Synchronous walking transmission device for four-way shuttle vehicle

Abstract

The utility model relates to a synchronous walking transmission device for a four-way shuttle vehicle, which comprises a transmission shaft, the transmission shaft is a through shaft, the transmission shaft is arranged on a frame bottom plate of the four-way shuttle vehicle through a first bearing seat and a second bearing seat, one end of the transmission shaft is connected with a left gear box, and the other end of the transmission shaft is connected with a right gear box; the left gear box and the right gear box are of the same split type structure and comprise gear box bottom plates and gear box vertical plates, and the two gear box vertical plates are fixedly connected through a connecting rod; a gear train is installed between the two gearbox vertical plates, key grooves are formed in the two ends of the transmission shaft, a transmission chain wheel is installed on the transmission shaft, and a positioning component for preventing the transmission chain wheel from axially moving is arranged on the transmission shaft. The synchronous walking transmission device for the four-way shuttle vehicle has the remarkable technical effects of high transmission efficiency, good stability, convenience in maintenance, high energy efficiency of the whole vehicle and the like, and provides powerful guarantee for efficient and stable operation of the four-way shuttle vehicle.

Description

Technical Field

[0001] This utility model belongs to the field of four-way shuttle technology, and in particular relates to a synchronous walking transmission device for a four-way shuttle. Background Technology

[0002] In modern logistics warehousing, four-way shuttles are increasingly important as efficient and flexible automated handling equipment. These vehicles can achieve precise and rapid storage, retrieval, and handling of goods in complex warehouse environments, greatly improving the efficiency and accuracy of warehousing operations. However, the design of the four-way shuttle's running system, especially its synchronous drive system, directly affects the vehicle's operational stability, ease of maintenance, and overall operating costs, making it a key area for current technological improvement and innovation. Traditional four-way shuttle synchronous drive systems typically use a drive motor as the power source, transmitting power to the drive shaft via chains or belts, which in turn drives the wheels on both sides of the vehicle to rotate synchronously. In this design, the drive shaft plays a crucial role; it not only serves as a bridge for power transmission but also ensures precise synchronization of the wheels on both sides to guarantee the vehicle's linear stability and steering flexibility during movement.

[0003] In existing technologies, drive shafts mostly adopt a split structure, that is, two split synchronous shafts are connected by a coupling to achieve synchronous linkage of the two gearboxes. The original intention of this design was to adapt to the fully enclosed gearbox structure widely used in the current market. Fully enclosed gearboxes, due to their excellent sealing performance, can effectively prevent the intrusion of external impurities and extend their service life, but they also bring maintenance challenges. Due to the fully enclosed nature of the gearbox, once an internal fault or damage occurs, it is often difficult to repair on-site; the entire gearbox must be disassembled and sent back to the factory for repair or replacement.

[0004] More problematic is that these integrated gearboxes are typically sold as a single system, with the left and right gearboxes matched and inseparable. Therefore, if one gearbox malfunctions, even if the other is in good condition, the entire system must be replaced, undoubtedly increasing maintenance costs and wasting resources. This is especially true in large warehousing systems with numerous four-way shuttles; frequent gearbox replacements not only impact warehousing efficiency but also significantly increase operating costs. In summary, existing synchronous drive systems for four-way shuttles have significant shortcomings in addressing gearbox maintenance and replacement, urgently requiring an innovative design that maintains efficient and stable transmission performance while reducing maintenance costs and improving resource utilization. Therefore, developing a new synchronous drive system that enables rapid gearbox replacement and reduces downtime due to gearbox failures has become a critical issue that urgently needs to be addressed in the field of four-way shuttle technology. Utility Model Content

[0005] In view of the problems existing in the prior art, this utility model provides a synchronous walking transmission device for a four-way shuttle.

[0006] This utility model is implemented as follows: a synchronous walking transmission device for a four-way shuttle, including a drive shaft, characterized in that: the drive shaft is a through shaft, and the drive shaft is mounted on the base plate of the four-way shuttle frame via a first bearing seat and a second bearing seat; one end of the drive shaft is connected to the left gearbox, and the other end of the drive shaft is connected to the right gearbox; the left and right gearboxes have the same structure, both adopting a split structure, including a gearbox base plate and two parallel gearbox upright plates connected to the gearbox base plate, the two gearbox upright plates being fixedly connected by a connecting rod; a gear train is installed between the two gearbox upright plates, the gear train being at least The transmission shaft includes a primary gear and two driven gears. The two driven gears mesh with the primary gear through intermediate gears. Each driven gear is equipped with a traveling axle, and a gearbox positioning flange is fitted onto the traveling axle on the outer gearbox plate. Both ends of the transmission shaft have keyways with identical geometric parameters. The length of the keyway is not less than the distance by which the transmission shaft can move laterally to the left or right, disengaging from the left or right gearbox. The primary gear is connected to the end of the transmission shaft via a key. An end cap connected to the transmission shaft is provided on the outer gearbox plate. A transmission sprocket is mounted on the transmission shaft, and a positioning component is provided on the transmission shaft to prevent axial movement of the transmission sprocket.

