Railway track transfer car locking mechanism

Abstract

The utility model relates to a rail type ferry car locking mechanism, include: frame, install the ferry car on the frame, running track, two groups running track symmetry set up in the both sides of frame, running track open has the guide recess, locking mechanism, locking mechanism sets up on the frame, locking mechanism includes two mounting plate, two air cylinders, two locking blocks, two groups locking components and two groups transmission components, in the utility model rectangle block is extruded and is reduced into the cavity after the track side wall, drives the connection axle and first inclined block to move back, first inclined block slope pushes two sides second inclined block to slide outward, pushes out the locking block through the vertical rod first locking block, when first wave groove and second wave groove are completely engaged, the ferry car completes mechanical locking, through the meshing of first wave groove and second wave groove, can avoid the relative deviation of ferry car under the influence of external factors, and further improve the work efficiency of ferry car.

Description

Technical Field

[0001] This utility model relates to the field of shuttle bus technology, and in particular to a rail-mounted shuttle bus locking mechanism. Background Technology

[0002] As a key transfer device in automated logistics systems, the stability and positioning accuracy of rail-guided shuttle vehicles directly affect the efficiency of material transportation.

[0003] When the existing shuttle trucks transport materials to the corresponding positions, after the vehicles have been running at high speed to the target workstation, they need to be brought to a complete stop by emergency braking in order to start the unloading process. During unloading, dynamic offset will occur under the influence of external factors. This dynamic offset will cause material alignment deviation, increase the time for secondary adjustment, and reduce unloading efficiency.

[0004] To address these issues, those skilled in the art have proposed a rail-mounted shuttle car locking mechanism. Utility Model Content

[0005] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the present invention.

[0006] Therefore, the purpose of this utility model is to provide a rail-mounted shuttle car locking mechanism to solve the problem that "when the existing shuttle car transports materials to the corresponding position, after the vehicle runs at high speed to the target work station, it needs to be brought to a complete stop through emergency braking to start the unloading process. During unloading, dynamic offset will occur under the influence of external factors. This dynamic offset will cause material alignment deviation, increase the secondary adjustment time, and reduce unloading efficiency."

[0007] To solve the above-mentioned technical problems, this utility model provides the following technical solution:

[0008] A rail-guided shuttle vehicle locking mechanism includes:

[0009] A vehicle frame on which a shuttle bus is mounted;

[0010] The running track is provided in two sets, which are symmetrically arranged on both sides of the frame. The running track is provided with guide grooves.

[0011] A locking mechanism is mounted on the vehicle frame. The locking mechanism includes two mounting plates, two cylinders, two locking blocks, two sets of locking components, and two sets of transmission components. The two mounting plates are symmetrically fixedly connected to the vehicle frame. The two cylinders are respectively fixedly mounted on the two mounting plates. The two locking blocks are respectively fixedly mounted on the telescopic ends of the cylinders. The two sets of locking components are all set on the two sets of running tracks and the two locking blocks. The two sets of transmission components are respectively set in the two locking blocks.

[0012] As a preferred embodiment of the rail-mounted shuttle vehicle locking mechanism of this utility model, each group of locking components includes two first locking blocks and two second locking blocks. Each first locking block is disposed on a locking block, and each second locking block is disposed on the inner wall of a guide groove. Each first locking block is provided with a first wave groove, and each second locking block is provided with a second wave groove.

[0013] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, each of the locking blocks is provided with a cavity, and each set of transmission components is provided in the cavity. The transmission components drive the two first locking blocks to abut against the corresponding second locking blocks.

[0014] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, the transmission component includes a rectangular block and a first inclined block. The rectangular block is fixedly connected to the first inclined block through a connecting shaft. Two second inclined blocks are provided on the inclined surface of the first inclined block. Each second inclined block is fixedly connected with a vertical rod. The opposite ends of the two corresponding vertical rods are fixedly connected to the first locking block.

[0015] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, each locking block has a rectangular opening and two symmetrical connecting ports, each rectangular block passes through the rectangular opening, and each first locking block passes through the connecting ports.

[0016] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, each of the transmission components further includes two sets of first reset structures and two sets of second reset structures. The first reset structures move the rectangular block and the first inclined block to their original positions, and the second reset structures move the second inclined block to its original position.

