting rod 3 extends into the lower side of the bridging rail 2, and a connecting post is provided on the power output end of the connecting rod 3, which is intermittently inserted into the bridging rail 2.

[0026] A hinge structure is provided on the upstream end of the fracture surface. The hinge structure includes a fixedly mounted hinge seat 11, which is an L-shaped plate. The upper part of the hinge seat 11 is fixedly connected to the inner side of the upper fixed block 7, and the lower part of the hinge seat 11 extends from the bottom side of the upper fixed block 7 into the gap 10. A hinge shaft 62 is fixedly mounted on the lower part of the hinge seat 11, and the inlet end of the movable rail 6 is hinged to the hinge shaft 62.

[0027] The hinge seat 11 and the hinge end of the movable rail 6 have a mating surface that is inclined towards the interval 10, so that the movable rail 6, which is bridged within the interval 10, adapts to the direction of the support rail 5. The lower part of the hinge seat 11 is inclined towards the interval 10, and the hinge shaft 62 is perpendicular to the lower part of the hinge seat 11, so that the hinge shaft 62 is also in an inclined state. The lower surface of the hinge end of the movable rail 6 mates with the upper surface of the lower part of the hinge seat 11. The hinge hole in the movable rail 6 is perpendicular to the lower surface of the hinge end of the movable rail 6, and the hinge hole is intermittently fitted onto the hinge shaft 62, so that the movable rail 6 is in an inclined state as a whole. Under the action of gravity, the outlet end of the movable rail 6 tends to move downward, so that the movable rail 6 can frequently overlap the inlet end of the support rail 5, thereby realizing the bridging of the movable rail 6 within the interval 10. Alternatively, a counterweight can be installed at the outlet end of the movable rail 6 so that the outlet end of the movable rail 6 can be connected to the inlet end of the support rail 5 under the action of gravity.

[0028] The movable rail 6 is formed by welding two structures together. The structure includes a retainer 63 and a transition rail 61. One end of the retainer 63 is hinged to the hinge shaft 62, and the outer end of the retainer 63 is a free end. The transition rail 61 is fixed to the retainer 63 and is used to bridge the interval 10. The vehicle that changes the rail slides on the transition rail 61. Figure 4 As shown, the thickness of the retainer 63 is greater than the thickness of the transition rail 61. The transition rail 61 is a plate-shaped body with a ┓-shaped cross-section. The transition rail 61 is partially wrapped around the retainer 63, and the weight of the retainer 63 is greater than that of the transition rail 61.

[0029] The hinge end of the retainer 63 is designed with a certain deformation. This hinge end is formed by bending, and the cross-section of the hinge end is []. The outer end of the retainer 63 is bent upward to form a bent portion 65. The transition rail 61 is fitted and fixed to the upper end face of the bent portion 65. In order to further change the center of gravity of the movable rail 6, a counterweight 64 is fixed to the outer end of the retainer 63. The counterweight 64 is located inside the bent portion 65, and the transition rail 61 is also fitted and fixed to the upper end face of the counterweight 64. The wall thickness of the transition rail 61 can be smaller.

Claims

1. A track-changing mechanism for a conveyor line carrier, disposed at a break in the track, comprising a bridging rail movably connected at the break, the bridging rail being drive-connected to a power mechanism, and a support rail extending obliquely towards the break, the inlet end of the support rail being higher than the outlet end, and a gap being present between the inlet end of the support rail and the upstream end of the break, characterized in that, A hinge structure is provided on the upstream end side of the break. The inlet end of the movable rail is hinged to the hinge structure. Under the gravity of the movable rail, the outlet end of the movable rail is used to connect to the inlet end of the support rail, thereby realizing the bridging of the movable rail within the interval.

2. The conveyor line carrier track-changing mechanism according to claim 1, characterized in that, The hinge structure includes a fixedly mounted hinge seat with an extension extending into the interval. A hinge shaft is provided on the extension, and the inlet end of the movable rail is hinged to the hinge shaft.

3. The conveyor line carrier track-changing mechanism according to claim 2, characterized in that, The hinge seat is an L-shaped sheet.

4. The conveyor line carrier track-changing mechanism according to claim 2, characterized in that, The hinge structure and the hinge end of the movable rail have a mating surface that is inclined towards the interval direction so that the movable rail bridging within the interval adapts to the direction of the support rail.

5. The conveyor line carrier track-changing mechanism according to claim 1, characterized in that, The movable rail includes a retainer and a transition rail. One end of the retainer is hinged to the hinge structure, and the transition rail is fixed to the retainer. The transition rail is used to bridge the interval.

6. The conveyor line carrier track-changing mechanism according to claim 5, characterized in that, The thickness of the cage is greater than the thickness of the transition rail.

7. The conveyor line carrier track-changing mechanism according to claim 6, characterized in that, The cross-section of the hinged end of the retainer is shaped like the character "]". The outer end of the retainer is bent upward to form a bent portion, and the transition rail is fitted and fixed to the upper end face of the bent portion.

8. The conveyor line carrier track-changing mechanism according to claim 7, characterized in that, A counterweight is fixed to the outer end of the cage, and the counterweight is located inside the bent portion.

9. The conveyor line carrier track-changing mechanism according to any one of claims 5 to 8, characterized in that, The transition rail is a plate-shaped body with a ┓-shaped cross-section, and it partially wraps around the upper and inner surfaces of the cage.

10. The conveyor line carrier track-changing mechanism according to any one of claims 1 to 8, characterized in that, An inverted C-shaped mounting base is provided at the fracture location. The rail is supported on the mounting base at both ends of the fracture. The power mechanism includes a cylinder installed in the mounting base. The piston rod in the cylinder is connected to the bridging rail via a connecting rod. The downstream end of the bridging rail is pivotally connected to the downstream end of the fracture.

Images