[0007] More preferably, the gearbox base plate and gearbox upright plate adopt a mortise and tenon structure, and are fastened together at the mortise and tenon joints by connecting bolts.

[0008] More preferably, the connecting rod includes a positioning rod portion for limiting the distance between the two gearbox uprights. The positioning rod portion has positioning shaft heads at both ends to ensure that the two gearbox uprights are at the same height. The positioning shaft heads at both ends are inserted into positioning holes on the inner side of the gearbox uprights. A countersunk hole is provided on the outer side of the gearbox uprights, and a fastening bolt connected to the positioning shaft head is provided in the countersunk hole.

[0009] More preferably, the gearbox base plate is provided with an external connecting part, which is fixedly connected to the bottom of the frame by fasteners.

[0010] More preferably, the length of the keyway is greater than the distance between the installation position of the transmission sprocket and the end face of the transmission shaft, and the transmission sprocket is engaged with the keyway via a key.

[0011] More preferably, the positioning member near the first bearing housing is a positioning sleeve, which abuts against the side of the first bearing housing, and the positioning member away from the first bearing housing is a clamp.

[0012] More preferably, the transmission sprocket is a single sprocket or a double sprocket.

[0013] More preferably, protective plates are installed on the upper part and / or both ends of the two gearbox uprights, and the protective plates, gearbox uprights and gearbox bottom plates enclose a gear chamber for installing the gear system, and the gear chamber is filled with lubricating grease.

[0014] More preferably, the enclosure panel is made of metal sheet or transparent non-metallic sheet.

[0015] More preferably, a positioning pin is provided between the gearbox base plate and the gearbox upright plate.

[0016] The advantages and technical effects of this utility model are as follows: The four-way shuttle vehicle synchronous walking transmission device provided by this utility model achieves a significant improvement in transmission efficiency, stability, maintenance convenience and overall vehicle energy efficiency through a series of carefully designed technical features.

[0017] First, the driveshaft adopts a through-shaft design, ensuring its integrity and strength, reducing potential failure points, and improving transmission efficiency and stability. Simultaneously, the driveshaft is securely mounted on the chassis floor via first and second bearing seats, facilitating both rotation and axial movement, and greatly simplifying subsequent maintenance and replacement. The gearbox employs a split structure, allowing for independent disassembly and replacement, significantly reducing maintenance costs and improving maintenance efficiency.

[0018] Furthermore, the gearbox base plate and upright plate are connected by mortise and tenon joints and fastened with connecting bolts, effectively preventing the gearbox from loosening or deforming under vibration or stress, ensuring reliability and durability during long-term use. The gear system design achieves efficient power transmission and distribution, while the keyway design at both ends of the drive shaft allows the drive shaft to move axially when maintenance is needed, easily disengaging it from the gearbox, further improving the convenience of maintenance.

[0019] Meanwhile, the primary gear is connected to the end of the drive shaft via a key, and an end cap provides additional protection and sealing to prevent external impurities from entering the gearbox. The design of the drive sprocket allows the transmission device to be flexibly connected to the drive shaft of the drive motor or driven wheels, while the positioning components ensure the stability of the drive sprocket during transmission, preventing malfunctions or damage caused by axial movement. In particular, the combined use of the positioning sleeve and clamp provides stable support and limiting function, while also improving the flexibility and adaptability of the transmission device.

[0020] The enclosure design provides the gear train with a relatively enclosed and well-lubricated working environment, reducing the stringent requirements for sealing and minimizing the risk of oil leaks and malfunctions. Simultaneously, the enclosure features an oil filler port, facilitating the injection or replenishment of lubricating grease into the gear chamber, simplifying maintenance. Furthermore, the transparent enclosure allows for easy observation of the gear train's operating status and lubrication condition, enabling timely detection and resolution of potential problems.

[0021] Furthermore, this invention effectively reduces the overall weight of the vehicle and improves the range of the four-way shuttle by optimizing the thickness design of the enclosure panels. This design not only optimizes the performance of the transmission system but also makes a significant contribution to improving the energy efficiency and range of the entire vehicle.