[0017] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, each group of the first reset structure includes an L-shaped plate and a first reset spring. Each L-shaped plate is fixedly connected to the first inclined block, and one end of each L-shaped plate away from the first inclined block is slidably connected to the inner wall of the cavity. Each first reset spring is connected to the L-shaped plate, and one end of each first reset spring away from the L-shaped plate is connected to the inner wall of the cavity.

[0018] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, each group of second reset structures includes a horizontal plate and a second reset spring. Each horizontal plate is fixedly connected to the second inclined block, and one end of each horizontal plate away from the second inclined block is slidably connected to the inner wall of the cavity. Each second reset spring is connected to the horizontal plate, and one end of each second reset spring away from the horizontal plate is connected to the inner wall of the cavity.

[0019] As a preferred embodiment of the rail-mounted shuttle car locking mechanism of this utility model, the shuttle car is symmetrically provided with two driving wheels, the frame is symmetrically provided with two driven wheels, each driving wheel and driven wheel abuts against the running track, and the frame and the shuttle car are symmetrically provided with two guide wheels, each guide wheel being provided with a guide groove.

[0020] The beneficial effects of the rail-mounted shuttle car locking mechanism of this utility model are as follows: When the shuttle car stops and locks, the cylinder pushes the locking block to move towards the running track. The rectangular block is squeezed into the cavity by the side wall of the track, which drives the connecting shaft and the first inclined block to move backward. The inclined surface of the first inclined block pushes the second inclined blocks on both sides to slide outward. The first locking block is pushed out of the locking block by the vertical rod. When the first wave groove and the second wave groove are fully engaged, the shuttle car completes mechanical locking. Through the engagement of the first wave groove and the second wave groove, the relative displacement of the shuttle car under the influence of external factors can be avoided, thereby improving the working efficiency of the shuttle car. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Among them:

[0022] Figure 1 This is a schematic diagram of the overall structure of a rail-guided shuttle vehicle locking mechanism.

[0023] Figure 2 for Figure 1 Another magnified view of the structure from a local perspective.

[0024] Figure 3 This is a schematic diagram of the locking mechanism in a rail-guided shuttle bus locking mechanism.

[0025] Figure 4 This is a schematic diagram of the locking block in a rail-guided shuttle vehicle locking mechanism.

[0026] Figure 5 This is a schematic diagram of the transmission component in a locking mechanism for a rail-guided shuttle bus.

[0027] In the diagram: 100, frame; 101, shuttle car; 102, drive wheel; 103, driven wheel; 104, guide wheel; 200, running track; 300, locking mechanism; 301, mounting plate; 302, cylinder; 303, locking block; 304, locking assembly; 304a, first locking block; 304b, second locking block; 305, transmission assembly; 305a, rectangular block; 305b, connecting shaft; 305c, first inclined block; 305d, second inclined block; 305e, vertical rod; 305f, first reset structure; 305f-1, L-shaped plate; 305f-2, first reset spring; 305g, second reset structure; 305g-1, horizontal plate; 305g-2, second reset spring. Detailed Implementation

[0028] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0029] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0030] Secondly, the term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that excludes other embodiments.

[0031] Example 1

[0032] Reference Figures 1 to 5 This is the first embodiment of the present invention, which provides a rail-guided shuttle vehicle locking mechanism, comprising:

[0033] The vehicle frame 100 is equipped with a shuttle bus 101.

[0034] Two sets of running tracks 200 are symmetrically arranged on both sides of the frame 100, and the running tracks 200 are provided with guide grooves.

[0035] The locking mechanism 300 is mounted on the frame 100. The locking mechanism 300 includes two mounting plates 301, two cylinders 302, two locking blocks 303, two sets of locking components 304, and two sets of transmission components 305. The two mounting plates 301 are symmetrically fixedly connected to the frame 100. The two cylinders 302 are respectively fixedly mounted on the two mounting plates 301. The two locking blocks 303 are respectively fixedly mounted on the telescopic ends of the cylinders 302. The two sets of locking components 304 are both mounted on the two sets of running rails 200 and the two locking blocks 303. The two sets of transmission components 305 are respectively mounted in the two locking blocks 303.

[0036] Each locking assembly 304 includes two first locking blocks 304a and two second locking blocks 304b. Each first locking block 304a is disposed on a locking block 303, and each second locking block 304b is disposed on the inner wall of a guide groove. Each first locking block 304a has a first wave groove, and each second locking block 304b has a second wave groove. Each locking block 303 has a cavity. Each transmission assembly 305 is disposed in the cavity. The transmission assembly 305 drives the two first locking blocks 304a to abut against the corresponding second locking blocks 304b. When the first wave groove and the second wave groove are fully engaged, the shuttle vehicle completes mechanical locking. Through the engagement of the first wave groove and the second wave groove, the relative displacement of the shuttle vehicle 101 under the influence of external factors can be avoided.

