CN115071774A - Gear-driven overturning type steering and guiding RGV driving angle module - Google Patents
Gear-driven overturning type steering and guiding RGV driving angle module Download PDFInfo
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- CN115071774A CN115071774A CN202210825444.3A CN202210825444A CN115071774A CN 115071774 A CN115071774 A CN 115071774A CN 202210825444 A CN202210825444 A CN 202210825444A CN 115071774 A CN115071774 A CN 115071774A
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- 239000000725 suspension Substances 0.000 claims abstract description 25
- 230000005540 biological transmission Effects 0.000 claims description 41
- 230000003139 buffering effect Effects 0.000 claims description 18
- 230000000712 assembly Effects 0.000 claims description 9
- 238000000429 assembly Methods 0.000 claims description 9
- 230000007306 turnover Effects 0.000 claims description 5
- 230000009977 dual effect Effects 0.000 claims description 4
- 230000008901 benefit Effects 0.000 abstract description 4
- 238000013016 damping Methods 0.000 description 7
- 230000008878 coupling Effects 0.000 description 5
- 238000010168 coupling process Methods 0.000 description 5
- 238000005859 coupling reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 2
- 230000003044 adaptive effect Effects 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 125000006850 spacer group Chemical group 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
The application discloses adopt gear drive's convertible RGV drive angle module that turns to and leads relates to professional rail vehicle technical field. The phenomenon that the RGV dolly turns on one's side and derails when crossing switch and turning can be stopped effectively, the security performance of RGV dolly is promoted, and has the advantage that the integrated level is high, simple structure. The driving angle module comprises a suspension system, a driving system, two groups of guide systems, a steering system and a connecting frame; the driving system, the guiding system and the steering system are all connected to the connecting frame; the driving system is used for driving the RGV to normally run and brake; the suspension system is connected to the driving system and is used for transmitting force and torque acting between the wheel and the frame; the guide system can guide and limit the RGV; the steering system comprises a double-output-shaft motor and a gear pair; two ends of the motor are respectively connected with the steering wheel component through the overturning component; the motor can drive the gear pair to move so as to drive the overturning assembly and the steering wheel assembly to overturn.
Description
Technical Field
The application relates to the technical field of professional rail vehicles, in particular to an RGV driving angle module adopting gear transmission for turnover steering and guiding.
Background
As automated logistics systems and automated warehouses have been developed, many disadvantages of conventional automated systems and warehouses have been exposed, and in order to compensate for these disadvantages, RGVs (Rail Guided vehicles) have been used, which can be easily and automatically connected to other systems, such as an entry/exit platform, various buffer stations, conveyors, elevators, robots, etc., according to a plan. In addition, the operation of personnel is not needed, and the running speed is high. Therefore, the workload of warehouse management personnel is obviously reduced, and the working efficiency is improved.
However, when turning and crossing a road, because only one side wheel of the RGV is in the track, the degree of freedom of the other side wheel in the horizontal direction is not limited, if a crosswind or a lateral deviation exists at the time, the risk of the car losing control is large, and great potential safety hazard exists. Therefore, the existing RGV is relatively safe under the condition of low speed and light load, and under the condition of medium-high speed and heavy load, an additional device is needed when the bogie is turned to ensure the reliability of turning and crossing a turnout. In addition, the RGV dolly on the market is mostly the track direction now, and for turning to passively, and this direction type is comparatively serious to the wearing and tearing of dolly leading wheel, and the wearing and tearing condition is more outstanding under the medium speed heavy load condition, and the use cost of the RGV dolly that aggravates greatly has shortened its safety guarantee period.
Disclosure of Invention
The embodiment of the application provides an adopt gear drive's convertible RGV drive angle module that turns to and leads, can stop the RGV dolly effectively and cross the switch and turn on one's side the phenomenon with derailing when turning on one's side, promote the security performance of RGV dolly, and have the advantage that the integrated level is high, simple structure.
