A reversing rail overturning avoiding mechanism of a four-way vehicle
Patent Information
- Application Number
- CN202521979461.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-15
- Publication Date
- 2026-09-22
- Estimated Expiration
- 2035-09-15
AI Technical Summary
由于转换轨道的位置固定，无法根据四向穿梭车的通行需求动态避让重叠轨道，当车辆行驶至轨道交叉重叠区域时，仍会因轨道的物理干涉而受阻，无法实现顺畅通行
[0015]与现有技术相比，本实用新型具有的优点和积极效果是：
Smart Images
Figure CN224782924U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of four-way shuttle technology, specifically relating to a four-way shuttle reversing track flipping and obstacle avoidance mechanism. Background Technology
[0002] The statements in this section are merely background information related to this utility model and do not necessarily constitute prior art.
[0003] In the field of automated warehousing and logistics handling, four-way shuttles, with their ability to move in four directions (forward, backward, left, and right) on tracks, are widely used in the storage and retrieval operations of high-density automated warehouses. To achieve efficient utilization of warehouse space and flexible cargo transfer, the operating tracks of four-way shuttles are typically designed as a crisscrossing network structure. Through the cooperation of main tracks and sub-tracks, a transportation path covering the entire operating area is constructed. However, in the actual layout of this track network, when two sets of sub-tracks, especially the reversing tracks for the four-way shuttles entering and exiting the elevator and the reversing tracks for entering and exiting sub-channels, overlap inevitably occurs due to space constraints, such as when the elevator installation position cannot be aligned with the sub-channel and must be staggered. In this case, the two sets of sub-tracks create physical interference, preventing the four-way shuttles from directly passing through the intersection area due to spatial conflicts. In severe cases, this can even cause vehicle jams, affecting the normal operation of the entire warehousing system and posing a significant obstacle to the implementation of the solution. To address the traffic problems caused by the aforementioned track overlap, existing technologies mainly offer two solutions: The first is a lifting-type reversing mechanism. This solution uses a cam follower to lift one set of wheels on the four-way shuttle, causing another set of wheels to contact the track, thus enabling the vehicle to reverse direction. However, this solution only solves the shuttle's own steering problem and does not address the physical spatial conflicts caused by track overlap, failing to meet the vehicle's traffic needs at overlapping tracks. The second solution is a fixed transfer track solution. This solution installs a rigid transfer track at the main track intersection and fixes it with U-shaped grooves and bolts. Because the transfer track is fixed in position, it cannot dynamically avoid overlapping tracks according to the shuttle's traffic needs. When the vehicle travels to the track overlap area, it will still be obstructed by the physical interference of the tracks, preventing smooth passage. Therefore, existing technologies cannot effectively solve the spatial conflict problem caused by track overlap in four-way shuttle operations, thus restricting the track layout and normal operation of the four-way shuttle under specific site space constraints. Utility Model Content
[0004] To address the aforementioned problems, this utility model provides a four-way shuttle track flipping and avoidance mechanism, which can automatically avoid overlapping tracks, thereby effectively solving the spatial conflict problem when the tracks of the four-way shuttle vehicles intersect and overlap.
[0005] To achieve the above objectives, the present invention adopts the following technical solution: A four-way vehicle reversing rail tilting and obstacle avoidance mechanism includes a main rail, on which a first sub-channel reversing rail, a first elevator reversing rail, a second sub-channel reversing rail, and a second elevator reversing rail are sequentially arranged. The first sub-channel reversing rail and the second elevator reversing rail are fixedly connected to the main rail, and the second sub-channel reversing rail and the first elevator reversing rail are movably connected to the main rail via a rotating shaft mechanism. A first electric push rod is provided at the lower end of the first sub-channel reversing rail, and the output end of the first electric push rod is connected to the first elevator reversing rail. A second electric push rod is provided at the lower end of the second elevator reversing rail, and the output end of the second electric push rod is connected to the second sub-channel reversing rail.