[0037] Furthermore, the transmission assembly 305 includes a rectangular block 305a and a first inclined block 305c. The rectangular block 305a is fixedly connected to the first inclined block 305c via a connecting shaft 305b. Two second inclined blocks 305d are provided on the inclined surface of the first inclined block 305c. Each second inclined block 305d is fixedly connected to a vertical rod 305e. The opposite ends of the two corresponding vertical rods 305e are fixedly connected to the first locking block 304a. After being squeezed by the side wall of the track, the rectangular block 305a retracts into the cavity, driving the connecting shaft 305b and the first inclined block 305c to move backward. The inclined surface of the first inclined block 305c pushes the second inclined blocks 305d on both sides to slide outward, and the first locking block 304a is pushed out of the locking block 303 by the vertical rod 305e.

[0038] Specifically, each locking block 303 has a rectangular opening and two symmetrical connection ports, each rectangular block 305a passes through the rectangular opening, and each first locking block 304a passes through the connection ports.

[0039] Specifically, each transmission component 305 also includes two sets of first reset structures 305f and two sets of second reset structures 305g. The first reset structure 305f moves the rectangular block 305a and the first inclined block 305c to their original positions, and the second reset structure 305g moves the second inclined block 305d to its original position.

[0040] Furthermore, each set of first reset structures 305f includes an L-shaped plate 305f-1 and a first reset spring 305f-2. Each L-shaped plate 305f-1 is fixedly connected to the first inclined block 305c. One end of each L-shaped plate 305f-1 facing away from the first inclined block 305c is slidably connected to the inner wall of the cavity. Each first reset spring 305f-2 is connected to the L-shaped plate 305f-1. One end of each first reset spring 305f-2 facing away from the L-shaped plate 305f-1 is connected to the inner wall of the cavity. During the unlocking phase, the first reset structure 305f can drive the rectangular block 305a and the first inclined block 305c to move to their original positions.

[0041] Furthermore, each set of second reset structures 305g includes a horizontal plate 305g-1 and a second reset spring 305g-2. Each horizontal plate 305g-1 is fixedly connected to the second inclined block 305d, and one end of each horizontal plate 305g-1 facing away from the second inclined block 305d is slidably connected to the inner wall of the cavity. Each second reset spring 305g-2 is connected to the horizontal plate 305g-1, and one end of each second reset spring 305g-2 facing away from the horizontal plate 305g-1 is connected to the inner wall of the cavity. During the unlocking phase, the second reset structure 305g moves the second inclined block 305d to its original position.

[0042] Yes, the shuttle bus 101 is symmetrically equipped with two drive wheels 102, and the frame 100 is symmetrically equipped with two driven wheels 103. Each drive wheel 102 and driven wheel 103 abuts against the running track 200. Both the frame 100 and the shuttle bus 101 are symmetrically equipped with two guide wheels 104. Each guide wheel 104 is provided with a guide groove. The drive wheel 102 and the driven wheel 103 are in rolling contact with the upper surface of the running track 200. The guide wheel 104 is embedded in the guide groove of the side wall of the running track 200 to achieve lateral limitation.

[0043] During use, when the shuttle car 101 stops locking, the cylinder 302 pushes the locking block 303 to move towards the running track 200. The rectangular block 305a retracts into the cavity after being squeezed by the side wall of the track, driving the connecting shaft 305b and the first inclined block 305c to move backward. The inclined surface of the first inclined block 305c pushes the second inclined blocks 305d on both sides to slide outward. The first locking block 304a is pushed out of the locking block 303 by the vertical rod 305e. When the first wave groove and the second wave groove are fully engaged, the shuttle car completes mechanical locking. Engaging with the second wave groove can prevent the shuttle car 101 from shifting relative to external factors, thereby improving the working efficiency of the shuttle car 101. During the unlocking phase, the cylinder 302 retracts and pulls the locking block 303 off the track. The first reset spring 305f-2 pushes the L-shaped plate 305f-1 forward, so that the first inclined block 305c is reset. At the same time, the second reset spring 305g-2 drives the horizontal plate 305g-1 to retract inward, which in turn drives the second inclined block 305d and the first locking block 304a to retract into the inner cavity of the locking block 303.

