Carrier level conveyor line

Abstract

This utility model discloses a horizontal conveyor line for a vehicle, including a horizontally arranged main rail and a branch rail. Corresponding main power line and branch power line are respectively provided at the positions of the main rail and the branch rail. The outer main rail is broken at both ends of the branch rail to form two breaks. Movable entry and exit devices are respectively provided at the two break positions. Pressure blocks are provided at both the upstream side of the branch rail entry end and the upstream side of the branch rail exit end. The pressure blocks are used to lower the force-bearing end of the rear force-bearing rod on the vehicle. Several push blocks are protruding on the main power line, including high push blocks and low push blocks. Several low push blocks are provided between two adjacent high push blocks. The protrusion height of the high push blocks on the main power line is greater than that of the low push blocks. The high push blocks are used to apply force to the front force-bearing rod on the vehicle, and the low push blocks are used to apply force to the force-bearing end of the rear force-bearing rod after it has descended.

Description

Technical Field

[0001] This utility model relates to a horizontally arranged conveyor line for conveying vehicles. Background Technology

[0002] Conveyor lines typically use carriers to transport components that make up a product. To facilitate component processing, several workstations are set up around the perimeter of the conveyor line, each containing one or more processing positions to perform corresponding processing steps on the components. In some conveyor lines, where product components are relatively fragmented, large-sized carriers are required for workpiece transport. In horizontally configured conveyor lines, the carrier cannot achieve unpowered track changes using its own weight; external power is required for smooth track changes. These large-sized carriers require force-bearing rods at both ends. The front force-bearing rod receives the thrust from the pusher, allowing the carrier to move along the main rail. During track changes, the front end of the carrier deviates towards the support rail, while the rear end remains on the main rail. The pusher disengages from the front force-bearing rod, and the rear force-bearing rod at the rear end receives the thrust from the downstream pusher to smoothly change track. Therefore, when a vehicle changes course, it needs to stop and wait at the change point. When the downstream pusher applies force to the rear force bar on the vehicle, the vehicle will be subjected to a large impact force, which will affect the stability of the vehicle. On the other hand, the slow course change speed of the vehicle can also easily obstruct following vehicles, which can easily lead to collisions between rear vehicles and front vehicles, causing damage and instability to the vehicle.

[0003] Chinese patent document (publication number: CN219468781U) discloses a conveying device for an assembly line, including a driven component, a frame disposed above the driven component, and a loading device disposed on the frame. The driven component comprises a pulley assembly connected below the frame, a connecting block connected below the pulley assembly, and a drive block rotatably connected to the connecting block. A drive rail is provided below the drive block, and the drive rail has protrusions. When the drive block abuts against the protrusions, the drive rail drives the driven component forward. This invention allows for smooth material flow, improves material conveying and storage efficiency, and maximizes the storage of materials in limited space.

[0004] The aforementioned problems are also likely to occur in such conveying devices, which can affect the operational stability of the conveyor line and the safety of the vehicle. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a horizontal conveyor line for a vehicle, which can receive power from the main power line in a timely manner when the vehicle changes track on the conveyor line and enters the work station position, so as to achieve smooth track change.

[0006] To solve the aforementioned technical problem, the present invention provides the following technical solution: a horizontal conveyor line for a vehicle, comprising a horizontally arranged main rail and branch rails, the main rail being a closed loop, and the branch rails being curved, with corresponding main power lines and branch power lines respectively provided at the positions of the main rail and branch rails; the main rail comprising an inner main rail and an outer main rail arranged in parallel, and the branch rail comprising an outer branch rail and an inner branch rail arranged in parallel, characterized in that...

[0007] The outer main rail is broken at both ends of the branch rail to form two breaks. At the two break positions, there are movable entry and exit devices. The entry and exit devices are used to bridge the inner branch rail and the inner main rail, or to bridge the corresponding breaks. At the break positions, the outer branch rail and the outer main rail are connected by a transition section.

[0008] Both the inlet end of the support rail and the outlet end of the support rail, which are located upstream of the break, are equipped with pressure blocks. The pressure blocks are used to lower the force-bearing end of the rear force-bearing rod on the vehicle.

