The branch structure of the track network of a small overhead crane

Abstract

This utility model discloses a branching structure for a small overhead crane's track network, comprising: a first track, a branching section, a second track, and a third track; the front end of the branching section is connected to the end of the first track, and both the second and third tracks are connected to the rear end of the branching section; the branching section has a first branching point and a second branching point, with their front ends converging and their rear ends separating in a V-shape; the first track has a track opening, the second track has a second track opening, and the third track has a third track opening; the track openings are connected to the front end convergence of the first and second branching points, the second track opening is connected to the first branching point, and the third track opening is connected to the second branching point. The first and second branching points of the branching section have relatively small widths, making track splitting or merging safer and more reliable, and eliminating the need for complex reversing and guiding mechanisms, further reducing subsequent operation and maintenance costs.

Description

Technical Field

[0001] This utility model relates to the field of aerial rail transit technology, and in particular to a branch structure for a small overhead crane's track network. Background Technology

[0002] Suspended rail transit (skyrail) boasts significant advantages due to its unique design, including low construction costs, short construction periods, and strong spatial adaptability. Requiring only supporting columns, it can be adapted to mountainous and densely populated urban areas, and is also environmentally friendly, energy-efficient, and low-noise. These characteristics make it widely applicable in various scenarios such as urban commuter trunk lines, tourism, airport connections, and industrial logistics.

[0003] However, for small, suspended railcars, once the network is completed, the branching of the tracks or the track-changing mechanism of the trolley are key issues that need to be addressed.

[0004] For example, Chinese patent CN203558061 U discloses a suspended track turnout reversing system. The trolley moves on the track / turnout via a suspension mechanism, employing a linkage structure of hanger, carriage, and guide wheel assembly. The track at the turnout is divided into left and right sections. Reversing is achieved by coordinating the shift of the trolley's center of gravity through the main steering wheel, the secondary guide wheel, and the swing wheel. However, its structure is complex: multiple sets of guide wheels, carriages, swing arms, and other components require precise coordination, making maintenance difficult. It relies on mechanical linkage; the shift of the center of gravity and the position of the guide wheels must be strictly synchronized, resulting in a high risk of failure.

[0005] For example, Chinese patent CN211308602U discloses a lifting-type track-changing mechanism that uses a reverse synchronization mechanism (parallelogram mechanism) to achieve track changing through the lifting-type track-changing part. The limiting part cooperates with the track anti-derailment part, and can automatically correct the position if the action is not in place. However, it occupies a large space, the lifting mechanism requires additional vertical space, which limits the miniaturization design. It is also dependent on synchronization, and multiple sets of mechanisms need to be strictly synchronized, otherwise it is easy to cause skewness. It is also costly, and the precision hinge points and drive mechanism increase the manufacturing cost.

[0006] For example, Chinese patent CN110886160A discloses a double-turnout double-track beam, which connects the first and second track beams via an S-shaped guide track beam, with tangential ends to reduce turning impact. A liftable connecting component allows switching between straight-line and track-changing paths via a drive mechanism. However, it requires high installation precision: the tangential connection of the track beams requires millimeter-level accuracy, resulting in high costs; the S-shaped track beam is difficult to manufacture, leading to a high overall cost.

[0007] Based on the above needs, the industry urgently needs to provide a miniaturized aerial rail transit system, especially a bifurcated track structure that is low-cost, quick to assemble and easy to maintain, and can improve the safety of track switching. Utility Model Content

[0008] The purpose of this invention is to overcome the shortcomings of existing technologies and provide a switch structure for a small overhead crane's track network. This addresses the technical problems of existing suspended monorail switch structures, which often have moving parts, complex structures, require a supporting control network for track selection of the networked locomotives, and have high overall network and control costs. This switch structure uses a fixed structure with no moving parts and can form a network without relying on signal and control networks. In subsequent operation, it eliminates the need for track-related signal and control networks, as well as the switch control network for track splitting and merging, resulting in low system operating costs and safe and reliable track network security.