In order to achieve the above object, an embodiment of the present application provides a gear-driven roll-over steering and steering RGV driving angle module, which includes a suspension system, a driving system, two sets of steering systems, a steering system, and a connecting frame; the driving system, the guiding system and the steering system are all connected to the connecting frame; one end of the suspension system is connected to the driving system, and the other end of the suspension system is used for being connected with a frame; the driving system is used for driving the RGV to normally run and brake; the suspension system is used for transmitting force and torque acting between the wheels and the frame and buffering impact force transmitted to the frame or the vehicle body from an uneven road surface; the guide system can guide and limit the RGV; the steering system comprises a double-output-shaft motor, two gear pairs, two overturning assemblies and two steering wheel assemblies; two output ends of the double-output-shaft motor are respectively connected with the input end of one gear pair; the output end of the gear pair is connected with the steering wheel component through a turnover component; the double-output-shaft motor can drive the gear pair to move so as to drive the overturning assembly and the steering wheel assembly to overturn, so that the steering wheel assembly overturns downwards and abuts against the outer side of the groove-shaped track when the RGV trolley turns or the passage is in a turnout.
Further, the connecting frame comprises a left cross beam and a right cross beam; a front supporting rod is arranged between the front end of the left cross beam and the front end of the right cross beam; a rear supporting rod is arranged between the rear end of the left cross beam and the rear end of the right cross beam; the front supporting rod comprises a front cross rod and a front vertical rod arranged at the left end of the front cross rod, the lower end of the front vertical rod is connected with the front end of the left cross beam, and the left end and the right end of the front cross rod are respectively connected with the upper end of the front vertical rod and the front end of the right cross beam; the rear supporting rod comprises a rear cross rod and a rear vertical rod arranged at the left end of the rear cross rod, the lower end of the rear vertical rod is connected with the rear end of the left cross beam, and the left end and the right end of the rear cross rod are respectively connected with the upper end of the rear vertical rod and the rear end of the right cross beam.
Furthermore, the double-output-shaft motor is fixedly connected to the right cross beam, and two output shafts of the double-output-shaft motor are respectively connected with the gear pair through transmission shafts; a transmission shaft frame is sleeved on the transmission shaft, and the transmission shaft can rotate in the transmission shaft frame; the transmission shaft frame is connected to the right cross beam of the connecting frame.
Further, the overturning assembly comprises a rotating shaft and a shaft sleeve; the shaft sleeve is connected to the right cross beam of the connecting frame, and the axial direction of the shaft sleeve is vertical to the extending direction of the right cross beam; the first end of the rotating shaft is rotatably connected in the shaft sleeve; the guide wheel assembly is connected to the second end of the rotating shaft and is located on one side, away from the transmission shaft, of the rotating shaft.
Further, the gear pair comprises a driving gear arranged on the transmission shaft and a driven gear arranged on the rotating shaft; the driving gear with driven gear intermeshing, just the driving gear with driven gear is straight bevel gear.
Further, the steering system further comprises a gearbox; the driving gear and the driven gear are both positioned in the gear box; one end of the transmission shaft extends into the gear box, and the transmission shaft is in rotating connection with the side wall of the gear box through a second bearing; two ends of the rotating shaft extend out of the gear box and are connected with the shaft sleeve and the steering wheel assembly respectively; the rotating shaft is rotatably connected with the side wall of the gear box through a third bearing.
Further, the shaft sleeve is connected to the right cross beam of the connecting frame through a first lifting lug and a second lifting lug; the upper end of the first lifting lug and the upper end of the second lifting lug are fixedly connected with the right cross beam of the connecting frame; the lower end of the first lifting lug and the lower end of the second lifting lug are respectively connected with two ends of the shaft sleeve.
Furthermore, the two groups of guide systems are respectively connected to the front end and the rear end of the left beam of the connecting frame, and the two groups of guide systems are symmetrically arranged relative to the central line of the connecting frame in the front-rear direction.
Further, the guide system comprises a guide arm, the first end of the guide arm is hinged to the end part of the left cross beam, and the second end of the guide arm is connected with a guide wheel; the guide arm is provided with an adjusting and buffering device; the adjusting and buffering device can enable the guide wheel to be always in contact with the groove-shaped track when guiding, and reduces impact force caused by the inner side of the groove-shaped track.