[0006] As a further technical solution, a first mounting bracket is provided at one end of the first electric push rod, and one end of the first electric push rod is detachably connected to the first mounting bracket.
[0007] As a further technical solution, a second mounting bracket is provided at one end of the second elevator reversing rail, and the second mounting bracket is detachably connected to one end of the second electric push rod.
[0008] As a further technical solution, a first positioning bracket is provided at one end of the first elevator reversing rail, and a third positioning bracket is provided at the other end of the first elevator reversing rail. The first positioning bracket and the third positioning bracket are installed at the lower end of the main rail.
[0009] As a further technical solution, a first flip plate is provided on one side of the first positioning bracket, and the first flip plate is installed at the lower end of the main track.
[0010] As a further technical solution, the end of the first elevator reversing rail is connected to the rotating shaft mechanism, a slotted switch is provided on one side of the rotating shaft mechanism, a detection element is provided at the lower part of the first elevator reversing rail, and the detection element is located at the upper end of the slotted switch.
[0011] As a further technical solution, a second positioning bracket is provided at one end of the second sub-channel reversing rail, and a fourth positioning bracket is provided at the other end of the second sub-channel reversing rail. The second positioning bracket and the fourth positioning bracket are installed at the lower end of the main rail.
[0012] As a further technical solution, a second flip plate is provided on one side of the second positioning bracket, and the second flip plate is installed at the lower end of the main track.
[0013] As a further technical solution, the end of the second sub-channel reversing rail is connected to the rotating shaft mechanism, a slotted switch is provided on one side of the rotating shaft mechanism, and a detection element is provided at the lower part of the second sub-channel reversing rail, with the detection element located at the upper end of the slotted switch.
[0014] As a further technical solution, the rotating shaft mechanism includes a first mounting component, a second mounting component, and a rotating shaft. The first mounting component is installed at the lower end of the main track, the second mounting component is symmetrically installed at the lower end of the reversing track, and the rotating shaft is installed on the second mounting component. The end of the rotating shaft passes through the second mounting component and is rotatably connected to the first mounting component.
[0015] Compared with the prior art, the advantages and positive effects of this utility model are: This invention utilizes a first sub-channel reversing rail, a first elevator reversing rail, a second sub-channel reversing rail, and a second elevator reversing rail in conjunction with corresponding rotating shaft mechanisms and electric push rods to achieve automatic avoidance when tracks overlap, effectively solving the spatial conflict problem when the tracks of a four-way shuttle vehicle intersect and overlap. When a four-way shuttle vehicle needs to enter a sub-channel, the second sub-channel reversing rail, driven by the second electric push rod, flips upward around the rotating shaft mechanism to an upright state. Simultaneously, the first elevator reversing rail, driven by the first electric push rod, flips outward and downward to a collapsed state. At this time, the collapsed first elevator reversing rail no longer overlaps with the upright second sub-channel reversing rail, allowing the four-way shuttle vehicle to smoothly enter the sub-channel along the path formed by the first and second sub-channel reversing rails. When a four-way shuttle vehicle needs to enter the elevator, the action logic reverses: the second sub-channel reversing rail flips and collapses, while the first elevator reversing rail flips and stands upright, forming a non-interference path formed by the first and second elevator reversing rails, ensuring that the four-way shuttle vehicle passes through without obstruction.
[0016] This utility model features a positioning bracket. When the reversing track is flipped to the upright working state, the bracket directly bears the pressure generated by the passage of the four-way vehicle. At the same time, the flipping plate mechanically stops the track in its correct position, preventing it from over-rotating. The electric push rod only needs to drive the track to complete the flipping action, without bearing the weight load of the four-way vehicle, effectively reducing the workload of the electric push rod and minimizing the risk of drive mechanism failure. Attached Figure Description The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.