[0009] Several push blocks are protruding along the main power line. The push blocks include high push blocks and low push blocks. Several low push blocks are arranged between two adjacent high push blocks. The protrusion height of the high push blocks on the main power line is greater than that of the low push blocks on the main power line. The high push blocks are used to apply force to the front force rod on the vehicle, and the low push blocks are used to apply force to the force end of the rear force rod on the vehicle after it has descended.

[0010] The main rail and branch rails are generally set at the same height and are both horizontal. Both the main rail and branch rails are double-rail structures. Correspondingly, two rows of load-bearing rollers are installed on the carrier, with each row rolling and resting on the double-rail main rail. Push blocks are installed on both the main power line and the branch power line. Since other carriers need to run on the main rail, this conveyor line requires that high push blocks on the main power line be spaced with low push blocks. However, since the carriers running on the branch rails move sequentially, it is generally not necessary to have high and low push blocks with different heights on the branch power line; high push blocks are usually installed on the branch power line. However, it is not impossible to install similar high and low push blocks on both the branch power line and the main power line.

[0011] In the prior art, a front force-bearing rod is rotatably provided on the front side of the carrier, and a rear force-bearing rod that can swing left and right is provided on the rear side of the carrier. In this conveyor line, the force-bearing end of the front force-bearing rod receives the thrust of the high push block. Due to the height difference, the force-bearing end of the front force-bearing rod does not receive the thrust of the low push block. Under normal circumstances, the lower rod of the rear force-bearing rod is higher than the position of the high push block. Only at the track-changing position, due to the pressure of the pressure block, the force-bearing end of the lower rod of the rear force-bearing rod is pressed down to the position of the low push block and can receive the thrust of the low push block.

[0012] Furthermore, the number of short push blocks between each pair of adjacent high push blocks corresponds to the number of short push blocks; the interval between two adjacent high push blocks is slightly larger than the length of the vehicle. The corresponding number of short push blocks means that the number of short push blocks in different groups is equal, or there may be some differences, but usually their number is equal. The length of the vehicle usually refers to the distance between the force-bearing ends of the front and rear force-bearing rods on the vehicle under normal conditions. On a certain vehicle, when the front force-bearing rod is pushed by a high push block, the rear high push block will not be located at the force-bearing end of the rear force-bearing rod on that vehicle. The interval between two adjacent high push blocks is slightly larger than the length of the vehicle; this dimensional difference is generally on the order of centimeters.

[0013] Furthermore, the inner and outer main rails are respectively provided with opposing extending tabs on their facing sides, extending along the length of the inner and outer main rails; a limiting body is provided on the carrier, located below the extending tabs, and the extending tabs are used to prevent the limiting body from detaching from the inner and outer main rails. By setting the structure of the extending tabs and blocking the limiting body, the carrier is less likely to detach from the main rails, improving the stability of the carrier on the main rails and effectively reducing the requirements for the placement of components on the carrier.

[0014] Furthermore, the limiting body is a limiting wheel rotatably mounted on the carrier, and the limiting wheel is vertically positioned. By setting the limiting wheel, it cooperates with the protruding piece to block, which can effectively improve the smoothness of the carrier's movement on the main rail.

[0015] Furthermore, the inner and outer main rails are fixedly connected by several connecting frames, which are located below the inner and outer main rails. The connecting frames ensure good overall structural stability of the dual-rail main rail system.

[0016] Furthermore, a guide body is provided at the middle position of the connecting frame, and a constriction groove is provided within the guide body. The constriction groove opens upwards, and the main force line is slidably disposed in the constriction groove. Both the high push block and the low push block are located on the upper side of the guide body. The installation of the main force line is achieved through the setting of the guide body, and the positional stability of the main force line is good.

[0017] Furthermore, a fixing rod is provided on the connecting frame, and an upward-opening cavity is provided on the fixing rod. The guide body is disposed within the cavity, and the upper ends of the two side walls of the cavity are bent and pressed onto the guide body. The guide body can be made of rubber or plastic with relatively good wear resistance. The hollow fixing rod provides support for the guide body, thereby ensuring the stability of the position of the active force line. Moreover, the guide body can be replaced to ensure the positional stability of the active force line.

[0018] Furthermore, two L-shaped connecting pieces are symmetrically arranged on both sides of the bottom of the fixing rod, and a protruding mounting strip is integrally formed on the upper surface of the connecting frame, the mounting strip being embedded in the gap between the two connecting pieces. The mounting strip enables quick positioning of the fixing rod and the connecting frame; the two connecting pieces also facilitate the connection and fixation between the connecting frame and the fixing rod.