Furthermore, the adjusting and buffering device comprises an inner adjusting and buffering device and an outer adjusting and buffering device; the inner side adjusting and buffering device comprises an adjusting rod bracket, a first adjusting rod, a first adjusting nut and a first rectangular spring; the adjusting rod support comprises a connecting part and a limiting part, the first end of the connecting part is connected to the left cross beam, and the limiting part is connected with the first adjusting rod; the first end of the first adjusting rod is abutted against the guide arm; the second end of the first adjusting rod extends out of the limiting part of the adjusting rod bracket and then is fastened with a first adjusting nut; the first rectangular spring is sleeved on the first adjusting rod; two ends of the first rectangular spring are respectively abutted against the guide arm and the limiting part of the adjusting rod bracket; the end part of the left cross beam is bent towards the direction close to the wheel to form an adjusting rod connecting part, and an opening is formed in one side, close to the wheel, of the adjusting rod connecting part; the outer side adjusting and buffering device comprises a second adjusting rod, a second adjusting nut and a second rectangular spring; the first end of the second adjusting rod is abutted against the guide arm; the second end of the second adjusting rod extends out of the left side wall of the adjusting rod connecting part and then is fastened with a second nut; the second rectangular spring is sleeved on the second adjusting rod; and two ends of the second rectangular spring are respectively abutted against the guide arm and the left side wall of the adjusting rod connecting part.
Compared with the prior art, the application has the following beneficial effects:
1. the embodiment of the application adopts the adjustable passive steering system and the turnover active steering system through gear transmission, and compared with the transmission of an electric push rod, the steering system has the advantages of constant transmission ratio, high transmission efficiency, reliable work, long service life and compact structure, and can not generate the phenomena of failure of a switch, failure of overload protection, burning out of a motor and the like in a humid environment. Through the system, when the RGV trolley moves, the guide wheels are always abutted with the inner side of the groove-shaped track, and when the RGV trolley turns or the aisle turnout is formed, the guide wheels can move downwards and are abutted with the outer side of the groove-shaped track, so that the left side and the right side of each wheel are limited, and the wheel can safely and smoothly turn and the aisle turnout.
2. This application embodiment is integrated suspension system, actuating system and direction and a steering system into driving angle module through the link, and does not have too much coupling nature each other, compares heavy and complicated passive form steering mechanism among the prior art, and this application embodiment has the integrated level height, and power transmission structure distributes rationally, installation and later stage maintenance are convenient, operation and cost of maintenance are low advantage.
3. The embodiment of the application can be directly connected with the frame, so that the RGV trolley does not have a transmission shaft, the gravity center height of the RGV trolley can be effectively reduced, the requirement on the running of the RGV trolley is met, and the safety factor is improved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a schematic structural diagram of a gear-driven roll-over steering and steering RGV driving angle module according to an embodiment of the present application;
FIG. 2 is a schematic structural view of a suspension system in an embodiment of the present application;
FIG. 3 is a schematic structural diagram of a driving system according to an embodiment of the present application;
FIG. 4 is a schematic structural diagram of a knuckle according to an embodiment of the present application;
FIG. 5 is a schematic structural diagram of a connection frame according to an embodiment of the present application;
FIG. 6 is a schematic view of a connection structure of a steering system and a steering system in an embodiment of the present application;
FIG. 7 is an enlarged view of a portion of FIG. 6 at I;
FIG. 8 is a front view of the steering system in an embodiment of the present application (with the dual output shaft motor removed);
FIG. 9 is a side view of the steering system (with the dual output shaft motor removed) in an embodiment of the present application;
FIG. 10 is a cross-sectional view A-A of FIG. 9;
FIG. 11 is a state diagram of the present application during a turn or a switch crossing.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the description of the present application, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be construed as limiting the present application.
In the description of the present application, it should be noted that, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, a fixed connection, a detachable connection, or an integral connection; the specific meaning of the above terms in the present application can be understood as appropriate by one of ordinary skill in the art.
The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.
Referring to fig. 1, an embodiment of the present application provides a gear-driven roll-over steering and steered RGV driving angle module, which includes a suspension system 1, a driving system 2, two sets of steering systems 3, a steering system 4 and a connecting frame 5.
The suspension system 1 has one end connected to the drive system 2 and the other end connected to a vehicle frame (not shown), and the suspension system 1 is used for transmitting force and torque acting between a wheel and the vehicle frame and buffering impact force transmitted to the vehicle frame or a vehicle body from an uneven road surface. Specifically, referring to fig. 2, the suspension system 1 includes a suspension adapter plate 11, an upper yoke 12, a lower yoke 13, two yoke fixing screws 14, an upper swing arm ball 15, a lower swing arm ball 16, and a spring damper 17. The upper end and the lower end of the suspension adapter plate 11 are respectively connected with an upper fork arm 12 and a lower fork arm 13 through a fork arm fixing screw 14. The upper fork arm 12 and the lower fork arm 13 are both A-shaped fork arms, and the bottom edges of the A-shaped fork arms are connected to the suspension adapter plate 11. An upper swing arm ball 15 is arranged on the lower surface of the end of the upper fork arm 12 remote from the suspension adapter plate 11. A lower rocker ball 16 is arranged on the upper surface of the lower fork arm 13 at the end remote from the suspension adapter plate 11. The upper swing arm ball 15 is arranged opposite to the lower swing arm ball 16. Thereby, various parameters of the wheel, such as caster, etc., can be accurately positioned. In addition, the two fork arms have higher transverse rigidity, so that the turning side-tipping is smaller, the camber angle of the wheel can be automatically changed when the wheel moves up and down, the change of the wheel track is reduced, the tire wear is reduced, the wheel track can be adaptive to the track surface, the tire grounding area is large, and the ground adhesion is good.