[0022] In summary, the synchronous travel transmission device for four-way shuttles provided by this utility model has significant technical advantages such as high transmission efficiency, good stability, convenient maintenance, and high overall vehicle energy efficiency, providing a strong guarantee for the efficient and stable operation of four-way shuttles. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of this utility model;

[0024] Figure 2 This is an installation state diagram of this utility model;

[0025] Figure 3 This is a schematic diagram of the left gearbox structure;

[0026] Figure 4 yes Figure 1 Sectional view of AA;

[0027] Figure 5 This is a schematic diagram of the three-dimensional structure of the left gearbox;

[0028] Figure 6 This is a schematic diagram of the structure with one side of the gearbox vertical plate removed;

[0029] Figure 7 This is a schematic diagram of the connecting rod structure;

[0030] Figure 8 This is a schematic diagram of the enclosure panel installation structure;

[0031] Figure 9 It is an exploded view of a gearbox with protective panels.

[0032] 1. Drive shaft; 2. First bearing housing; 3. Second bearing housing; 4. Four-way shuttle frame base plate; 5. Left gearbox; 5-1. Gearbox base plate; 5-10. External connecting part; 5-2. Gearbox upright plate; 5-20. Positioning hole; 5-21. Countersunk hole; 5-22. Fastening bolt; 5-3. Connecting rod; 5-30. Positioning rod part; 5-31. Positioning shaft head; 5-4. Gear system; 5-40. Primary gear; 5-41. Driven gear; 5-42. Traveling wheel axle; 5-43. Intermediate gear; 5-5. Gearbox positioning flange; 5-6. Shaft end cover; 6. Right gearbox; 7. Drive sprocket; 8. Positioning sleeve; 9. Clamp; 10. Enclosure plate; 11. Positioning pin. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this utility model.

[0034] Please see Figures 1 to 7 A synchronous travel transmission device for a four-way shuttle includes a drive shaft 1. The drive shaft is a through shaft, which ensures its integrity and strength, reduces potential failure points caused by segmented connections, and improves transmission efficiency and stability. The drive shaft is mounted on the four-way shuttle frame base plate 4 via a first bearing seat 2 and a second bearing seat 3. The bearing seat design allows the drive shaft to be stably supported on the frame base plate, while facilitating rotation and axial movement, providing convenience for subsequent maintenance and replacement. One end of the drive shaft is connected to a left gearbox 5, and the other end is connected to a right gearbox 6. The left and right gearboxes have identical structures, both using a split design. This split design allows for independent disassembly and replacement of the gearboxes, reducing maintenance costs and improving maintenance efficiency. Furthermore, the identical structure of both gearboxes facilitates standardized production and interchangeability. The device includes a gearbox base plate 5-1 and two parallel gearbox uprights 5-2 connected to the base plate, with the two uprights fixedly connected by a connecting rod 5-3.

[0035] A gear train 5-4 is installed between the two gearbox uprights. The design of the gear train realizes the effective transmission and distribution of power. The gear train includes at least a primary gear 5-40 and two driven gears 5-41. The two driven gears mesh with the primary gear through intermediate gears 5-43 respectively. Each of the two driven gears is equipped with a traveling wheel axle 5-42. A gearbox positioning flange 5-5 is fitted on the traveling wheel axle on the outer gearbox upright.

[0036] The drive shaft has keyways with identical geometric parameters at both ends. The length of the keyways is not less than the distance the drive shaft can move laterally to the left or right to disengage from the left or right gearbox. The keyway design allows the drive shaft to move axially when maintenance is needed, easily disengaging it from the gearbox and facilitating independent replacement or repair, thus improving maintenance convenience. The primary gear is connected to the end of the drive shaft via a key. A shaft end cover 5-6, connected to the drive shaft, is located on the outer gearbox upright plate. The key connection ensures a secure connection and accurate transmission between the primary gear and the drive shaft, while the shaft end cover provides additional protection and sealing, preventing external impurities from entering the gearbox. For maintenance, simply remove the bearing covers on both sides to move the drive shaft axially. Once the drive shaft is disengaged from the left or right gearbox, it can be disassembled for independent replacement or repair.

[0037] A transmission sprocket 7 is mounted on the transmission shaft 1. The transmission sprocket 7 is connected to a drive motor or to the transmission shaft of a driven wheel. A positioning component is provided on the transmission shaft to prevent axial movement of the transmission sprocket. The positioning component ensures the stability of the transmission sprocket during transmission, prevents malfunctions or damage caused by axial movement, and improves the reliability and durability of the transmission device.

