Steering structure of sky rail transport vehicle

Abstract

The utility model discloses a steering structure of a sky rail transport vehicle, which comprises a rail, a first traveling mechanism and a second traveling mechanism, a lever guide mechanism is connected between the first traveling mechanism and the second traveling mechanism, guide wheels are arranged on two sides of the lever guide mechanism, and guide plates corresponding to the guide wheels are arranged on the inner side of a curve of the rail. And the guide wheel is movably contacted with the guide plate. The guide wheel close to one side of the inner side of the curve is pushed out through the lever guide mechanism, so that the guide wheel moves out of the track area and is in contact with the outer side of the guide plate, guidance is provided for turning of the second walking mechanism, and therefore the turning requirement that the multiple sets of walking mechanisms are directly driven through the steering mechanism on the first walking mechanism is met. Meanwhile, guide traction is provided for turning of the second walking mechanism through the lever guide mechanism, the problem of coordination control of differential steering in a traditional technology can be solved, and it is guaranteed that the turning effect of the walking mechanism is stable and reliable.

Description

Technical Field

[0001] This utility model relates to the field of rail transport system technology, and in particular to a steering structure for an air rail transport vehicle. Background Technology

[0002] Rail-based logistics transportation systems can be applied in hospitals, industries, libraries, and other locations. Under computer control, intelligent railcars transport goods along dedicated tracks. These self-driven carts operate on a network of tracks and switchers to complete the transport task. Currently, many railcars on the market have curves in their track design. Therefore, the traveling mechanism of these railcars needs corresponding steering structures to meet the turning requirements. Current railcars have single-set and multi-set wheel configurations, with double-set wheels being the most common. For single-set wheels, only a steering mechanism is needed to handle turning. However, for double-set wheels, each set of wheels needs its own steering mechanism. This method requires more complex mechanisms, and the corresponding steering detection and control circuits also need to be set up simultaneously, resulting in higher overall production and maintenance costs. Furthermore, it presents challenges in system debugging and control coordination.

[0003] Therefore, existing technologies have shortcomings and need to be improved. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a steering structure for an air rail transport vehicle.

[0005] The technical solution of this utility model is as follows: a steering structure for an air rail transport vehicle is provided, including: a track, a first traveling mechanism and a second traveling mechanism mounted on the track, a lever guide mechanism connecting the first traveling mechanism and the second traveling mechanism, guide wheels being provided on both sides of the lever guide mechanism, and a guide plate being provided on the inner side of the curve of the track corresponding to the guide wheel, the guide wheel and the guide plate being in movable contact.

[0006] Furthermore, the lever guiding mechanism includes: a first link hinged to the first traveling mechanism, a second link hinged to the first link, and a guide arm hinged to the second link. A bridge is provided on the second traveling mechanism corresponding to the second link. One end of the first link is hinged to the first traveling mechanism, the other end of the first link is hinged to one end of the second link, the middle part of the second link is hinged to the bridge, the other end of the second link is hinged to the middle part of the guide arm, and the guide wheels are provided at both ends of the guide arm.

[0007] Furthermore, one end of the second connecting rod is provided with a slot, and the first connecting rod is provided with a guide rod corresponding to the slot, the guide rod being embedded in the slot.

[0008] Furthermore, a limiting groove is provided on the guide arm corresponding to the second connecting rod, and a limiting rod is provided on the second connecting rod corresponding to the limiting groove, the limiting rod moving within the limiting groove.

[0009] Furthermore, the limiting groove is T-shaped or Y-shaped.

[0010] Furthermore, several sets of auxiliary guide wheels are respectively provided on the sides of the first walking mechanism and the second walking mechanism.

[0011] Furthermore, a straight guide plate is provided on the side wall of the track away from the curve, corresponding to the auxiliary guide wheel. The straight guide plate and the side wall of the track form an inverted U-shaped structure, and the auxiliary guide wheel is in contact with the side of the straight guide plate away from the side wall of the track.

[0012] Furthermore, the guide wheel is located on the side of the lever guide mechanism closer to the curve, while the side of the lever guide mechanism closer to the straight guide plate does not have a guide wheel.