A spring damper 17 is provided between the yoke fixing screw 14 and the lower yoke 13 on the upper side. When the wheel is jumping, the spring damper 17 can make axial telescopic motion along its own axis, so that the impact caused by the running process can be relieved. In addition, rubber gaskets are arranged at the joints of the two ends of the spring damper 17, so that the abrasion of the spring damper 17 in the running process of the RGV trolley can be effectively reduced.
The suspension adapter plate 11 is provided with a first connecting hole 111, and the suspension adapter plate 11 is connected to the frame through a bolt penetrating through the first connecting hole 111. From this, owing to adopt this application embodiment directly to connect actuating system 2 in the corresponding side of frame through suspension switching dish 11, compare prior art and connect the wheel of frame both sides through the transmission shaft, adopt the RGV dolly of this application embodiment owing to not have the transmission shaft, so can effectively reduce RGV dolly focus height, satisfy the requirement of RGV dolly operation, improve factor of safety.
Referring to fig. 3, the drive system 2 includes a wheel 21, a hub motor 22, a disc brake 23, and a knuckle 24. Specifically, the tire of the wheel 21 is a high-elasticity solid tire, and is wrapped on the outer edge of the hub motor 22, so that the vibration transmitted to a vehicle body can be attenuated, the tire abrasion in running can be reduced, and the service life of the RGV trolley can be prolonged. The in-wheel motor 22 is disposed on the hub of the wheel 21 and is connected to the brake disc 231 of the disc brake 23 by six circumferentially distributed bolts. The hub motor 12 serves as a power source of the whole trolley, the application scenario of the RGV trolley is combined, and the selected hub motor has the characteristics of high output power and large torque during operation at medium and low rotating speeds. The brake caliper 232 of the disc brake 23 is connected to the knuckle 24 by bolts, and friction plates (not shown) of the disc brake 23 are sandwiched on both sides of the brake disc 231. During braking, the brake calipers 232 are controlled to be locked, and the friction plates and the brake disc 231 rub with each other, so that the braking requirement of the RGV trolley is met. Thereby, the disc brake 23 can provide braking force to the wheel 21.
Referring to fig. 3 and 4, the disc brake 23 is connected to a knuckle 24, and the knuckle 24 is located on a side of the brake caliper 232. Knuckle 24 is a triangular plate with its apex pointing upward. An upper ball seat 241 matched with the upper swing arm ball head 15 is arranged on the top surface of the steering knuckle 24. The bottom surface of the knuckle 24 is provided with a lower ball seat 242 adapted to the lower swing arm ball 16. After the suspension adapter plate 11 and the disc brake 23 are mounted, the upper swing arm ball 15 is accommodated in the upper ball seat 241, and the lower swing arm ball 16 is accommodated in the lower ball seat 242. The knuckle 24 is further provided at a bottom surface thereof with a second coupling hole 243, and the knuckle 24 is coupled to the coupling frame 5 by a bolt passing through the second coupling hole 243.
Referring to fig. 5, the link frame 5 includes a left cross member 51, a right cross member 52, a front support bar 53, and a rear support bar 54. For the convenience of disassembly and assembly, the connecting frame 5 is a welding piece. The left cross beam 51, the right cross beam 52, the front support rod 53 and the rear support rod 54 are square tubes. The front support rod 53 is connected between the front end of the left cross member 51 and the front end of the right cross member 52. A rear stay 54 is connected between the rear end of the left cross member 51 and the rear end of the right cross member 52. The front support bar 53 and the rear support bar 54 are both L-shaped bars. The front support rod 53 comprises a front cross rod 531 and a front vertical rod 532 arranged at the left end of the front cross rod 531, the lower end of the front vertical rod 532 is connected with the front end of the left cross beam 51, and the left end and the right end of the front cross rod 531 are respectively connected with the upper end of the front vertical rod 532 and the front end of the right cross beam 52.