[0038] Preferably, the gearbox base plate and gearbox upright plate adopt a mortise and tenon structure, and are fastened together at the mortise and tenon joints by connecting bolts. The mortise and tenon structure itself has good self-locking and shock resistance, which can effectively prevent the gearbox from loosening or deforming under vibration or stress. At the same time, the fastening effect of the connecting bolts further strengthens the connection, ensuring the reliability and durability of the gearbox during long-term use, thereby improving the performance and service life of the entire transmission device.

[0039] More preferably, the connecting rod 5-3 includes a positioning rod portion 5-30 for limiting the distance between the two gearbox uprights. Positioning shaft heads 5-31 are provided at both ends of the positioning rod portion to ensure that the two gearbox uprights are at the same height. The positioning shaft heads at both ends are inserted into positioning holes 5-20 on the inner side of the gearbox uprights. Countersunk holes 5-21 are provided on the outer side of the gearbox uprights, and fastening bolts 5-22 connected to the positioning shaft heads are provided in the countersunk holes. This effectively limits the distance between the two gearbox uprights, ensuring the stability and accuracy of the gearbox structure. The positioning shaft heads at both ends of the positioning rod portion not only provide precise positioning but also ensure the height consistency of the two gearbox uprights, thereby improving the gear meshing accuracy and transmission efficiency. Simultaneously, the positioning shaft heads are inserted into the positioning holes on the inner side of the gearbox uprights and connected by fastening bolts in the countersunk holes on the outer side. This connection method is both robust and easy to disassemble and assemble, facilitating gearbox maintenance and replacement, and further improving the reliability and ease of maintenance of the entire transmission device.

[0040] Preferably, the gearbox base plate 5-1 is provided with an external connecting part 5-10, which is fixedly connected to the bottom of the frame by fasteners. This significantly enhances the connection strength and stability between the gearbox and the frame. This connection method not only simplifies the installation process and improves assembly efficiency, but also effectively prevents the gearbox from loosening or shifting due to vibration or external forces during vehicle operation, thereby ensuring the normal operation of the transmission device and driving safety, and improving the reliability and durability of the entire four-way shuttle.

[0041] More preferably, the length of the keyway is greater than the distance between the installation position of the transmission sprocket and the end face of the transmission shaft, and the transmission sprocket is engaged with the keyway via a key; this design not only enhances the connection strength and stability between the transmission sprocket and the transmission shaft, but also allows the transmission sprocket to have a certain axial adjustment space on the transmission shaft, which is convenient for installation and debugging.

[0042] In a further preferred embodiment, the positioning component near the first bearing housing is a positioning sleeve 8, which abuts against the side of the first bearing housing, while the positioning component away from the first bearing housing is a clamp 9. This achieves effective positioning and fixation of the transmission sprocket. The positioning sleeve abuts against the side of the first bearing housing, providing stable support and limiting function; the clamp can tightly wrap around the drive shaft, preventing axial movement of the transmission sprocket. This design ensures both the stability and reliability of the transmission sprocket and improves the flexibility and adaptability of the transmission device.

[0043] More preferably, the transmission sprocket is a single sprocket or a double sprocket. When a single sprocket is used, it is typically used as a driven sprocket, rotating in sync with the driving sprocket. When a double sprocket is used, one sprocket acts as the power input sprocket, receiving power from the drive motor and transmitting it to the other driven sprocket via a chain, thereby driving the driven shaft to rotate. This design allows the transmission device to flexibly select between single and double sprocket transmission methods according to different application scenarios and requirements, improving the versatility and adaptability of the transmission device.

[0044] For further recommendations, please refer to [link / reference]. Figure 8 and Figure 9 Two gearbox uprights are fitted with protective plates 10 at their upper parts and / or both ends. These protective plates, the gearbox uprights, and the gearbox base plate enclose a gear chamber for mounting the gear train, which is filled with lubricating grease. This provides a relatively enclosed and well-lubricated working environment for the gear train. Compared to traditional enclosed gearboxes that use liquid lubricating oil and require high sealing performance, this design not only reduces the stringent requirements for sealing, decreasing the risk of oil leakage and malfunctions due to seal failure, but also achieves long-term lubrication of the gear train by filling with lubricating grease, improving transmission efficiency and gear life, while also facilitating maintenance and upkeep.