[0019] Furthermore, the transition section and the corresponding outer support rail and outer main rail are integrated into one unit; the portion of the outer main rail located at the support rail position is the track segment. This effectively simplifies the structure of the conveyor line and facilitates the preparation and assembly of the tracks in the conveyor line.

[0020] Compared with existing technologies, this utility model has the following advantages: By setting several short push blocks between two adjacent high push blocks on the main power line, when the carrier changes track, the downstream short push blocks can quickly abut against the force-bearing end of the rear force-bearing rod on the carrier, thus providing timely track-changing power for the carrier and well adapting to the power requirements of track-changing in horizontally set conveyor lines. Because the carrier receives thrust in time during track-changing, and has a certain initial velocity at the beginning of the track change, the carrier's own potential energy is small. When the corresponding short push blocks apply force to the rear force-bearing rod on the carrier, it does not cause a large impact force on the carrier, thus effectively ensuring the stability of the carrier during track-changing. The presence of multiple short push blocks between two adjacent high push blocks effectively shortens the time for the short push blocks to apply force to the rear force-bearing rod, ensuring the operating efficiency of the conveyor line. When the vehicle is traveling normally on the main rail, the height difference between the high push block and the low push block on the main power line means that the presence of the low push block will not exert force on the forward force rod of the vehicle, and the presence of the low push block will not affect the normal travel of the vehicle on the main rail. Attached Figure Description

[0021] Figure 1 This is a top view of the conveyor line.

[0022] Figure 2 This is an enlarged view of the station entry device.

[0023] Figure 3 This is a partial structural diagram of this conveyor line.

[0024] Figure 4 yes Figure 3 Exploded view of part of the structure.

[0025] Figure 5 yes Figure 4 Enlarged view of part A in the image.

[0026] Figure 6 This is a structural diagram of the disconnected end face of this conveyor line.

[0027] Figure 7 It is a diagram showing the relative interaction between the main force line and the vehicle.

[0028] In the diagram: 1. Transition section; 2. High push block; 3. Low push block; 4. Pressure block; 5. Connecting frame; 51. Mounting strip; 6. Fixing rod; 61. Connecting piece; 7. Guide body; 71. Narrow groove; 8. Main drive line; 100. Main rail; 101. Outer main rail; 102. Inner main rail; 103. Extending piece; 104. Guide rail section; 200. Support rail; 201. Outer support rail; 202. Inner support rail; 300. Station entry device; 301. Connecting plate; 302. Swing arm; 400. Station exit device; 500. Carrier; 501. Connecting block; 502. Front load-bearing rod; 503. Load-bearing roller; 504. Rear load-bearing rod; 5041. Upper rod; 5042. Lower rod; 505. Limiting wheel. Detailed Implementation

[0029] Referring to the accompanying drawings, this horizontal conveyor line is used to transport a carrier 500 loaded with product components, enabling the corresponding processes to be completed at each location. The conveyor line structure includes a horizontally arranged main rail 100 and branch rails 200, with the main rail 100 and branch rails 200 at the same height. The main rail 100 is a closed loop, while the branch rails 200 are curved, typically U-shaped. Multiple branch rails 200 are spaced apart along the main rail 100 around its perimeter, with both ends of each branch rail 200 facing the main rail 100. Tracks for the carrier 500 to travel on the branch rails 200 and the main rail 100 are formed.

[0030] The main rail 100 and the branch rail 200 are respectively equipped with corresponding main power lines 8 and branch power lines. The main power lines 8 and branch power lines are generally chain structures, but can also be flexible drive belts. The main rail 100 is a double-rail structure, including an inner main rail 101 and an outer main rail 102 arranged in parallel. The branch rail 200 is also a double-rail structure, including an outer branch rail 201 and an inner branch rail 202 arranged in parallel. Both the branch rail 200 and the main rail 100 are generally made of aluminum profiles, formed by bending and deformation. The main power line 8 is adapted to the direction of the main rail 100 and is located on the lower side of the main rail 100, at the midpoint between the inner main rail 101 and the outer main rail 102; the branch power line is adapted to the direction of the branch rail 200 and is located on the lower side of the branch rail 200, at the midpoint between the inner branch rail 202 and the outer main rail 102. The inner main rail 101, outer main rail 102, inner support rail 202, and outer support rail 201 generally have the same cross-sectional shape, and their upper ends form a track surface for the load-bearing rollers 503 installed on the carrier 500 to roll. The inner main rail 101 and outer main rail 102, as well as the inner support rail 202 and outer support rail 201 are symmetrically arranged.