[0017] Figure 1 This is a schematic diagram of the structure of the four-way vehicle reversing rail tilting and avoidance mechanism of this utility model. Figure 1 ; Figure 2This is a schematic diagram of the structure of the four-way vehicle reversing rail tilting and avoidance mechanism of this utility model. Figure 2 ; Figure 3 yes Figure 2 A magnified view of part I; In the diagram: 1. First sub-channel reversing rail; 2. Second sub-channel reversing rail; 3. First elevator reversing rail; 4. Second elevator reversing rail; 5. First electric push rod; 6. First tilting tray; 7. First positioning bracket; 8. Slotted switch; 9. Rotating shaft mechanism; 91. First mounting component; 92. Rotating shaft; 93. Second mounting component; 11. Second electric push rod; 12. Second tilting tray; 13. Second positioning bracket; 14. Third positioning bracket; 15. Fourth positioning bracket; 16. Detection component; 17. Second mounting bracket; 18. First mounting bracket. Detailed Implementation
[0018] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.
[0019] To address the traffic problems caused by the aforementioned track overlap, existing technologies mainly offer two solutions: The first is a lifting-type reversing mechanism. This solution uses a cam follower to lift one set of wheels on the four-way shuttle, causing another set of wheels to contact the track, thus enabling the vehicle to reverse direction. However, this solution only solves the shuttle's own steering problem and does not address the physical spatial conflicts caused by track overlap, failing to meet the vehicle's traffic needs at overlapping tracks. The second solution is a fixed transfer track solution. This solution installs a rigid transfer track at the main track intersection and fixes it with U-shaped grooves and bolts. Because the transfer track is fixed in position, it cannot dynamically avoid overlapping tracks according to the shuttle's traffic needs. When the vehicle travels to the track overlap area, it will still be obstructed by the physical interference of the tracks, preventing smooth passage. Therefore, existing technologies cannot effectively solve the spatial conflict problem caused by track overlap in four-way shuttle operations, thus restricting the track layout and normal operation of the four-way shuttle under specific site space constraints.
[0020] The present invention will now be described in detail with reference to the accompanying drawings. This embodiment discloses a four-way vehicle reversing rail tilting and avoidance mechanism, such as... Figure 1As shown, the system includes a main track, on which a first sub-channel reversing rail 1, a first elevator reversing rail 3, a second sub-channel reversing rail 2, and a second elevator reversing rail 4 are sequentially arranged. The first sub-channel reversing rail 1 and the second elevator reversing rail 4 are fixedly connected to the main track, while the second sub-channel reversing rail 2 and the first elevator reversing rail 3 are movably connected to the main track via a rotating shaft mechanism 9. A first electric push rod 5 is provided at the lower end of the first sub-channel reversing rail 1, and the output end of the first electric push rod 5 is connected to the first elevator reversing rail 3. A second electric push rod 11 is provided at the lower end of the second elevator reversing rail 4, and the output end of the second electric push rod 11 is connected to the second sub-channel reversing rail 2.
[0021] Specifically, by cooperating with the first sub-channel reversing rail 1, the first elevator reversing rail 3, the second sub-channel reversing rail 2, and the second elevator reversing rail 4, along with the corresponding rotating shaft mechanism 9 and electric push rod, automatic avoidance when the tracks overlap is achieved, effectively solving the spatial conflict problem when the four-way shuttle's running tracks intersect and overlap.