[0009] To achieve the above objectives, the present invention adopts the following technical solution:

[0010] An embodiment of this utility model provides a branch structure for a track network of a small overhead crane, which includes: a first track, a branch section, a second track, and a third track;

[0011] The front end of the branch track is connected to the end of the first track, and the second and third tracks are both connected to the rear end of the branch track.

[0012] The branch section is provided with a first branch intersection and a second branch intersection, and the front ends of the first branch intersection and the second branch intersection meet and the rear ends separate in a V shape.

[0013] The first track has a track opening, the second track has a second track opening, and the third track has a third track opening; the track opening is connected to the front end intersection of the first track opening and the second track opening, the second track opening is connected to the first track opening, and the third track opening is connected to the second track opening.

[0014] The branch section includes: a second track support, a third track support, and a fork section. The fork section and the second track support form the first branch intersection, and the third track support and the fork section form the second branch intersection.

[0015] Both sides of the first and second junctions are provided with longitudinally extending guide surfaces.

[0016] Both the first and second branch intersections have a track surface at their bottom.

[0017] The track surfaces are all friction surfaces that extend outward from the bottom edge of the guide surface.

[0018] The first track, the first branch track, and the second branch track have the same structure, each including:

[0019] First support part, second support part, first limiting part, second limiting part, first track part and second track part;

[0020] The first support part and the second support part together form a support surface for suspending the rollers of the aerial trolley, and there is a gap between the first support part and the second support part;

[0021] The first limiting part is connected to the bottom of the first supporting part, the second limiting part is connected to the bottom of the second supporting part, and there is a gap between the first limiting part and the second limiting part;

[0022] The first track portion is connected to the bottom of the first limiting portion, and the second track portion is connected to the bottom of the second limiting portion. The first track portion and the second track portion together form a drive contact surface for the drive wheel of the aerial vehicle to abut and drive.

[0023] The first support part has a first support surface at its top, and the second support part has a second support surface at its top. The first support surface and the second support surface are set at the same height, and the first support surface and the second support surface together form the support surface.

[0024] The first track portion has a first abutting surface at its bottom, and the second track portion has a second abutting surface at its bottom. The first abutting surface and the second abutting surface together form the driving abutting surface.

[0025] The first limiting part is formed by bending the edge of the first supporting part vertically, and the second limiting part is formed by bending the edge of the second supporting part vertically; the first track part is formed by bending the bottom edge of the first limiting part vertically outward, and the second track part is formed by bending the bottom edge of the second limiting part vertically outward.

[0026] The first support portion and the second support portion are connected together by a bridging portion, and the bridging portion is located on top of the first limiting portion and the second limiting portion.

[0027] The switch structure of the track network of the small overhead crane of this utility model is simple in structure and low in cost. The width of the first and second switch intersections of the switch section is designed to be small, so that the separation or merging of tracks is safer and more reliable. The offset distance of the train is small when separating or merging tracks, and no complex reversing guidance mechanism is required, which further reduces the subsequent operation and maintenance costs.

[0028] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this utility model more obvious and easy to understand, the following are preferred embodiments, which are described in detail below. Attached Figure Description

[0029] Figure 1 This is a perspective view of the overall structure of the branch structure of the track network of the small overhead crane according to an embodiment of the present invention.

[0030] Figure 2 for Figure 1 A magnified schematic diagram of part A in the middle.

[0031] Figure 3 for Figure 1 A magnified schematic diagram of part B in the middle section.

[0032] Figure 4 for Figure 1 A magnified schematic diagram of a portion of the C-shaped structure.

[0033] Figure 5 This is a schematic diagram of the first track or first branch section and second branch section structure of the track network of the small crane according to an embodiment of the present invention.

[0034] Figure 6 for Figure 5 Side view of the structure shown.

[0035] Figure 7 This is a schematic diagram of the track mechanism and the small suspended railcar assembly state of the turnout structure of the track network of the small crane according to an embodiment of the present invention.