[0031] The outer main rail 102 is broken at both ends of the branch rail 200, forming two breaks. Movable entry devices 300 and exit devices 400 are respectively installed at the two break locations. The entry devices 300 and 400 are used to bridge the inner branch rail 202 and the inner main rail 101, or to bridge the corresponding breaks. At the break locations, the outer branch rail 201 and the outer main rail 102 are connected by a transition section 1, which is inclined relative to the outer main rail 102. The outer branch rail 201, the outer main rail 102, and the transition section 1 can be integrated, forming an approximately "U"-shaped whole, reducing assembly between structures and improving the ease of conveyor line installation. Correspondingly, the portion of the outer main rail 102 at the location of the inner branch rail 202 is a track segment 104, whose cross-section is identical to that of the outer main rail 102. The track segment 104 is a straight structure, with each set of support rails 200 corresponding to one track segment 104. The length of the track segment 104 corresponds to the interval between the two ends of the corresponding inner support rail 202. The transition part 1 can also be a separate rod, with its two ends connected to the outer support rail 201 and the outer main rail 102 respectively through plug-in structures. Figure 1 , 2 As shown, the entry device 300 and the exit device 400 have the same structure. Taking the entry device 300 as an example, it includes an approximately triangular connecting plate 301. The upper surface of the connecting plate 301 is at the same height as the track surface on the main rail 100 and the support rail 200, allowing the load-bearing rollers 503 on the carrier 500 to pass unobstructed. Two plugs are formed on one side of the connecting plate 301, which are respectively inserted into the ends of the track section and the inner support rail 202, thereby fixing the connecting plate 301. A swing arm 302 is movably connected to the other side of the connecting plate 301, and the upper surface of the swing arm 302 is set at the same height as the upper surface of the connecting plate 301. The swing arm 302 is connected to the cylinder or drive motor. When the outer end of the swing arm 302 overlaps with the inner main rail 101, a passage is built between the inner main rail 101 and the inner support rail 202. When the swing arm 302 is at the break position, the corresponding break is bridged so that the vehicle 500 that does not need to change tracks can pass normally.

[0032] The lower side of the vehicle 500 is provided with two connecting blocks 501. Load-bearing rollers 503 are rotatably mounted on opposite sides of the connecting blocks 501. The load-bearing rollers 503 roll and support the vehicle 500 on the track surface formed at the upper end of the track, thus enabling the vehicle 500 to move. Based on the direction of travel of the vehicle 500, a front force-bearing rod 502 is rotatably mounted on the front connecting block 501, and the front force-bearing rod 502 is normally in an inclined state. A rear force-bearing rod 504 is rotatably mounted on the rear connecting block 501. The force-bearing end of the front force-bearing rod 502 is located below the force-bearing end of the rear force-bearing rod 504. The rear force-bearing rod 504 includes an upper rod 5041 whose inner end is pivotally connected to the connecting block 501 and a lower rod 5042 rotatably connected to the middle of the upper rod 5041. The force-bearing end of the rear force-bearing rod 504 is formed on the lower end of the lower rod 5042. Corresponding to the inlet end of the support rail 200, a pressure block 4 is provided on the main rail 100 on the upstream side of the break; corresponding to the outlet end of the support rail 200, a pressure block 4 is provided on the support rail 200 on the upstream side of the break. Both sides of the force-bearing end of the lower rod 5042 have protruding portions. When the vehicle 500 changes track, the front end of the vehicle 500 deviates from its original trajectory. The lower rod 5042 of the rear force-bearing rod 504 on the vehicle 500 is subjected to the action of the pressure block 4, that is, the pressure block 4 slides and applies pressure to the protruding portion on the lower rod 5042, thereby causing the force-bearing end of the rear force-bearing rod 504 to descend. A torsion spring is provided at the hinge position between the lower rod 5042 and the upper rod 5041. Under the action of the torsion spring, the force-bearing end of the force-bearing rod can elastically descend or elastically return to its original position.