[0013] Using the above solution, this utility model uses a lever-guided mechanism to push out the guide wheel near the inner side of the curve, causing the guide wheel to move out of the track area and contact the outer side of the guide plate. This provides guiding traction for the turning of the second traveling mechanism, thereby directly driving the turning needs of multiple traveling mechanisms through the steering mechanism on the first traveling mechanism. Simultaneously, by using the lever-guided mechanism to provide guiding traction for the second traveling mechanism's cornering, the problems of steering accuracy of the rear traveling mechanism and coordination of differential steering with the front traveling mechanism in traditional processes can be reduced, ensuring stable and reliable cornering performance of the traveling mechanism. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this utility model.

[0015] Figure 2 This is a schematic diagram of the assembly structure of the first traveling mechanism and the second traveling mechanism.

[0016] Figure 3 This is a schematic diagram of the structure of the second embodiment of the present invention.

[0017] Figure 4 This is a schematic diagram of the assembly structure of the first walking mechanism and the second walking mechanism in a second embodiment. Detailed Implementation

[0018] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0019] Please see Figure 1 This utility model provides a steering structure for an air rail transport vehicle, including: a track 1, a first traveling mechanism 2 and a second traveling mechanism 3 mounted on the track 1, a lever guide mechanism 4 connected between the first traveling mechanism 2 and the second traveling mechanism 3, guide wheels 5 are provided on both sides of the lever guide mechanism 4, and a guide plate 11 is provided on the inner side of the curve of the track 1 corresponding to the guide wheels 5, and the guide wheels 5 are in movable contact with the guide plate 11.

[0020] When turning, the first traveling mechanism 2, equipped with a steering mechanism, turns along the curve. At this time, the guide wheel 5, located near the inside of the curve, is pushed out by the lever guide mechanism 4, causing the guide wheel 5 to move out of the track 1 area and contact the outside of the guide plate 11. This provides guiding traction for the second traveling mechanism 3 to turn, thus directly driving the turning needs of multiple traveling mechanisms through the steering mechanism on the first traveling mechanism 2. Simultaneously, the lever guide mechanism 4 provides guiding traction for the second traveling mechanism 3 to turn, reducing the steering accuracy issues of the rear traveling mechanism and the coordination problems of differential steering between the rear and front traveling mechanisms in traditional processes, ensuring stable and reliable cornering performance of the traveling mechanisms.

[0021] In some embodiments, the lever guiding mechanism 4 includes: a first connecting rod 41 hinged to the first traveling mechanism 2, a second connecting rod 42 hinged to the first connecting rod 41, and a guide arm 43 hinged to the second connecting rod 42. A bridge frame 44 is provided on the second traveling mechanism 3 corresponding to the second connecting rod 42. One end of the first connecting rod 41 is hinged to the first traveling mechanism 2, and the other end of the first connecting rod 41 is hinged to one end of the second connecting rod 42. The middle portion of the second connecting rod 42 is hinged to the bridge frame 44, and the other end of the second connecting rod 42 is hinged to the middle portion of the guide arm 43. The guide wheels 5 are disposed at both ends of the guide arm 43. When the first traveling mechanism 2 turns, it pulls the first connecting rod 41 to rotate. For example, when the first traveling mechanism 2 turns left, the first connecting rod 41 will rotate clockwise relative to the first traveling mechanism 2. At this time, for the second link 42, the hinge position of the first link 41 and the second link 42 moves to the right, driving the second link 42 to rotate around the hinge position on the bridge frame 44, thereby extending the guide arm 43 to the left, so that the left guide wheel 5 moves to the inside of the curve of the track 1, that is, the outside of the left guide plate 11, and makes the guide wheel 5 contact the outside of the guide plate 11, thereby pulling the second traveling mechanism 3 to rotate along the curve of the track 1, thereby realizing the steering of the second traveling mechanism 3. Similarly, when the first traveling mechanism 2 turns right, the first link 41 will rotate counterclockwise relative to the first traveling mechanism 2. At this time, for the second link 42, the hinge position of the first link 41 and the second link 42 moves to the left, driving the second link 42 to rotate around the hinge position on the bridge frame 44, thereby extending the guide arm 43 to the right, so that the right guide wheel 5 moves to the inside of the curve of the track 1, that is, the outside of the right guide plate 11, and makes the guide wheel 5 contact the outside of the guide plate 11, thereby pulling the second traveling mechanism 3 to rotate along the curve of the track 1, thereby realizing the steering of the second traveling mechanism 3.