[0036] Explanation of reference numerals in the attached figures:

[0037] The small overhead crane's track network includes the following components: branch structure 100, first track 1, branch section 2, second track 3, third track 4, first support part 11, second support part 12, first limiting part 13, second limiting part 14, first track part 15, second track part 16, track crossing 17, bridging part 18, front end intersection 20, second track support part 21, third track support part 22, fork part 23, first branch crossing 24, second branch crossing 25, second track opening 30, third track opening 40, suspension roller 110, first support surface 111, cantilever 120, second support surface 121, first contact surface 151, second contact surface 161, fork guide surface 231, fork guide surface 232, guide surface 241, and guide surface 251. Detailed Implementation

[0038] 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 specific embodiments.

[0039] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0040] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0041] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0042] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0044] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0045] Suspended rail transit (skyrail) boasts significant advantages due to its unique design, including low construction costs, short construction periods, and strong spatial adaptability. Requiring only pillars for space, it can be adapted to mountainous and densely populated urban areas, and is environmentally friendly, energy-saving, and low-noise. These characteristics make it widely used in various scenarios such as urban commuter trunk lines, tourism, airport connections, and industrial logistics. However, for suspended miniature rail vehicles, the branching of tracks or the track-changing mechanism for the trolleys after network construction is a key issue that needs to be addressed.

[0046] For example, Chinese patent CN203558061 U discloses a suspended track turnout reversing system. The trolley moves on the track / turnout via a suspension mechanism, employing a linkage structure of hanger + carriage + guide wheel set. The track at the turnout is divided into left and right sections. Reversing is achieved by coordinating the steering wheel, driven guide wheel, and swing wheel to control the trolley's center of gravity shift. However, its structure is complex: multiple sets of guide wheels, slide rods, swing arms, and other components require precise coordination, making maintenance difficult. It relies on mechanical linkage: the center of gravity shift and guide wheel position must be strictly synchronized, resulting in a high risk of failure. Another example is Chinese patent CN211308602U, which discloses a lifting-type track-changing mechanism using a reverse synchronization mechanism (parallelogram mechanism). Track changing is achieved through a lifting-type track-changing section. The limiting section cooperates with the track anti-derailment section, automatically correcting the position if the action is not in place. However, it occupies a large space; the lifting mechanism requires additional vertical space, limiting miniaturization design. Synchronization is crucial; multiple mechanisms must be strictly synchronized, otherwise, skewness is likely. It is also costly, with precision hinge points and drive mechanisms increasing manufacturing costs. For example, Chinese patent CN110886160A discloses a double-turnout double-track beam, which connects the first and second track beams via an S-shaped guide track beam, with tangential ends to reduce turning impact. A liftable connecting component allows switching between straight and track-changing paths via a drive mechanism. However, it requires high installation precision: the tangential connection of the track beams requires millimeter-level accuracy, resulting in high costs; the S-shaped track beam is difficult to manufacture, leading to a high overall cost. Based on these needs, the industry urgently requires a miniaturized aerial rail transit system, particularly a low-cost, fast-assembly and maintenance-friendly branched track structure that improves track-changing safety. Therefore, based on these needs, this embodiment provides a branch structure 100 for a small overhead crane's track network, specifically relating to the branching and merging of tracks in a small overhead crane's track network. This branch structure, besides the track configuration, is another core structure in the track network.

[0047] Please see Figures 1 to 4 This embodiment discloses a switch structure 100 for a small overhead crane's track network, which has the following characteristics in its application scenarios:

[0048] The suspended aerial vehicle features a monorail structure, unlike existing dual-rail structures. The total weight of the suspended aerial vehicle, including its own weight and load capacity, does not exceed 100 kg. Depending on the application requirements, the number of axles and wheel sets can be increased, and it can also be a cascaded box structure. Its design goal is to reduce the requirements of the track by tailoring the vehicle to specific application scenarios, keeping the track's load-bearing capacity within the range of 100-150 kg / m, thereby reducing track costs and facilitating large-scale commercialization.