[0033] Several push blocks are protruding along the main force line 8. These push blocks include high push blocks 2 and low push blocks 3, with several low push blocks 3 positioned between adjacent high push blocks 2. The protrusion height of the high push blocks 2 along the main force line 8 is greater than that of the low push blocks 3. The high push blocks 2 apply force to the front force-bearing rod 502 on the vehicle 500, while the low push blocks 3 apply force to the lowered force-bearing end of the rear force-bearing rod 504 on the vehicle 500. A power release mechanism is provided at the position corresponding to the track change. When the target vehicle 500 needs to change track, the power release mechanism acts on the front force-bearing rod 502, causing the force-bearing end of the front force-bearing rod 502 to rise. The front force-bearing rod 502 will no longer receive force from the high push blocks 2, allowing the vehicle 500 to change track. At this time, the force-bearing end of the lower rod 5042 in the rear force-bearing rod 504 is lowered due to the pressure of the pressure block 4, thus enabling the rear force-bearing rod 504 to be pushed by the low push block 3. The power release mechanism can be a rod-shaped body, and the power release machine is connected to a cylinder or motor drive. On opposite sides of the front force-bearing rod 502, there are protruding side parts integrally formed. When the power release machine extends, it will abut against these side parts, thereby lifting the force-bearing end of the front force-bearing rod 502, and the front force-bearing rod 502 slides on the power release mechanism. When the target vehicle 500 changes track from the main rail 100 to the branch rail 200, the front force-bearing rod 502 of the vehicle 500 is released from force, and the rear force-bearing rod 504, under the pressure of the pressure block 4, will quickly receive the power provided by the low push block 3, thus enabling the vehicle 500 to smoothly change track with power in a timely manner. On the main force line 8, the interval between two adjacent high push blocks 2 is generally slightly larger than the distance between the two force-bearing ends of the front force-bearing rod 502 and the rear force-bearing rod 504 on the vehicle 500. Moreover, the number of low push blocks 3 between each pair of adjacent high push blocks 2 is equal, and there are multiple low push blocks in each pair. Theoretically, the more low push blocks 3 there are, the more timely the rear force-bearing rod 504 can receive the power from the main force line 8.

[0034] On the opposing sides of the inner main rail 101 and the outer main rail 102, there are protruding pieces 103 extending in opposite directions. The protruding pieces 103 are integrated with the inner main rail 101 or the outer main rail 102 they are attached to. The two protruding pieces 103 are generally set at the same height and extend along the length direction of the inner main rail 101 and the outer main rail 102. A limiting body is provided on the carrier 500. The limiting body is located below the protruding pieces 103 and is used to prevent the limiting body from disengaging from the inner main rail 101 and the outer main rail 102. As shown in the figure, the limiting body is a limiting wheel 505 rotatably mounted on the carrier 500. The limiting wheel 505 is vertically mounted and there is a gap between the limiting wheel 505 and the load-bearing roller 503.

[0035] The inner main rail 101 and the outer main rail 102 are installed simultaneously and are fixedly connected by several connecting frames 5, which are located below the inner main rail 101 and the outer main rail 102. During installation, these connecting frames 5 are fixed separately according to the position requirements, and then the inner main rail 101 and the outer main rail 102 are placed and fixed on the connecting frames 5. A guide body 7 is provided at the middle position of the connecting frame 5, and a constriction groove 71 is provided in the guide body 7, which opens upward. The main drive line 8 is slidably arranged in the constriction groove 71. When the main drive line 8 is a chain structure, the pivots that enable the pivoting between the links in the middle part of the chain extend upward to the upper side of the constriction groove 71 in pairs. The high push block 2 and the low push block 3 are respectively connected to the upper ends of the paired pivots, so that the high push block 2 and the low push block 3 are both located on the upper side of the guide body 7.

[0036] A fixing rod 6 is provided on the connecting frame 5. The fixing rod 6 extends along the direction of the main rail 100. The fixing rod 6 is an aluminum profile structure. The guide body 7 is fixed to the connecting frame 5 by means of the fixing rod 6. An upward-opening cavity is provided on the fixing rod 6. The guide body 7 is embedded in the cavity. Two tongues are formed on the two sides of the upper end of the guide body 7. The tongues are the same length as the guide body 7. The upper ends of the two side walls of the cavity are bent and pressed into the tongues to achieve the pressing of the guide body 7.