[0022] When a four-way vehicle needs to enter a sub-channel, the second sub-channel reversing rail 2, driven by the second electric push rod 11, flips upwards around the rotating shaft mechanism 9 to an upright state. Simultaneously, the first elevator reversing rail 3, driven by the first electric push rod 5, flips outwards and downwards to a folded state. At this point, the folded first elevator reversing rail 3 no longer overlaps with the upright second sub-channel reversing rail 2, allowing the four-way vehicle to smoothly enter the sub-channel along the path formed by the first sub-channel reversing rail 1 and the second sub-channel reversing rail 2. When a four-way vehicle needs to enter the elevator, the action logic reverses: the second sub-channel reversing rail 2 flips and folds down, while the first elevator reversing rail 3 flips and stands upright, forming a non-interference path composed of the first elevator reversing rail 3 and the second elevator reversing rail 4, ensuring the four-way vehicle passes through without obstruction. like Figure 2 As shown, a first mounting bracket 18 is provided at one end of the first electric push rod 5, and the first electric push rod 5 is detachably connected to the first mounting bracket 18. A second mounting bracket 17 is provided at one end of the second lifting platform reversing rail 4, and the second mounting bracket 17 is detachably connected to one end of the second electric push rod 11. Specifically, the first electric push rod 5 is mounted on the first mounting bracket 18, and the second electric push rod 11 is mounted on the second mounting bracket 17, thereby ensuring the stability of the installation of the first electric push rod 5 and the second electric push rod 11, and enabling their continuous and stable use.
[0023] A first positioning bracket 7 is provided at one end of the first elevator reversing rail 3, and a third positioning bracket 14 is provided at the other end of the first elevator reversing rail 3. The first positioning bracket 7 and the third positioning bracket 14 are installed at the lower end of the main rail. A first tilting plate 6 is provided on one side of the first positioning bracket 7, and the first tilting plate 6 is installed at the lower end of the main rail.
[0024] A second positioning bracket 13 is provided at one end of the second sub-channel reversing rail 2, and a fourth positioning bracket 15 is provided at the other end of the second sub-channel reversing rail 2. The second positioning bracket 13 and the fourth positioning bracket 15 are installed at the lower end of the main rail. A second flip plate 12 is provided on one side of the second positioning bracket 13, and the second flip plate 12 is installed at the lower end of the main rail.
[0025] Specifically, the first lifting platform reversing rail 3 is supported by the first positioning bracket 7 and the third positioning bracket 14, while the second sub-channel reversing rail 2 is supported by the second positioning bracket 13 and the fourth positioning bracket 15, thus bearing the pressure on the tilting rail when the four-way vehicle passes. When the reversing rail tilts to the upright working state, the bracket directly bears the pressure generated by the four-way vehicle's passage, and at the same time, the tilting plate mechanically stops the tilted rail to prevent over-rotation. The electric push rod only needs to drive the rail to complete the tilting action, without bearing the weight load of the four-way vehicle, effectively reducing the workload of the electric push rod and reducing the risk of drive mechanism failure.
[0026] The end of the first elevator reversing rail 3 is connected to the rotating shaft mechanism 9. A slotted switch 8 is provided on one side of the rotating shaft mechanism 9. A detection element 16 is provided at the lower part of the first elevator reversing rail 3, and the detection element 16 is located at the upper end of the slotted switch 8. The end of the second sub-channel reversing rail 2 is connected to the rotating shaft mechanism 9. A slotted switch 8 is provided on one side of the rotating shaft mechanism 9. A detection element 16 is provided at the lower part of the second sub-channel reversing rail 2, and the detection element 16 is located at the upper end of the slotted switch 8.
[0027] Specifically, the detection component 16 rotates synchronously with the reversing track. When the reversing track flips to the target position of upright or fallen, the detection component 16 enters the detection area of the slotted switch 8. The slotted switch 8 immediately feeds back the positioning signal, and the electric push rod stops moving. This realizes real-time monitoring and control of the position of the reversing track, ensuring that the reversing track accurately connects with the adjacent fixed track, and avoiding the four-way vehicle passage jam caused by track connection deviation.
[0028] Specifically, the slotted switch 8 is a slotted photoelectric switch, which is existing technology and is a photoelectric sensor that determines the presence of a target by emitting and receiving light. The detection element is a square plate, the structure of which is sufficient to ensure that it enters the slot of the slotted switch 8. When the electric push rod drives the reversing track to start flipping, the detection element 16 rotates synchronously with the track. If the slotted switch 8 does not detect the detection element 16, it means that the detection element has not entered the slot of the slotted photoelectric switch, indicating that the reversing track has not rotated to the correct position. If the detection element 16 is detected, it means that the reversing track has moved to the correct position.