[0049] The switch structure 100 of the track network of the small crane in this embodiment includes: a first track 1, a switch section 2, a second track 3 and a third track 4.

[0050] The front end of the branch section 2 is connected to the end of the first track 1, and the second track 3 and the third track 4 are both connected to the rear end of the branch section 2.

[0051] The branch section 2 is provided with a first branch intersection 24 and a second branch intersection 25, and the front ends of the first branch intersection 24 and the second branch intersection 25 meet and the rear ends separate in a V shape.

[0052] The first track 1 is provided with a track opening 17, the second track 3 is provided with a second track opening 30, and the third track 4 is provided with a third track opening 40; the track opening 17 is connected to the front end intersection 20 of the first branch opening 24 and the second branch opening 25, the second track opening 30 is connected to the first branch opening 24, and the third track opening 40 is connected to the second branch opening 25.

[0053] The switch structure 100 of the track network of the small overhead crane in this embodiment is applied to a monorail suspended aerial trolley. The aerial trolley moves on the first track 1 in a monorail operation mode. When it enters the switch section 2, it changes track and direction within the switch section 2. After changing track, the aerial trolley enters the first switch point 24 or the second switch point 25 respectively. After changing track, it enters the second track 3 connected to the first switch point 24 or the third track 4 connected to the second switch point 25 respectively, completing the track changing, lane changing and direction changing. The above process is the track splitting process. Conversely, when traveling from the second track 3 or the fourth track 4 towards the first track 1, the track merging process is completed.

[0054] Please refer to it again. Figure 3 The branch section 2 includes: a second track support 21, a third track support 22, and a fork section 23. The second track support 21, the third track support 22, and the fork section 23 together form a wedge-shaped triangular structure. The first branch opening 24 is formed between the fork section 23 and the second track support 21, and the second branch opening 25 is formed between the third track support 22 and the fork section 23.

[0055] Both sides of the first junction 24 and the second junction 25 are provided with longitudinally extending guide surfaces 241 (251). Correspondingly, each branch portion 23 has a corresponding branch guide surface 231 (232) opposite to the guide surface 241 (251). The guide surfaces 241 (251) and the branch guide surfaces 231 (232) together form a guiding effect on the aerial trolley, preventing the aerial trolley from deviating during movement. Furthermore, the lateral displacement distance of the branch structure for track splitting and merging is small, which can support high-speed track merging or splitting of locomotives. The triangular body has good load-bearing capacity, making track splitting or merging smoother, safer, and more reliable.

[0056] Both the first junction 24 and the second junction 25 have a track surface at their bottom, which is used to engage with the drive wheels of the aerial trolley's drive mechanism to drive the aerial trolley to move relative to the monorail. Specifically, the track surface is a friction surface extending outward from the bottom edge of the guide surface 241 (251).

[0057] The second track support 21 and the third track support 22 are used to support the suspension wheels of the aerial trolley. The guide surface 241 (251) and the corresponding track surface are located outside the second track support 21 and the third track support 22. That is, the trolley is suspended on the support, and the guide and drive rail surfaces are set on the outside, thereby reducing the internal space of the track. Reducing the internal space can reduce the requirements for track strength, and correspondingly reduce the track production cost.

[0058] Please refer to it again. Figure 2 , Figure 4 , Figures 5 to 7 The first track 1, the first branch section 3, and the second branch section 4 have the same structure, each including:

[0059] First support part 11, second support part 12, first limiting part 13, second limiting part 14, first track part 15 and second track part 16;

[0060] The first support part 11 and the second support part 12 together form a support surface for suspending the suspension roller 110 of the aerial trolley, and a gap is provided between the first support part 11 and the second support part 12.

[0061] The first limiting part 13 is connected to the bottom of the first supporting part 11, the second limiting part 14 is connected to the bottom of the second supporting part 12, and there is a gap between the first limiting part 13 and the second limiting part 14.

[0062] The first track portion 15 is connected to the bottom of the first limiting portion 13, and the second track portion 16 is connected to the bottom of the second limiting portion 14. The first track portion 15 and the second track portion 16 together form a drive contact surface for the drive wheel of the aerial vehicle to abut and drive.

