Car automatic limiting mechanism

Abstract

The utility model discloses a kind of car automatic limiting mechanism, including the frame being connectable with car, two symmetrically arranged crank slider assemblies on the both sides of frame and a drive assembly for driving the movement of two crank slider assemblies arranged on frame, the crank slider assembly can extend frame end. Advantage: the structure of entire car automatic limiting mechanism is simple, can be according to the extension and retraction of crank slider assembly to realize the limiting and release of car, ensure that car can be limited by crank slider assembly after reaching corresponding height, avoid the safety accident caused by car out of control lifting.

Description

Technical Field

[0001] This utility model relates to the field of hoists, specifically to an automatic car limiting mechanism. Background Technology

[0002] The hoist transports materials vertically. When the material is lifted to a designated floor, the car needs to be brought to a smooth stop before horizontal transport can begin. Existing hoists use a motor that drives a chain connected to the top of the car via a sprocket for vertical transport. When a photoelectric sensor detects the floor level, the motor stops and the car hovers. A drawback of existing hoists is the lack of mechanical height control for the hovering car. This means that during maintenance or when receiving material at the hovering point, the car may automatically fall due to brake malfunction or other faults, potentially causing a safety accident.

[0003] For example, Chinese patent CN103057943B discloses a horizontal lifting machine, including a frame mechanism and a turnover box translation mechanism, a turnover box lifting mechanism, a lifting positioning mechanism, a sensor mechanism, an alarm, control buttons, and a PLC control module mounted on the frame mechanism. The turnover box lifting mechanism is connected to the turnover box translation mechanism, and the lifting positioning mechanism is connected to the turnover box lifting mechanism. The PLC control module is connected to the turnover box translation mechanism, the turnover box lifting mechanism, the sensor mechanism, the alarm, and the control buttons. The frame mechanism is connected to a roller conveyor line. The turnover box translation mechanism moves the turnover boxes from a forklift to the horizontal lifting machine. The turnover box lifting mechanism lifts the turnover boxes to the required height and then transfers them to the roller conveyor line. However, the aforementioned horizontal lifting machine lacks a limiting mechanism to fix the turnover boxes to the frame mechanism after they reach the predetermined height. Instead, it relies on the load of the lifting positioning mechanism to maintain the height of the turnover boxes, resulting in a low safety factor.

[0004] Therefore, it is necessary to provide an automatic car limit mechanism. Utility Model Content

[0005] The present invention provides an automatic car limit mechanism, which effectively solves the problem that the existing car cannot automatically limit itself after stopping, which can easily cause safety accidents.

[0006] The technical solution adopted in this utility model is: An automatic limiting mechanism for a car includes a frame that can be connected to the car, two crank-slider assemblies symmetrically arranged on both sides of the frame, and a drive assembly disposed on the frame for driving the movement of the two crank-slider assemblies, wherein the crank-slider assemblies can extend out of the end of the frame.

[0007] Furthermore, the drive assembly includes two connecting bearings fixedly mounted on both sides of the frame, a rotating shaft that is tactilely connected to the two connecting bearings, a motor mounted on the frame for driving the rotating shaft to rotate, and two crank-slider assemblies fixedly connected to both ends of the rotating shaft respectively.

[0008] Furthermore, the crank-slider assembly includes a crank fixedly connected to the end of the shaft, a first guide rail and a second guide rail fixedly disposed at the front and rear ends of the frame, several first pulleys and second pulleys, two first connecting rods and second connecting rods, a first slider slidably connected to the first guide rail via the first pulley, a second slider slidably connected to the second guide rail via the second pulley, a first rod hinged at both ends to the first slider and one end of the crank via two first connecting rods, and a second rod hinged at both ends to the second slider and the other end of the crank via two second connecting rods. The two ends of the crank are symmetrical about the center of the shaft, the first rod and the second rod are symmetrical about the center of the shaft, and the first slider and the second slider are symmetrical about the center of the shaft. The first slider and the second slider can simultaneously protrude from both ends of the frame along the first guide rail and the second guide rail, respectively.

[0009] Furthermore, the frame includes a symmetrical first beam and a second beam, both of which are provided with mounting holes.