The rear support rod 54 comprises a rear cross rod 541 and a rear vertical rod 542 arranged at the left end of the rear cross rod 541, the lower end of the rear vertical rod 542 is connected with the rear end of the left cross beam 51, and the left end and the right end of the rear cross rod 442 are respectively connected with the upper end of the rear vertical rod 542 and the rear end of the right cross beam 52. Thus, the left cross member 51 is lower than the right cross member 52. The knuckle 24 in the drive system 2 is attached to the upper surface of the left cross member 51.
Referring to fig. 6 and 7, the guidance system 3 is capable of guiding and restraining the RGV car. Specifically, the two sets of guide systems 3 are respectively connected to the front and rear ends of the left beam 51 of the connecting frame 5, and the two sets of guide systems 3 are symmetrically arranged with respect to the center line of the connecting frame 5 in the front-rear direction. In order to simplify the structure, both ends of the left cross member 51 are bent in a direction close to the wheel 21, and an opening is provided at one side of the bent portion close to the wheel 21.
Each group of guiding systems 3 comprises a guiding arm 31, a guiding wheel 32, and an adjusting and damping device 33. The first end of the guide arm 31 extends into the opening of the left cross member 51 and is hinged within the left cross member 51 by a guide arm fixing pin 34. The second end of the guide arm 31 is connected to the guide wheel 32 by a connecting pin 35. The guide arm 31 is provided with an adjusting and damping device 33. The adjusting and damping device 33 can keep the guide wheel 32 in contact with the grooved rail during guiding and reduce the impact force caused by the inside of the grooved rail. Therefore, the guide arm 31 can rotate around the guide arm fixing pin 34 in the horizontal plane, the guide wheel 32 is always in contact with the inner side of the groove-shaped track in the guiding process, and the guiding process of the RGV trolley is smoother.
Specifically, referring to fig. 7, the adjustment and damping device 33 includes an inner adjustment and damping device and an outer adjustment and damping device.
The inner side adjusting and buffering means includes an adjusting lever bracket 331, a first adjusting lever 332, a first adjusting nut 333 and a first rectangular spring 334. The adjustment lever holder 331 includes a connecting portion 3311 and a stopper portion 3312. The first end of the connecting portion 3311 is connected to the left cross member 51, and the position-limiting portion 3312 is connected to the outer cylindrical surface of the first adjusting lever 332. For more reliable connection, the connecting portion 3311 is V-shaped and opens toward the left cross member 51. The position-limiting portion 3312 includes a vertical position-limiting surface. The first end of the first adjustment lever 332 abuts against the guide arm 31, and the second end thereof extends beyond the stopper 3312 of the adjustment lever holder 331 and is fastened to the first adjustment nut 33. The first adjusting lever 332 is sleeved with a first rectangular spring 334, and two ends of the first rectangular spring 334 respectively abut against the guide arm 31 and the limiting portion 3312 of the adjusting lever bracket 331.
The bent portion of the left cross member 51 forms an adjustment lever connection portion 511. The outer adjusting and damping means includes a second adjusting lever 335, a second adjusting nut 336 and a second rectangular spring 337. A first end of the second adjustment lever 335 abuts on the guide arm 31. The second end of the second adjustment lever 335 extends out of the left side wall of the adjustment lever connection portion 511 and is fastened to the second adjustment nut 336. The second adjusting lever 335 is sleeved with a second rectangular spring 337, and both ends of the second rectangular spring 337 respectively abut against the guide arm 31 and the left side wall of the adjusting lever connecting portion 511.
The guide arm 31 is cross-shaped in cross section. The first and second adjustment levers 332 and 335 are two in number. The two first adjustment levers 332 are respectively located at upper and lower sides of the guide arm 31, and the two second adjustment levers 335 are also respectively located at upper and lower sides of the guide arm 31. Therefore, the first adjusting rod 332 and the second adjusting rod 335 can be guided and limited, and the first adjusting rod 332 and the second adjusting rod 335 can be prevented from moving up and down.