[0045] In the actual manufacturing process, the thickness of the enclosure plate was designed to be less than that of the gearbox upright plate. This ingenious design not only ensured the structural strength of the gear chamber but also effectively reduced the overall weight of the vehicle. Weight reduction is crucial for improving the range of the four-way shuttle, as it reduces energy consumption during operation and extends working time and driving distance after a single charge. Therefore, this design not only optimizes the performance of the transmission system but also contributes to improving the overall energy efficiency and range of the vehicle.

[0046] Preferably, the enclosure plate is provided with an oil inlet 10-1. This facilitates the injection or replenishment of lubricating grease into the gear chamber, simplifying maintenance work and improving maintenance efficiency.

[0047] More preferably, the enclosure panel is made of metal sheet or non-metallic transparent sheet. This facilitates observation of the gear system's operating status and lubrication condition, allowing for timely detection and handling of potential problems, thus improving the convenience and efficiency of maintenance.

[0048] Preferably, a locating pin 11 is provided between the gearbox base plate and the connecting gearbox base plate. As a positioning element, the locating pin ensures precise alignment and fixation between the gearbox base plate and the connecting gearbox base plate. This helps maintain the relative positions of the internal components of the gearbox, preventing displacement due to vibration or external forces, thereby ensuring the accuracy and stability of the transmission device. Simultaneously, the use of the locating pin simplifies the assembly process, improves production efficiency, and ensures the high precision and reliability of the synchronous travel transmission device for the four-way shuttle during long-term use.

[0049] The above description is only a preferred embodiment of the present utility model and is 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 synchronous walking transmission device for a four-way shuttle vehicle, comprising a transmission shaft, characterized in that: The transmission shaft is a through shaft, and the transmission shaft is installed on the four-way shuttle vehicle frame bottom plate through the first bearing seat and the second bearing seat, one end of the transmission shaft is connected with the left side gear box, and the other end of the transmission shaft is connected with the right side gear box; The left side gear box and the right side gear box are of the same structure and are of a split structure, comprising a gear box bottom plate and two parallel gear box vertical plates connected with the gear box bottom plate, and the two gear box vertical plates are fixedly connected through a connecting rod; A gear train is installed between the two gear box vertical plates, the gear train at least comprises a primary gear and two driven gears, the two driven gears are respectively engaged with the primary gear through intermediate gears, and each of the two driven gears is provided with a traveling wheel shaft, and a gear box positioning flange is sleeved on the traveling wheel shaft on the outer side gear box vertical plate; The two ends of the transmission shaft are provided with key grooves with consistent geometric parameters, and the length of the key grooves is not less than the distance of the transmission shaft moving leftward or rightward to separate from the left side gear box or the right side gear box; the primary gear is connected with the shaft end of the transmission shaft through a key, and an end cover connected with the transmission shaft is arranged on the outer side gear box vertical plate; A transmission sprocket is installed on the transmission shaft, and a positioning member for preventing the transmission sprocket from axially moving is arranged on the transmission shaft.

2. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: The gear box bottom plate and the gear box vertical plate adopt a mortise and tenon structure and are fastened and connected through connecting bolts at the mortise and tenon.

3. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: The connecting rod comprises a positioning rod portion for limiting the distance between the two gear box vertical plates, the two ends of the positioning rod portion are provided with positioning shaft heads for ensuring that the heights of the two gear box vertical plates are consistent, the positioning shaft heads at the two ends are inserted into positioning holes in the inner sides of the gear box vertical plates, and a counterbore is arranged on the outer side of the gear box vertical plate, and a fastening bolt connected with the positioning shaft head is arranged in the counterbore.

4. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: An outer connecting portion is arranged on the gear box bottom plate, and the outer connecting portion is fixedly connected with the vehicle frame bottom portion through fasteners.

5. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: The length of the key groove is greater than the distance from the transmission sprocket installation position to the shaft end surface of the transmission shaft, and the transmission sprocket is matched with the key groove through a key.

6. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: The positioning member close to the first bearing seat side is a positioning sleeve abutting against the side surface of the first bearing seat, and the positioning member away from the first bearing seat side is a clamp.

7. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: The transmission sprocket is a single sprocket or a double sprocket.

8. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: Surrounding plates are installed on the upper portions and / or the two ends of the two gear box vertical plates, the surrounding plates, the gear box vertical plates and the gear box bottom plate enclose a gear chamber for installing the gear train, and the gear chamber is filled with lubricating grease.

9. The synchronous walking driving device for the four-way shuttle vehicle according to claim 8, characterized in that: The surrounding plates are made of metal plates or transparent non-metal plates.

10. The synchronous walking driving device for the four-way shuttle vehicle according to claim 1, characterized in that: Positioning pins are arranged between the gear box bottom plate and the gear box vertical plate.

Images