[0010] Furthermore, the first pulley includes a first ball bearing, a connecting shaft coaxially and fixedly connected to the inner ring of the first ball bearing, and an end fixedly connected to the connecting shaft. The first guide rail is provided with a sliding groove that is tactilely connected to the first ball bearing. The sliding groove includes a bottom wall that is tactilely connected to the first pulley, a left side wall that is provided on the left side of the bottom wall and limits the first pulley, a top wall corresponding to the bottom wall, a lower right side wall provided on the right side of the bottom wall, and an upper right side wall provided on the right side of the top wall. The lower right side wall and the upper right side wall limit the other side of the first pulley. The connecting shaft passes through the slider and is connected to the end.

[0011] Furthermore, the first rod includes a rod body with external threads and two fisheye end joint bearings. The first connecting rod is connected to the bearing hole of the fisheye end joint bearing, and both ends of the rod body are threadedly connected to the two fisheye end joint bearings respectively.

[0012] Furthermore, the end of the first slider away from the crank is chamfered.

[0013] The beneficial effects of the utility model are as follows: The structure of the entire automatic limit mechanism of the car is simple. It can limit and release the car according to the extension and retraction of the crank slider assembly, ensuring that the car can be limited by the crank slider assembly after reaching the corresponding height, thus avoiding safety accidents caused by uncontrolled lifting and lowering of the car. Attached Figure Description

[0014] Figure 1This is an overall schematic diagram of the automatic car limiting mechanism provided in the embodiments of this application.

[0015] Figure 2 An exploded view of the first guide rail, the first pulley, and the first slider of the automatic car limiting mechanism provided in the embodiments of this application.

[0016] The components in the diagram are labeled as follows: 1. Frame; 2. Crank-slider assembly; 3. Drive assembly; 31. Connecting bearing; 32. Shaft; 33. Motor; 201. Crank; 202. Guide rail 1; 203. Guide rail 2; 204. Pulley 1; 205. Pulley 2; 206. Connecting rod 1; 207. Connecting rod 2; 208. Slider 1; 209. Slider 2; 210. Rod 1; 211. Rod 2; 11. Beam 1; 12. Beam 2; 100. Mounting hole; 401. Ball bearing 1; 402. Connecting shaft; 403. End; 2021. Bottom wall; 2022. Top wall; 2023. Left side wall; 2024. Lower right side wall; 2025. Upper right side wall; 2101. Rod body; 2102. Fisheye end joint bearing. Detailed Implementation

[0017] 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.

[0018] like Figure 1 As shown, the embodiment of this application provides an automatic car limiting mechanism, the structure of which includes a frame 1 that can be connected to the car, two crank-slider assemblies 2 symmetrically arranged on both sides of the frame 1, and a drive assembly 3 arranged on the frame 1 for driving the two crank-slider assemblies 2 to move. The crank-slider assemblies 2 can extend out of the end of the frame 1.

[0019] It should be noted that this application is controlled by the PLC control system of the hoist and operated via operation buttons. The hoist frame 1 is provided with multiple crossbeams along the height direction, which can be limited vertically and horizontally by the crank-slider assembly 2, and the crossbeams correspond to the predetermined stop height of the car.

[0020] In actual use, frame 1 is fixed to the top of the car. When the hoist needs to be fixed for maintenance, the drive assembly 3 drives the crank-slider assembly 2 to extend to the corresponding position on the horizontal end face of the crossbeam. If the car is out of control, the crank-slider assembly 2 will interfere with the crossbeam by sliding up and down, preventing the car from sliding automatically. When the car needs to be raised or lowered normally, the drive assembly 3 drives the crank-slider assembly 2 to retract.

[0021] In the above design, the structure of the entire automatic car limiting mechanism is simple. It can limit and release the car according to the extension and retraction of the crank slider assembly 2, ensuring that the car can be limited by the crank slider assembly 2 after reaching the corresponding height, thus avoiding safety accidents caused by uncontrolled lifting and lowering of the car.

[0022] Specifically: such as Figure 1 As shown, the drive assembly 3 includes two connecting bearings 31 fixedly mounted on both sides of the frame 1, a rotating shaft 32 that is tactilely connected to the two connecting bearings 31, a motor 33 mounted on the frame 1 for driving the rotating shaft 32 to rotate, and two crank-slider assemblies 2 fixedly connected to the two ends of the rotating shaft 32 respectively.

[0023] In actual use, the forward rotation of motor 33 drives the forward rotation of shaft 32, causing the crank-slider assembly 2 to extend. The reverse rotation of motor 33 drives shaft 32 to reverse, causing the crank 201 slider to retract.