[0044] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0045] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A locking mechanism for a rail-guided shuttle bus, characterized in that: include: A frame (100) on which a shuttle bus (101) is mounted; Running rails (200), two sets of running rails (200) are symmetrically arranged on both sides of the frame (100), and the running rails (200) are provided with guide grooves; A locking mechanism (300) is mounted on the frame (100). The locking mechanism (300) includes two mounting plates (301), two cylinders (302), two locking blocks (303), two sets of locking components (304), and two sets of transmission components (305). The two mounting plates (301) are symmetrically fixedly connected to the frame (100). The two cylinders (302) are respectively fixedly mounted on the two mounting plates (301). The two locking blocks (303) are respectively fixedly mounted on the telescopic ends of the cylinders (302). The two sets of locking components (304) are both mounted on the two sets of running tracks (200) and the two locking blocks (303). The two sets of transmission components (305) are respectively mounted in the two locking blocks (303).

2. The rail-guided shuttle car locking mechanism as described in claim 1, characterized in that: Each locking component (304) includes two first locking blocks (304a) and two second locking blocks (304b). Each first locking block (304a) is disposed on the locking block (303), and each second locking block (304b) is disposed on the inner wall of the guide groove. Each first locking block (304a) has a first wave groove, and each second locking block (304b) has a second wave groove.

3. The rail-guided shuttle car locking mechanism as described in claim 2, characterized in that: Each of the locking blocks (303) has a cavity, and each set of transmission components (305) is disposed in the cavity. The transmission components (305) drive the two first locking blocks (304a) to abut against the corresponding second locking blocks (304b).

4. The rail-guided shuttle car locking mechanism as described in claim 3, characterized in that: The transmission assembly (305) includes a rectangular block (305a) and a first inclined block (305c). The rectangular block (305a) is fixedly connected to the first inclined block (305c) via a connecting shaft (305b). Two second inclined blocks (305d) are provided on the inclined surface of the first inclined block (305c). Each second inclined block (305d) is fixedly connected to a vertical rod (305e). The opposite ends of the two corresponding vertical rods (305e) are fixedly connected to a first locking block (304a).

5. The rail-guided shuttle car locking mechanism as described in claim 4, characterized in that: Each of the locking blocks (303) has a rectangular opening and two symmetrical connection ports. Each of the rectangular blocks (305a) passes through the rectangular opening, and each of the first locking blocks (304a) passes through the connection ports.

6. The rail-guided shuttle car locking mechanism as described in claim 5, characterized in that: Each of the transmission components (305) further includes two sets of first reset structures (305f) and two sets of second reset structures (305g). The first reset structures (305f) move the rectangular block (305a) and the first inclined block (305c) to their original positions, and the second reset structures (305g) move the second inclined block (305d) to its original position.

7. The rail-guided shuttle car locking mechanism as described in claim 6, characterized in that: Each set of the first reset structure (305f) includes an L-shaped plate (305f-1) and a first reset spring (305f-2). Each L-shaped plate (305f-1) is fixedly connected to the first inclined block (305c). The end of each L-shaped plate (305f-1) facing away from the first inclined block (305c) is slidably connected to the inner wall of the cavity. Each first reset spring (305f-2) is connected to the L-shaped plate (305f-1). The end of each first reset spring (305f-2) facing away from the L-shaped plate (305f-1) is connected to the inner wall of the cavity.

8. The rail-guided shuttle car locking mechanism as described in claim 7, characterized in that: Each set of the second reset structure (305g) includes a horizontal plate (305g-1) and a second reset spring (305g-2). Each horizontal plate (305g-1) is fixedly connected to the second inclined block (305d). The end of each horizontal plate (305g-1) facing away from the second inclined block (305d) is slidably connected to the inner wall of the cavity. Each second reset spring (305g-2) is connected to the horizontal plate (305g-1). The end of each second reset spring (305g-2) facing away from the horizontal plate (305g-1) is connected to the inner wall of the cavity.

9. The rail-guided shuttle car locking mechanism as described in claim 8, characterized in that: The shuttle bus (101) is symmetrically provided with two drive wheels (102), and the frame (100) is symmetrically provided with two driven wheels (103). Each drive wheel (102) and driven wheel (103) abuts against the running track (200). The frame (100) and the shuttle bus (101) are symmetrically provided with two guide wheels (104), and each guide wheel (104) is provided with a guide groove.

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