Rail car positioning structure
By using mechanical structures such as push blocks, positioning blocks, push rods, limit rods, and positioning rods, the automatic positioning of the railcar is achieved by utilizing mechanical force, which solves the problems of high cost and significant safety hazards in existing technologies and provides a low-cost and safe positioning method.
Patent Information
- Application Number
- CN202423283652.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-30
- Publication Date
- 2025-11-14
- Estimated Expiration
- 2034-12-30
AI Technical Summary
Existing railcar positioning technologies mainly rely on sensors and controllers, which are costly and pose safety hazards, making them difficult to apply in warehouse scenarios with high safety requirements.
The system employs mechanical structures such as push blocks, positioning blocks, push rods, limit rods, and positioning rods to achieve the positioning of the railcar through mechanical force. It also utilizes the cooperation of elastic units and sliding grooves to achieve automatic positioning of the railcar.
It provides a low-cost and safe mechanical positioning method that can achieve precise positioning during the movement of a railcar, reducing safety hazards and making it suitable for warehouse scenarios with high safety requirements.
Smart Images
Figure CN223546933U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of track equipment technology, specifically to a track vehicle positioning structure. Background Technology
[0002] Railcars are widely used in warehousing and logistics systems. Railcars typically have a large load capacity and can transport various types of goods. Generally, railcars need to be positioned during loading and unloading. This is to prevent the railcar from slipping when loading and unloading heavy goods, and to achieve precise positioning and improve efficiency in some semi-automatic or automatic loading and unloading processes.
[0003] Currently, automated positioning is generally used, where sensors detect the position of the railcar, the controller receives the sensor signal, and sends a signal to activate the actuator to position the railcar. This method has a simple structure, but it is costly and requires the laying of circuits, air lines, etc., which poses certain safety hazards. It is not suitable for some scenarios with high requirements for warehouses. Therefore, there is an urgent need for a mechanical structure to position the railcar. Utility Model Content
[0004] The purpose of this utility model is to overcome the above-mentioned technical deficiencies and provide a railcar positioning structure to solve the problem of the lack of a mechanical structure for positioning railcars in the prior art.
[0005] To achieve the above technical objectives, the technical solution of this utility model is as follows: A railcar positioning structure includes a pushing block, a positioning block, a push rod, a limiting rod, a positioning rod, and a first elastic unit, wherein: the pushing block is fixed to the side of the railcar, and a pushing surface is formed on one side of the pushing block, which intersects with the rail; the positioning block is fixed to the side of the railcar, and a first positioning part is formed on one side of the positioning block; the push rod is slidably arranged along a first axis, which intersects with the rail, one end of the push rod forms a pushing part, and the other end has a sliding groove, the pushing part can abut against the pushing surface, so as to push the pushing part to move away from the rail along the first axis during the forward movement of the railcar; the limiting rod is slidably arranged along a second axis, one end of the limiting rod forms a sliding column, and the other end forms a first limiting part, the sliding column... The positioning rod is slidably connected to the sliding groove so as to push the limiting rod to slide along the second axis when the push rod slides along the first axis; the positioning rod is slidably disposed along the third axis, which intersects both the track and the second axis, with one end of the positioning rod forming a second positioning part and the other end forming a second limiting part; the first elastic unit is connected to the positioning rod to push the positioning rod to move along the third axis toward the track; the positioning rod has a reset position, when the positioning rod is in the reset position, the first limiting part abuts against the second limiting part, restricting the positioning rod from moving along the third axis toward the track, when the second limiting part disengages from the first limiting part, the positioning rod moves toward the track under the action of the first elastic unit, causing the second positioning part to move to abut against the first positioning part.
[0006] Preferably, the first axis and the third axis are parallel and both are perpendicular to the track.
[0007] Preferably, the second axis is parallel to the track.
[0008] Preferably, the track vehicle positioning structure further includes a second elastic unit, which is connected to the limiting rod to push the limiting rod to move along the second axis toward the positioning rod.
[0009] Preferably, the track vehicle positioning structure further includes a third elastic unit, which is connected to the push rod to push the push rod to move along the first axis toward the track.
[0010] Preferably, the track vehicle positioning structure further includes a contact wheel, which is rotatably connected to the pushing part and can abut against the pushing surface.