[0022] In some embodiments, one end of the second connecting rod 42 is provided with a slot 421, and the first connecting rod 41 is provided with a guide rod corresponding to the slot 421, the guide rod being embedded in the slot 421. By providing a slot 421 at the connection between the second connecting rod 42 and the first connecting rod 41, and allowing the guide rod of the first connecting rod 41 to move within the slot 421, a certain amount of displacement is provided to the first connecting rod 41 through the slot 421 when the first traveling mechanism 2 turns along the curve of the track 1. This allows the second connecting rod 42 to rotate to a greater extent, ensuring the travel distance when the guide arm 43 is pushed outward, thus meeting the requirement of moving the guide wheel 5 to the outer side of the guide plate 11 provided on the inner side of the curve of the track 1.

[0023] In some embodiments, a limiting groove 431 is provided on the guide arm 43 corresponding to the second connecting rod 42, and a limiting rod is provided on the second connecting rod 42 corresponding to the limiting groove 431. The limiting rod moves within the limiting groove 431. The limiting groove 431 is T-shaped or Y-shaped. The straight segment of the T-shaped or Y-shaped structure is close to the direction of the first traveling mechanism 41. Therefore, in the initial state, the second connecting rod 42 is located at the end of the straight segment of the limiting groove 431. When the second connecting rod 42 rotates around the hinge position on the bridge frame 44 due to the traction of the first connecting rod 41, the limiting rod moves along the straight segment of the limiting groove 431 and moves to the end of the fork of the T-shaped or Y-shaped structure, thereby forming a self-locking mechanism. This prevents the guide arm 43 from deviating or wobbling after the limiting rod moves to the end, thus avoiding affecting the traction effect on the second traveling mechanism 3.

[0024] In some embodiments, the first traveling mechanism 2 and the second traveling mechanism 3 are respectively provided with a plurality of auxiliary guide wheels 6 on their sides. During the movement of the first traveling mechanism 2 and the second traveling mechanism 3 along the track 1, the auxiliary guide wheels 6 are always in contact with the inner wall of the track 1, providing guidance for the movement of the first traveling mechanism 2 and the second traveling mechanism 3, and reducing the friction between the first traveling mechanism 2 or the second traveling mechanism 3 and the inner wall of the track 1 or avoiding collisions, thereby improving the stability and safety of the movement process.

[0025] In some embodiments, please refer to Figure 3A straight guide plate 12 is provided on the side wall of the track 1 away from the curve, corresponding to the auxiliary guide wheel 6. The straight guide plate 12 and the side wall of the track 1 form an inverted U-shape. The auxiliary guide wheel 6 is in contact with the side of the straight guide plate 12 away from the side wall of the track 1. When the first traveling mechanism 2 moves to the fork in the track 1 where the curve and the straight section are located, if no turning is required, both the first traveling mechanism 2 and the second traveling mechanism 3 move in a straight line along the straight section. When the first traveling mechanism 2 moves to a distance exceeding the starting turning point of the curve by one outer diameter of the auxiliary guide wheel 6, the guide wheel at the front end of the first traveling mechanism 2 enters the inverted U-shape formed by the straight guide plate 12 and the side wall of the track 1, so that the auxiliary guide wheel 6 is in contact with the side of the straight guide plate 12 away from the side wall of the track 1. This provides effective guidance for the straight movement of the first traveling mechanism 2 and the second traveling mechanism 3, preventing the first traveling mechanism 2 from deviating when it moves to the curve position due to the loss of direction limit on one side. When the first traveling mechanism 2 deviates, the entire overhead rail transport vehicle may mistakenly enter the curve, causing abnormal material transport. Additionally, incomplete steering may cause the first traveling mechanism 2 to collide with the intersection of the curve and the straight section, potentially leading to damage to the first traveling mechanism 2 or the falling of the transported material. Therefore, by installing the straight guide plate 12, the stability and safety of movement along the straight section at curves can be effectively improved, reducing the risk of abnormal situations during transport.