[0063] In this embodiment, the first support part 11 and the second support part 12 work together to support the suspension rollers 110 of the aerial vehicle. The aerial vehicle is suspended on the track mechanism by the suspension rollers 110. The first support part 11 and the second support part 12 also provide guidance for the movement of the aerial vehicle, so that it always moves along the direction of the track mechanism, realizing the rail transit drive mode.

[0064] The reserved gap between the first support part 11 and the second support part 12 is used to pass through the cantilever 120 of the aerial vehicle. The top of the cantilever 120 is connected to the suspension roller 110, and the bottom is connected to the vehicle body. The cantilever 120 passes through the space of the reserved gap to achieve the suspension connection.

[0065] A gap space is provided between the first limiting part 13 and the second limiting part 14. This gap space has a certain length in the vertical direction and is used to provide anti-sway limiting for the movement of the aerial vehicle. Specifically, the cantilever 120 passes through the gap between the first support part 11 and the second support part 12 and continues to pass through the gap space. Since the gap space has a certain height in the vertical direction, the cantilever 120 is always located within the gap space during the movement of the aerial vehicle. When the aerial vehicle is running in a non-linear track section, or when it sways due to environmental disturbances, the limiting effect of the gap space on the cantilever 120 can prevent the aerial vehicle from swinging too much. On the other hand, the gap space can also act in the opposite direction to make the aerial vehicle quickly return to its original position and maintain smooth movement.

[0066] The first track section 15 and the second track section 16 together form a driving contact surface, which is used to contact the active roller of the aerial vehicle. The two rely on friction to displace relative to the driving contact surface when the active roller is rotated in a controlled manner, so that the driving power of the aerial vehicle causes the aerial vehicle to move along the track through the action of the active roller and the driving contact surface.

[0067] Please refer to it again. Figure 6 The top of the first support part 11 is provided with a first support surface 111, and the top of the second support part 12 is provided with a second support surface 121. The first support surface 111 and the second support surface 121 are set at the same height, and the first support surface 111 and the second support surface 121 together form the support surface. Figure 6 The state shown is the position of the branch structure of the track network of the small crane in this embodiment in actual application. The left roller surface of the suspension roller 110 is attached to the first support surface 111, and the right roller surface of the suspension roller 110 is attached to the second support surface 121. Obviously, the wheel surface width of the suspension roller 110 is not less than the distance between the first support part 11 and the second support part 12.

[0068] Since the branch structure of the track network of the small crane in this embodiment is applied to the design of a single suspended roller 110 in the width direction of the track, the size requirements of the first support 11 and the second support 12 are smaller, the manufacturing materials are less, and the high load-bearing strength requirements can be maintained.

[0069] The first track section 15 has a first abutting surface 151 at its bottom, and the second track section 16 has a second abutting surface 161 at its bottom. The first abutting surface 151 and the second abutting surface 161 together form the driving abutting surface.

[0070] The drive contact surface is used to contact the drive rollers (or traveling wheels) of the aerial trolley. In actual scenarios, the drive rollers of the aerial trolley are located below the first contact surface 151 and the second contact surface 161, and the two rely on pressure to contact each other. The advantage of this design is that by placing the drive power of the aerial trolley outside the branch structure of the track network of the small crane, the internal space of the track mechanism can be further reduced, the overall structural size can be reduced, and manufacturing materials can be reduced. In addition, since the drive rollers of the aerial trolley are located below the drive contact surface, the contact pressure between the drive rollers and the drive contact surface can be flexibly adjusted as needed, and this pressure is not limited by the weight of the small trolley body. In the horizontal travel section, the contact pressure between the two can be reduced to reduce the wear of the contact parts and power consumption. However, when the aerial trolley travels on uphill or downhill sections, the contact pressure between the two can be actively increased to make it more stable and reliable, thereby improving the safety of the aerial trolley operation. Therefore, this design of externally placing the drive power on the track is energy-saving, environmentally friendly, and can improve operational safety.