[0011] Preferably, the forming direction of the sliding groove intersects both the first axis and the second axis.
[0012] Preferably, the forming direction of the sliding groove has two components: one along the first axis pointing towards the track, and the other along the second axis away from the positioning rod.
[0013] Preferably, the second limiting part is a boss.
[0014] Preferably, the positioning structure of the railcar further includes a reset rod, one end of which has a rotation fulcrum and the other end forms an arc-shaped reset part. The positioning rod forms an abutment part, and the reset part abuts against the abutment part.
[0015] Compared with the prior art, the beneficial effects of this utility model include: during the movement of the railcar, the push block abuts against the push rod, pushes the push rod to move, and further pushes the limiting rod to move, so that the second limiting part is disengaged from the first limiting part, and the positioning rod moves under the action of the first elastic unit, so that the second positioning part cooperates with the first positioning part to achieve positioning. Attached Figure Description
[0016] Figure 1 This is a simplified structural diagram of the railcar positioning structure provided by this utility model;
[0017] Figure 2 yes Figure 1 A partial view along direction A at point A in the middle;
[0018] Reference numerals: 1-track, 2-track vehicle, 3-push block, 4-positioning block, 5-push rod, 6-limiting rod, 7-positioning rod, 8-first elastic unit, 9-second elastic unit, 10-third elastic unit, 11-contact wheel, 12-reset rod, 3a-push surface, 4a-first positioning part, 5a-push part, 5b-sliding groove, 6a-sliding column, 6b-first limiting part, 7a-second positioning part, 7b-second limiting part, 7c-abutment part, 12a-rotation fulcrum, 12b-reset part. Detailed Implementation
[0019] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.
[0020] Please see Figure 1This embodiment provides a track vehicle positioning structure, which includes a push block 3, a positioning block 4, a push rod 5, a limiting rod 6, a positioning rod 7, and a first elastic unit 8. The push block 3 is used to drive the push rod 5 to move, the positioning block 4 is used to cooperate with the positioning rod 7 to position the track vehicle 2, the push rod 5 is used to drive the limiting rod 6 to move, the limiting rod 6 is used to restrict the movement of the positioning rod 7, the positioning rod 7 is used to position and restrict the movement of the track vehicle 2, and the first elastic unit 8 is used to provide elastic force for the movement of the positioning rod 7.
[0021] The push block 3 is fixed to the side of the railcar 2, and a push surface 3a is formed on one side of the push block 3, which is intersected with the rail 1. Preferably, the push block 3 has two push surfaces 3a, and the two push surfaces 3a are located on both sides of the railcar 2 in the forward direction, so that they can abut against the push rod 5 when the railcar 2 travels in two opposite directions.
[0022] The positioning block 4 is fixed to the side of the railcar 2. The positioning block 4 and the railcar 2 can be connected by welding, riveting, bolting or other methods. A first positioning part 4a is formed on one side of the positioning block 4. Preferably, the first positioning part 4a is a groove, which is convenient for processing and forming and reduces manufacturing costs.
[0023] The push rod 5 is slidably disposed along the first axis. Specifically, a groove can be formed in a fixed block, and the push rod 5 is disposed in the groove. The fixed block is fixed, while the push rod 5 can slide relative to the fixed block. The first axis intersects with the track 1. One end of the push rod 5 forms a pushing part 5a, and the other end forms a sliding groove 5b. The pushing part 5a can abut against the pushing surface 3a to push the pushing part 5a to move away from the track 1 along the first axis during the forward movement of the track vehicle 2. Specifically, the forming direction of the sliding groove 5b intersects with both the first axis and the second axis. Furthermore, the forming direction of the sliding groove 5b has two components: one along the first axis pointing towards the track 1, and the other along the second axis away from the positioning rod 7. Its forming direction is to push the limiting rod 6 to move in a specific direction when the push rod 5 slides in a certain direction. Preferably, the track vehicle positioning structure also includes a third elastic unit 10, which is connected to the push rod 5 to push the push rod 5 to move closer to the track 1 along the first axis.