[0024] In the above design, the structural design and specific implementation of the drive component 3 enable automatic driving of the crank-slider assembly 2.

[0025] Specifically: such as Figure 1 As shown, the crank-slider assembly 2 includes a crank 201 fixedly connected to the end of the rotating shaft 32, a first guide rail 202 and a second guide rail 203 respectively fixedly disposed at the front and rear ends of the frame 1, several first pulleys 204 and second pulleys 205, two first connecting rods 206 and second connecting rods 207, a first slider 208 slidably connected to the first guide rail 202 via the first pulley 204, a second slider 209 slidably connected to the second guide rail 203 via the second pulley 205, and two first sliders 208 connected to the first guide rail 202 via the two first connecting rods 206 at both ends. A first rod 210 is hinged to one end of block 208 and crank 201, and a second rod 211 is hinged to the other end of crank 201 via two second connecting rods 207 at both ends. The two ends of crank 201 are symmetrical about the center of rotation axis 32. The first rod 210 and the second rod 211 are symmetrical about the center of rotation axis 32. The first slider 208 and the second slider 209 are symmetrical about the center of rotation axis 32. The first slider 208 and the second slider 209 can simultaneously protrude from both ends of frame 1 along the first guide rail 202 and the second guide rail 203, respectively.

[0026] In actual use, when the car needs to be limited, the crank 201 is driven to rotate forward by the drive assembly 3. This causes the crank 201 to drive the first rod 210 and the second rod 211 to move simultaneously via the first connecting rod 206 and the second connecting rod 207. The first rod 210 then drives the first slider 208 to move along the first guide rail 202 towards one end of the crossbeam, while the second rod 211 drives the second slider 209 to move along the second guide rail 203 towards the other end of the crossbeam. Ultimately, the first slider 208 and the second slider 209 extend beyond both ends of the crossbeam. When the car needs to be released, the crank 201 is reversed by the drive assembly 3, so that the crank 201 drives the first rod 210 and the second rod 211 to move simultaneously through the first connecting rod 206 and the second connecting rod 207. This causes the first rod 210 to drive the first slider 208 to retract from one end of the crossbeam along the first guide rail 202, and the second rod 211 to drive the second slider 209 to retract from the other end of the crossbeam along the second guide rail 203.

[0027] In the above design, the structural design and specific implementation of the crank-slider assembly 2 enable the sliders to extend from both ends of the crossbeam simultaneously, thereby increasing the load force on the car limit.

[0028] Specifically: such as Figure 1 As shown, the frame 1 includes a symmetrical first beam 11 and a second beam 12, both of which are provided with mounting holes 100.

[0029] In the above design, the car is connected to the top by bolts passing through the mounting hole 100, and materials are saved by setting up beam 11 and beam 12.

[0030] Specifically: such as Figure 2 As shown, the first pulley 204 includes a first ball bearing 401, a connecting shaft 402 coaxially and fixedly connected to the inner ring of the first ball bearing 401, and an end 403 fixedly connected to the connecting shaft 402. The first guide rail 202 is provided with a sliding groove that is tactilely connected to the first ball bearing 401. The sliding groove includes a bottom wall 2021 that is tactilely connected to the first pulley 204, a left side wall 2023 that is provided on the left side of the bottom wall 2021 and limits the first pulley 204, a top wall 2022 corresponding to the bottom wall 2021, a lower right side wall 2024 that is provided on the right side of the bottom wall 2021, and an upper right side wall 2025 that is provided on the right side of the top wall 2022. The lower right side wall 2024 and the upper right side wall 2025 limit the first pulley 204 on the other side. The connecting shaft 402 passes through the slider and is connected to the end 403. In this application, the end of the connecting shaft 402 is provided with a thread, and the end 403 is a nut, which is threadedly connected to the connecting shaft 402.

[0031] In actual use, when the first slider 208 slides along the first guide rail 202, the first slider 208 drives the first ball bearing 401 to roll on the bottom wall 2021 of the slide groove via the connecting shaft 402. The left side wall 2023, the upper right side wall 2025, and the lower right side wall 2024 ensure that the first ball bearing 401 will not detach from the side of the slide groove.

[0032] In the above design, the structural design of the first pulley 204 and the slide groove can enable the first pulley 204 to slide stably within the first guide rail 202, which helps to reduce the friction of the first slider 208 during the sliding process.