[0029] like Figure 3As shown, the rotating shaft mechanism 9 includes a first mounting component 91, a second mounting component 93, and a rotating shaft 92. The first mounting bracket 18 is installed at the lower end of the main track, and the second mounting component 93 is symmetrically installed at the lower end of the reversing rail. The rotating shaft 92 is installed on the second mounting component 93, and the end of the rotating shaft 92 passes through the second mounting component 93 and is rotatably connected to the first mounting component 91.
[0030] Specifically, the rotating shaft mechanism 9 is fixed to the lower end of the main track by the first mounting part 91 and connected to the reversing track by the second mounting part 93. The rotating shaft 92 achieves a stable connection between the two, ensuring that the movement trajectory is accurate and without deviation during the reversing track flipping process, avoiding the problem of avoidance failure caused by structural loosening, and ensuring the stability of the mechanism's long-term operation.
[0031] Although the specific embodiments of the present utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present utility model. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solution of the present utility model are still within the scope of protection of the present utility model.
Claims
1. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism, characterized in that, The system includes a main track, on which a first sub-channel reversing rail, a first elevator reversing rail, a second sub-channel reversing rail, and a second elevator reversing rail are sequentially arranged. The first sub-channel reversing rail and the second elevator reversing rail are fixedly connected to the main track, and the second sub-channel reversing rail and the first elevator reversing rail are movably connected to the main track via a rotating shaft mechanism. A first electric push rod is provided at the lower end of the first sub-channel reversing rail, and the output end of the first electric push rod is connected to the first elevator reversing rail. A second electric push rod is provided at the lower end of the second elevator reversing rail, and the output end of the second electric push rod is connected to the second sub-channel reversing rail.
2. The four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 1, characterized in that, One end of the first electric push rod is provided with a first mounting bracket, and one end of the first electric push rod is detachably connected to the first mounting bracket.
3. The four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 1, characterized in that, A second mounting bracket is provided at one end of the reversing rail of the second elevator, and the second mounting bracket is detachably connected to one end of the second electric push rod.
4. The four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 1, characterized in that, A first positioning bracket is provided at one end of the first elevator reversing rail, and a third positioning bracket is provided at the other end of the first elevator reversing rail. The first positioning bracket and the third positioning bracket are installed at the lower end of the main rail.
5. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 4, characterized in that, A first flip plate is provided on one side of the first positioning bracket, and the first flip plate is installed at the lower end of the main track.
6. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 5, characterized in that, The end of the first elevator reversing rail is connected to the rotating shaft mechanism. A slotted switch is provided on one side of the rotating shaft mechanism. A detection element is provided at the lower part of the first elevator reversing rail, and the detection element is located at the upper end of the slotted switch.
7. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 1, characterized in that, A second positioning bracket is provided at one end of the second sub-channel reversing rail, and a fourth positioning bracket is provided at the other end of the second sub-channel reversing rail. The second positioning bracket and the fourth positioning bracket are installed at the lower end of the main rail.
8. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 7, characterized in that, A second flip plate is provided on one side of the second positioning bracket, and the second flip plate is installed at the lower end of the main track.
9. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 8, characterized in that, The end of the second sub-channel reversing rail is connected to the rotating shaft mechanism. A slotted switch is provided on one side of the rotating shaft mechanism. A detection element is provided at the lower part of the second sub-channel reversing rail, and the detection element is located at the upper end of the slotted switch.
10. A four-way vehicle reversing rail tilting and obstacle avoidance mechanism as described in claim 1, characterized in that, The rotating shaft mechanism includes a first mounting component, a second mounting component, and a rotating shaft. The first mounting component is installed at the lower end of the main track, and the second mounting component is symmetrically installed at the lower end of the reversing track. The rotating shaft is installed on the second mounting component, and the end of the rotating shaft passes through the second mounting component and is rotatably connected to the first mounting component.