[0071] In this embodiment, the supporting surface and the driving contact surface are arranged parallel to each other. It is understood that in other embodiments, depending on the arrangement angles of the suspension rollers 110 and driving rollers of different aerial vehicles, the supporting surface and the driving contact surface may also be non-parallel. Furthermore, the first supporting surface 111, the second supporting surface 121, the first contact surface 151, and the second contact surface 161 not only include planar structures but also non-planar structures corresponding to the wheel surfaces of the suspension rollers 110 and the driving rollers.

[0072] Specifically, the distance between the first support part 11 and the second support part 12 is in the range of 0.5 cm to 2 cm.

[0073] The lateral width of the space between the first limiting part 13 and the second limiting part 14 is in the range of 0.5 cm to 2 cm.

[0074] In other embodiments, the lateral width range of the distance between the first support portion 11 and the second support portion 12, and the interval space between the first limiting portion 13 and the second limiting portion 14, can be increased or decreased according to the vehicle and the application scenario.

[0075] Please refer to it again. Figure 5 and Figure 6This is the first specific implementation structure of the branch structure of the track network of the small crane in this embodiment, that is, the first support part 11, the second support part 12, the first limiting part 13, the second limiting part 14, the first track part 15 and the second track part 16 are all plate-shaped structural members.

[0076] The first limiting part 13 is formed by a vertical bend from the edge of the first supporting part 11, and the second limiting part 14 is formed by a vertical bend from the edge of the second supporting part 12. The first track part 15 is formed by a vertical bend from the bottom edge of the first limiting part 13 outwards, and the second track part 16 is formed by a vertical bend from the bottom edge of the second limiting part 14 outwards.

[0077] Furthermore, the first support portion 11, the second support portion 12, the first limiting portion 13, the second limiting portion 14, the first track portion 15, and the second track portion 16 are integrally formed structures. Of course, the first support portion 11, the second support portion 12, the first limiting portion 13, the second limiting portion 14, the first track portion 15, and the second track portion 16 can also be track mechanisms assembled from independent parts by welding or other methods.

[0078] Furthermore, the first support portion 11 and the second support portion 12 are connected together to a bridging portion 18, and the bridging portion 18 is located on the top side of the first limiting portion 13 and the second limiting portion 14. That is, the bridging portion 18 is located above the first support portion 11 and the second support portion 12. When the branch structure of the track network of the small crane using this embodiment is constructed into a track network on the ground, the track structure can be suspended in the air by steel cables or other support structures. Since the branch structure of the track network of this small crane is applied to small aerial trolleys, it can be implemented using low-cost support structures such as steel cables, further reducing the construction cost of this type of track and facilitating its large-scale commercialization.

[0079] Please refer to it again. Figure 7This is another implementation structure of the branch line structure for the track network of a small overhead crane. It is composed of two square tube profiles and connecting plates. The parallel square tube profiles are set at the same height. The top surfaces of the two square tube profiles are the first support surface 111 and the second support surface 121, respectively, and the bottom surfaces are the first abutment surface 151 and the second abutment surface 161, respectively. A gap space is reserved between the two square tube profiles. The side walls of the two square tube profiles on both sides of the gap space are the first limiting part 13 and the second limiting part 14, respectively. The suspension roller 110 is supported by the first support surface 111 and the second support surface 121. The cantilever 120 passes through the gap space and its bottom is connected to the small car body. The two parallel square tube profiles are fixedly connected by multiple connecting plates, which are the bridging parts 18. In this embodiment, the square tube profiles and connecting plates are all existing conventional profiles, and their processing and assembly costs are extremely low, which can reduce the track cost.

[0080] As can be seen from the two specific implementation structures above, the branch structure of the track network of the small overhead crane in this embodiment is simple, suitable for small aerial railcars, and can significantly reduce construction costs, thereby facilitating rapid large-scale commercialization.