[0033] Specifically: such as Figure 1 As shown, the first rod 210 includes a rod body 2101 with external threads and two fisheye end joint bearings. The first connecting rod 206 is connected to the bearing hole of the fisheye end joint bearing 2102. The two ends of the rod body 2101 are respectively threaded to the two fisheye end joint bearings 2102.

[0034] In actual use, two fisheye end joint bearings 2102 ensure that the rod body 2101 can rotate synchronously during the rotation of the crank 201.

[0035] In the above design, the structural design and specific implementation of the first rod 210 can achieve the hinge connection with the first slider 208 and the crank 201.

[0036] Specifically, the end of the first slider 208 away from the crank 201 is chamfered. It should be noted that the frame 1 is provided with a positioning hole for positioning the first slider 208.

[0037] In the above design, the chamfer can guide the first slider 208 to the corresponding position on the end face of the crossbeam when it extends.

[0038] In further detail, it should be understood that the above description is only a specific embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An automatic car limiting mechanism, characterized in that: It includes a frame (1) that can be connected to the car, two crank-slider assemblies (2) symmetrically arranged on both sides of the frame (1), and a drive assembly (3) arranged on the frame (1) for driving the two crank-slider assemblies (2) to move, wherein the crank-slider assemblies (2) can extend out of the end of the frame (1).

2. The automatic car limiting mechanism according to claim 1, characterized in that: The drive assembly (3) includes two connecting bearings (31) fixedly mounted on both sides of the frame (1), a rotating shaft (32) that is tactilely connected to the two connecting bearings (31), a motor (33) mounted on the frame (1) for driving the rotating shaft (32) to rotate, and two crank-slider assemblies (2) fixedly connected to the two ends of the rotating shaft (32) respectively.

3. The automatic car limiting mechanism according to claim 2, characterized in that: The crank-slider assembly (2) includes a crank (201) fixedly connected to the end of the shaft (32), a first guide rail (202) and a second guide rail (203) fixedly mounted at the front and rear ends of the frame (1), several first pulleys (204) and second pulleys (205), two first connecting rods (206) and second connecting rods (207), a first slider (208) slidably connected to the first guide rail (202) via the first pulley (204), a second slider (209) slidably connected to the second guide rail (203) via the second pulley (205), and two first sliders (208) connected to the first slider (208) at both ends via the two first connecting rods (206). The first rod (210) is hinged to one end of the crank (201), and the second rod (211) is hinged to the second slider (209) and the other end of the crank (201) through two second connecting rods (207). The two ends of the crank (201) are symmetrical about the center of the rotation axis (32). The first rod (210) and the second rod (211) are symmetrical about the center of the rotation axis (32). The first slider (208) and the second slider (209) are symmetrical about the center of the rotation axis (32). The first slider (208) and the second slider (209) can simultaneously protrude from both ends of the frame (1) along the first guide rail (202) and the second guide rail (203), respectively.

4. The automatic car limiting mechanism according to claim 1, characterized in that: The frame (1) includes a symmetrical first beam (11) and a second beam (12), both of which are provided with mounting holes (100).

5. The automatic car limiting mechanism according to claim 3, characterized in that: The first pulley (204) includes a first ball bearing (401), a connecting shaft (402) coaxially and fixedly connected to the inner ring of the first ball bearing (401), and an end (403) fixedly connected to the connecting shaft (402). The first guide rail (202) is provided with a sliding groove that is tactilely connected to the first ball bearing (401). The sliding groove includes a bottom wall (2021) that is tactilely connected to the first pulley (204), and an end (403) disposed on the left side of the bottom wall (2021) and connected to the first ball bearing (401). The pulley (204) is limited by a left side wall (2023), a top wall (2022) corresponding to the bottom wall (2021), a lower right side wall (2024) located on the right side of the bottom wall (2021), and an upper right side wall (2025) located on the right side of the top wall (2022). The lower right side wall (2024) and the upper right side wall (2025) limit the other side of the pulley (204). The connecting shaft (402) passes through the slider and connects to the end (403).

6. The automatic car limiting mechanism according to claim 3, characterized in that: The first rod (210) includes a rod body (2101) with external threads and two fisheye end joint bearings. The first connecting rod (206) is connected to the bearing hole of the fisheye end joint bearing (2102). The two ends of the rod body (2101) are respectively threaded to the two fisheye end joint bearings (2102).

7. The automatic car limiting mechanism according to claim 3, characterized in that: The first slider (208) has a chamfer at the end away from the crank (201).

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