[0024] The limiting rod 6 is slidably disposed along the second axis. One end of the limiting rod 6 forms a sliding post 6a, and the other end forms a first limiting part 6b. The sliding post 6a is slidably connected to the sliding groove 5b so as to push the limiting rod 6 to slide along the second axis when the push rod slides along the first axis. Preferably, the railcar positioning structure further includes a second elastic unit 9, which is connected to the limiting rod 6 to push the limiting rod 6 to move along the second axis toward the positioning rod 7.
[0025] The positioning rod 7 is slidably disposed along the third axis, which intersects both the track 1 and the second axis. One end of the positioning rod 7 forms a second positioning part 7a, and the other end forms a second limiting part 7b. When the second positioning part 7a cooperates with the first positioning part 4a, the positioning rod 7 restricts the track car 2 from continuing to travel along the track 1, thereby achieving the positioning of the track car 2. The first elastic unit 8 is connected to the positioning rod 7 to push the positioning rod 7 to move along the third axis toward the track 1. The shape of the second limiting part 7b is not limited, as long as it can cooperate with the first limiting part 6b to restrict the positioning rod 7 from moving along the third axis toward the track 1. Preferably, in this embodiment, the second limiting part 7b is a boss.
[0026] The positioning rod 7 has a reset position. When the positioning rod 7 is in the reset position, the first limiting part 6b abuts against the second limiting part 7b, restricting the positioning rod 7 from moving along the third axis towards the track 1. When the second limiting part 7b disengages from the first limiting part 6b, the positioning rod 7 moves towards the track 1 under the action of the first elastic unit 8, causing the second positioning part 7a to move to abut against the first positioning part 4a.
[0027] In a preferred embodiment, the first axis and the third axis are parallel and both perpendicular to track 1. More preferably, the second axis is parallel to track 1.
[0028] In a preferred embodiment, the positioning structure of the railcar also includes a contact wheel 11, which is rotatably connected to the pushing part 5a and can abut against the pushing surface 3a. The contact wheel 11 can change the sliding friction between the pushing part 5a and the pushing surface 3a into rolling friction, thereby reducing wear.
[0029] In a preferred embodiment, the positioning structure of the railcar further includes a reset rod 12, one end of which has a rotation fulcrum 12a, and the other end forms an arc-shaped reset part 12b. The positioning rod 7 forms an abutment part 7c, and the reset part 12b abuts against the abutment part 7c.
[0030] In a preferred embodiment, the first elastic unit 8, the second elastic unit 9, and the third elastic unit 10 are all springs.
[0031] In a preferred embodiment, the second limiting part 7b has an inclined surface on the side away from the track 1 along the second axis, and the first limiting part 6b has an inclined surface on the side close to the track 1 along the second axis. This is because, in the abnormal state where the pushing block 3 does not contact the push rod 5 and the positioning rod 7 is released (this abnormal state refers to the operator not following the prescribed operating procedure), the positioning rod 7 needs to be reset. If it is reset directly, the first limiting part 6b will cooperate with the second limiting part 7b to restrict the positioning rod 7 from moving along the third axis in the direction away from the track 1. The inclined surfaces solve this problem; they cause the limiting rod 6 to move along the second axis in the direction away from the positioning rod 7 until the positioning rod 7 returns to its reset position. Alternatively, the second limiting part 7b can be configured as a groove to solve this problem, but this will not be elaborated upon here.
[0032] The working principle of the railcar positioning structure provided in this application is briefly described below: In the initial position, the first limiting part 6b and the second limiting part 7b abut against each other. When the railcar 2 travels along the track 1 to the point where the pushing surface 3a of the pushing block 3 abuts against the pushing part 5a of the push rod 5, it continues to travel. The pushing surface 3a will push the push rod 5 to slide away from the track 1 along the first axis, further driving the sliding column 6a in the sliding groove 5b to move away from the track 1 along the second axis until the second limiting part 7b disengages from contact with the first limiting part 6b. At this time, the positioning rod 7 is released, and the first elastic unit 8 pushes the positioning rod 7 to move along the third axis towards the track 1 until the second positioning part 7a cooperates with the first positioning part 4a to restrict the movement of the railcar 2 and achieve positioning. When loading and unloading are completed, the operator rotates the reset rod 12, and the reset part 12b pushes the abutment part 7c to move, so that the positioning rod 7 moves along the third axis in the direction away from the track 1 until the positioning rod 7 is reset. It should be noted that positioning can also be achieved when the railcar 2 is traveling in the opposite direction to the above direction. At this time, the push rod 5 is driven by another pushing surface 3a. The positioning position of the railcar 2 on the track 1 is different from that described above. Therefore, it is necessary to set up a corresponding positioning block 4 to cooperate with the positioning rod 7 to complete the positioning. If it is necessary to position the railcar 2 at the same position in two different directions, an additional positioning structure is required.