[0026] In some embodiments, please refer to Figure 4 The guide wheel 5 is located on the side of the lever guide mechanism 4 closest to the curve, while the side of the lever guide mechanism 4 closest to the straight guide plate 12 does not have a guide wheel 5. If the guide wheel 5 is located on the side of the lever guide mechanism 4 closest to the straight guide plate 12 when the monorail transport vehicle moves to the corresponding position, a collision between the guide wheel 5 and the straight guide plate 12 may occur during movement, affecting the normal movement of the monorail transport vehicle and posing a significant safety hazard. Therefore, installing the guide wheel 5 only on the side of the lever guide mechanism 4 closest to the curve effectively ensures the safety of the monorail transport vehicle during movement.

[0027] In summary, this invention uses a lever-guided mechanism to push out the guide wheel closest to the inside of the curve, causing it to move out of the track area and contact the outer side of the guide plate. This provides guidance and traction for the second traveling mechanism to turn, thereby directly driving the turning needs of multiple traveling mechanisms through the steering mechanism on the first traveling mechanism. Simultaneously, by using the lever-guided mechanism to provide guidance and traction for the second traveling mechanism to turn, it reduces the steering accuracy issues of the rear traveling mechanism and the coordination problems of differential steering between it and the front traveling mechanism in traditional processes, ensuring stable and reliable cornering performance of the traveling mechanism.

[0028] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A turning structure of an empty rail transport vehicle, characterized by The utility model relates to a track, a first walking mechanism and a second walking mechanism are set up on the track, a lever guiding mechanism is connected between the first walking mechanism and the second walking mechanism, guiding wheels are arranged on both sides of the lever guiding mechanism, guiding plates are arranged on the inner side of the curve of the track corresponding to the guiding wheels, and the guiding wheels and the guiding plates are in movable contact. The lever guiding mechanism comprises a first connecting rod hinged to the first walking mechanism, a second connecting rod hinged to the first connecting rod, and a guiding arm hinged to the second connecting rod, a bridge is arranged on the second walking mechanism corresponding to the second connecting rod, one end of the first connecting rod is hinged to the first walking mechanism, the other end of the first connecting rod is hinged to one end of the second connecting rod, the middle part of the second connecting rod is hinged to the bridge, the other end of the second connecting rod is hinged to the middle part of the guiding arm, and the guiding wheels are arranged at both ends of the guiding arm.

2. The turning structure of the empty rail transport car according to claim 1, characterized in that One end of the second connecting rod is provided with a slot, the first connecting rod is provided with a guide rod corresponding to the slot, and the guide rod is embedded in the slot.

3. The turning structure of the empty rail transport car according to claim 2, characterized in that A limiting slot is arranged on the guiding arm corresponding to the second connecting rod, a limiting rod is arranged on the second connecting rod corresponding to the limiting slot, and the limiting rod moves in the limiting slot.

4. The turning structure of the empty rail transport car according to claim 2, characterized in that The limiting slot is T-shaped or Y-shaped.

5. The turning structure of the empty rail transport car according to claim 4, characterized in that The side surfaces of the first walking mechanism and the second walking mechanism are respectively provided with a plurality of groups of auxiliary guiding wheels.

6. The turning structure of the empty rail transport car according to claim 1, characterized in that, A straight guiding plate is arranged on the side wall of the track away from the curve corresponding to the auxiliary guiding wheels, the straight guiding plate and the side wall of the track form an inverted U-shaped structure, and the auxiliary guiding wheels and the straight guiding plate are in movable contact away from the side wall of the track.

7. The turning structure of the empty rail transport car according to claim 6, characterized in that The guiding wheels are arranged on the side of the lever guiding mechanism close to the curve, and no guiding wheel is arranged on the side of the lever guiding mechanism close to the straight guiding plate.

8. The turning structure of the empty rail transport car according to claim 7, characterized in that ​

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