[0037] The fixing rod 6 is fixedly connected to the connecting frame 5. Two L-shaped connecting pieces 61 are symmetrically arranged on both sides of the bottom of the fixing rod 6. A protruding mounting strip 51 is integrally formed on the upper surface of the connecting frame 5, and the mounting strip 51 is embedded in the gap between the two connecting pieces 61. A fixing screw can be installed through the connecting frame 5, and a nut is provided between the two connecting pieces 61. The connecting frame 5 and the fixing rod 6 are fixedly connected by the threaded connection of the fixing screw and the nut.

Claims

1. A horizontal conveyor line for a vehicle, comprising a horizontally arranged main rail and branch rails, the main rail being a closed loop, the branch rails being curved, and corresponding main power lines and branch power lines being provided at the positions of the main rail and branch rails respectively; the main rail comprising an inner main rail and an outer main rail arranged in parallel, and the branch rail comprising an outer branch rail and an inner branch rail arranged in parallel, characterized in that, The outer main rail is broken at both ends of the branch rail to form two breaks. At the two break positions, there are movable entry and exit devices. The entry and exit devices are used to bridge the inner branch rail and the inner main rail, or to bridge the corresponding breaks. At the break positions, the outer branch rail and the outer main rail are connected by a transition section. Both the inlet end of the support rail and the outlet end of the support rail, which are located upstream of the break, are equipped with pressure blocks. The pressure blocks are used to lower the force-bearing end of the rear force-bearing rod on the vehicle. Several push blocks are protruding along the main power line. The push blocks include high push blocks and low push blocks. Several low push blocks are arranged between two adjacent high push blocks. The protrusion height of the high push blocks on the main power line is greater than that of the low push blocks on the main power line. The high push blocks are used to apply force to the front force rod on the vehicle, and the low push blocks are used to apply force to the force end of the rear force rod on the vehicle after it has descended.

2. The horizontal conveyor line for carriers according to claim 1, characterized in that, The number of short push blocks set between each pair of adjacent high push blocks corresponds to the number of short push blocks; the interval between two adjacent high push blocks is slightly larger than the length of the vehicle.

3. The horizontal conveyor line for vehicles according to claim 1, characterized in that, The inner and outer main rails are respectively provided with protruding pieces extending in opposite directions on their opposing sides. The protruding pieces extend along the length direction of the inner and outer main rails. A limiting body is provided on the carrier, which is located below the protruding pieces. The protruding pieces are used to limit the limiting body from disengaging from the inner and outer main rails.

4. The horizontal conveyor line for a vehicle according to claim 3, characterized in that, The limiting body is a limiting wheel that is rotatably mounted on the carrier, and the limiting wheel is vertically mounted.

5. The horizontal conveyor line for vehicles according to any one of claims 1 to 4, characterized in that, The inner main rail and the outer main rail are fixedly connected by several connecting frames, which are located on the underside of the inner and outer main rails.

6. The horizontal conveyor line for carriers according to claim 5, characterized in that, A guide body is provided at the middle position of the connecting frame, and a constriction groove is provided in the guide body. The constriction groove opens upward, and the main force line is slidably arranged in the constriction groove. The high push block and the low push block are both located on the upper side of the guide body.

7. The horizontal conveyor line for a carrier according to claim 6, characterized in that, A fixing rod is provided on the connecting frame, and an upward-opening cavity is provided on the fixing rod. The guide body is set in the cavity, and the upper ends of the two side walls of the cavity are bent and pressed onto the guide body.

8. The horizontal conveyor line for a vehicle according to claim 7, characterized in that, Two L-shaped connecting pieces are symmetrically provided on both sides of the bottom of the fixing rod. A protruding mounting strip is integrally formed on the upper surface of the connecting frame, and the mounting strip is embedded in the gap between the two connecting pieces.

9. The horizontal conveyor line for vehicles according to any one of claims 1 to 4, characterized in that, The transition section and the corresponding outer support rail and outer main rail are integrated into one unit; the portion of the outer main rail located at the support rail position is the track segment.

Images