[0033] In summary, the positioning structure of the railcar provided by this utility model allows the push block 3 to abut against the push rod 5 during the movement of the railcar 2, thereby pushing the push rod 5 to move and further pushing the limiting rod 6 to move, so that the second limiting part 7b is disengaged from the first limiting part 6b. The positioning rod 7 moves under the action of the first elastic unit 8, so that the second positioning part 7a cooperates with the first positioning part 4a to achieve positioning.
[0034] The specific embodiments of this utility model described above do not constitute a limitation on the scope of protection of this utility model. Any other corresponding changes and modifications made based on the technical concept of this utility model should be included within the scope of protection of the claims of this utility model.
Claims
1. A railcar positioning structure for positioning a railcar traveling on the track, characterized in that, It includes a push block, a positioning block, a push rod, a limit rod, a positioning rod, and a first elastic unit, wherein: The push block is fixed to the side of the railcar, and a push surface is formed on one side of the push block, which is intersected with the rail. The positioning block is fixed to the side of the railcar, and a first positioning part is formed on one side of the positioning block; The push rod is slidably disposed along the first axis, which intersects the track. One end of the push rod forms a pushing part, and the other end has a sliding groove. The pushing part can abut against the pushing surface to push the pushing part to move away from the track along the first axis during the forward movement of the track vehicle. The limiting rod is slidably disposed along the second axis. One end of the limiting rod forms a sliding column, and the other end forms a first limiting part. The sliding column is slidably connected to the sliding groove so as to push the limiting rod to slide along the second axis when the push rod slides along the first axis. The positioning rod is slidably arranged along the third axis, which intersects with both the track and the second axis. One end of the positioning rod forms a second positioning part, and the other end forms a second limiting part. The first elastic unit is connected to the positioning rod to push the positioning rod to move along the third axis toward the track; The positioning rod has a reset position. When the positioning rod is in the reset position, the first limiting part abuts against the second limiting part, restricting the positioning rod from moving along the third axis toward the track. When the second limiting part disengages from the first limiting part, the positioning rod moves toward the track under the action of the first elastic unit, causing the second positioning part to move to abut against the first positioning part.
2. The railcar positioning structure according to claim 1, characterized in that, The first axis and the third axis are parallel and both are perpendicular to the track.
3. The railcar positioning structure according to claim 1, characterized in that, The second axis is parallel to the track.
4. The positioning structure for a railcar according to claim 1, characterized in that, The track vehicle positioning structure further includes a second elastic unit, which is connected to the limiting rod to push the limiting rod to move along the second axis toward the positioning rod.
5. A railcar positioning structure according to claim 1, characterized in that, The track vehicle positioning structure also includes a third elastic unit, which is connected to the push rod to push the push rod to move along the first axis toward the track.
6. The positioning structure for a railcar according to claim 1, characterized in that, The positioning structure of the railcar also includes a contact wheel, which is rotatably connected to the pushing part and can abut against the pushing surface.
7. The positioning structure for a railcar according to claim 1, characterized in that, The forming direction of the sliding groove intersects both the first axis and the second axis.
8. A railcar positioning structure according to claim 7, characterized in that, The forming direction of the sliding groove has two components: one along the first axis pointing towards the track, and the other along the second axis away from the positioning rod.
9. A railcar positioning structure according to claim 1, characterized in that, The second limiting part is a boss.
10. A railcar positioning structure according to claim 1, characterized in that, The positioning structure of the railcar also includes a reset rod, one end of which has a rotation fulcrum and the other end forms an arc-shaped reset part. The positioning rod forms an abutment part, and the reset part abuts against the abutment part.