[0081] The switch structure of the track network for the small overhead crane in this embodiment, compared to the movable switches required in traditional track networks to achieve the function of locomotive track separation and merging, uses a fixed switch structure, eliminating the need for movable components such as switches. This switch also eliminates the need for signal and control networks and switch actuators found in traditional track networks. This significantly improves system reliability and reduces system operating costs.

[0082] Compared to traditional rail locomotive operations, which rely on fixed timetables, centralized control by a dispatch center, and significant challenges in real-time, on-demand scheduling, this switch point network allows locomotives to autonomously and flexibly plan their routes in real-time, making operations more convenient and efficient.

[0083] The above examples are merely illustrative of the technical content of this utility model to facilitate reader understanding, but do not imply that the implementation of this utility model is limited to these embodiments. Any technical extensions or re-creations made based on this utility model are protected by this utility model. The scope of protection of this utility model is defined by the claims.

Claims

1. A turnout structure for a track network of a small-sized overhead travelling crane, characterized in that, include: First track, branch track, second track, and third track; The front end of the branch track is connected to the end of the first track, and the second and third tracks are both connected to the rear end of the branch track. The branch section is provided with a first branch intersection and a second branch intersection, and the front ends of the first branch intersection and the second branch intersection meet and the rear ends separate in a V shape. The first track has a track opening, the second track has a second track opening, and the third track has a third track opening; the track opening is connected to the front end intersection of the first track opening and the second track opening, the second track opening is connected to the first track opening, and the third track opening is connected to the second track opening.

2. The branch track structure of the track network for the small overhead crane according to claim 1, characterized in that, The branch section includes: a second track support, a third track support, and a fork section. The fork section and the second track support form the first branch intersection, and the third track support and the fork section form the second branch intersection.

3. The branch track structure of the track network for the small overhead crane according to claim 2, characterized in that, Both sides of the first and second junctions are provided with longitudinally extending guide surfaces.

4. The branch track structure of the track network for the small overhead crane according to claim 3, characterized in that, Both the first and second branch intersections have a track surface at their bottom.

5. The branch track structure of the track network of the small overhead crane according to claim 4, characterized in that, The track surfaces are all friction surfaces that extend outward from the bottom edge of the guide surface.

6. The branch track structure of the track network of the small overhead crane according to any one of claims 1 to 5, characterized in that, The first track, the second track, and the third track have the same structure, each including: First support part, second support part, first limiting part, second limiting part, first track part and second track part; The first support part and the second support part together form a support surface for suspending the rollers of the aerial trolley, and there is a gap between the first support part and the second support part; The first limiting part is connected to the bottom of the first supporting part, the second limiting part is connected to the bottom of the second supporting part, and there is a gap between the first limiting part and the second limiting part; The first track portion is connected to the bottom of the first limiting portion, and the second track portion is connected to the bottom of the second limiting portion. The first track portion and the second track portion together form a drive contact surface for the drive wheel of the aerial vehicle to abut and drive.

7. The branch track structure of the track network for the small overhead crane according to claim 6, characterized in that, The top of the first support part is provided with a first support surface, and the top of the second support part is provided with a second support surface. The first support surface and the second support surface are set at the same height, and the first support surface and the second support surface together form the support surface.

8. The branch track structure of the track network for the small overhead crane according to claim 7, characterized in that, The bottom of the first track portion is provided with a first abutting surface, and the bottom of the second track portion is provided with a second abutting surface. The first abutting surface and the second abutting surface together form the driving abutting surface.

9. The branch track structure of the track network of the small overhead crane according to claim 8, characterized in that, The first limiting part is formed by bending the edge of the first supporting part vertically, and the second limiting part is formed by bending the edge of the second supporting part vertically; the first track part is formed by bending the bottom edge of the first limiting part vertically outward, and the second track part is formed by bending the bottom edge of the second limiting part vertically outward.

10. The branch track structure of the track network of the small overhead crane according to claim 9, characterized in that, The first support portion and the second support portion are connected together by a bridging portion, and the bridging portion is located on top of the first limiting portion and the second limiting portion.

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