Referring to fig. 6, 8, 9, and 10, steering system 4 includes a double-output-shaft motor 41, a steering wheel assembly 42, a gear pair 43, and a flipping assembly 44. Two sets of steerable wheel assemblies 42, gear pairs 43 and tumble assemblies 44 are provided. Two output ends of the double-output-shaft motor 41 are respectively connected with the input end of a gear pair 43, and the output end of the gear pair 43 is connected with the steering wheel assembly 42 through the overturning assembly 44. Specifically, the dual-output-shaft motor 41 is connected to the right cross beam 52 through the motor base 411, two output ends of the dual-output-shaft motor 41 are respectively connected to a first end of the transmission shaft 412, and a second end of the transmission shaft 412 is connected to an input end of the gear pair 43. The transmission shaft frame 413 is sleeved on the outer cylindrical surface of the middle part of the transmission shaft 412, and the upper end of the transmission shaft frame 413 is connected to the right cross beam 52 of the connecting frame 5. A first bearing 414 is arranged between the transmission shaft 412 and the transmission shaft frame 413. A clamp spring is further mounted on the outer side of the first bearing 414 for axial positioning. Thereby, it is possible to support the propeller shaft 412 and to increase the operational stability of the propeller shaft 412.
The two sets of turning assemblies 44 and the steering wheel assemblies 42 are symmetrically arranged relative to the center line of the double-output-shaft motor 41. Thus, the double-output-shaft motor 41 can drive the gear pair 43 to rotate and drive the turning assembly 44 and the steering wheel assembly 42 to turn, so that the steering wheel assembly 42 turns downwards and abuts against the outer side of the groove-shaped track when the RGV trolley turns or the passage is in a turnout.
The flipping assembly 44 includes a rotating shaft 441 and a sleeve 442. The axial direction of the boss 442 is perpendicular to the extending direction of the right cross member 52, and the boss 442 is coupled to the right cross member 52 of the link 5 via the first and second lifting lugs 45 and 46. The upper end of the first lifting lug 45 and the upper end of the second lifting lug 46 are both fixedly connected with the right cross beam 52 of the connecting frame 5, and the lower end of the first lifting lug 45 and the lower end of the second lifting lug 46 are respectively connected with two ends of the shaft sleeve 442. It should be noted that the first lifting lug 45 and the second lifting lug 46 may be welded to the right cross beam 52, or may be connected to the right cross beam 52 by bolts, which is not limited herein. A first end of the rotating shaft 441 is rotatably coupled within the bushing 442 via a second bearing 415 and the steering wheel assembly 42 is coupled to a second end of the rotating shaft 441 on a side of the rotating shaft 441 away from the drive shaft 412.
The gear pair 43 includes a driving gear 431 provided on the transmission shaft 412 and a driven gear 432 provided on the rotation shaft 441. The driving gear 431 and the driven gear 432 are engaged with each other, and both the driving gear 431 and the driven gear 432 are right angle bevel gears.
The gear pair 43 is provided with a gear box 416 outside, the driving gear 431 and the driven gear 432 are both located in the gear box 416, one end of the transmission shaft 412 extends into the gear box 416, and the transmission shaft 412 is rotatably connected with the side wall of the gear box 416 through a third bearing 417. The driving gear 431 is connected to the end of the transmission shaft 412 through a first flat key 418, and a spacer 419 is further disposed between the driving gear 431 and the side wall of the gear box 416 to prevent the driving gear 431 from axially shifting.
The rotating shaft 441 extends through the gear housing 416 at both ends thereof and is coupled to the sleeve 442 and the steerable wheel assembly 42. The rotating shaft 441 is rotatably connected to a side wall of the gear housing 416 by a fourth bearing 4110. The driving shaft 412 is further provided with an external thread and a key groove, and the driven gear 432 is connected to an end of the driving shaft 412 through a second flat key 4111 and a plurality of first nuts 4112.
Each group of steering wheel assemblies 42 comprises a steering wheel 421 and a steering wheel frame 422, a first end of the steering wheel frame 422 is fixedly connected to the overturning assembly 44, and a second end of the steering wheel frame 422 is connected to the steering wheel 421 through a steering wheel connecting pin 423. Specifically, the rotating shaft 441 is provided with an external thread and a key groove, and the steering wheel frame 422 is connected to the rotating shaft 441 through a second flat key 49 and is axially positioned by a plurality of second nuts 410 provided on the rotating shaft 441. The steering wheel 421 has the same structure as the guide wheel 32 for the convenience of processing.
Further, with reference to fig. 6, in order to accurately control the turning position of the steerable wheels 421, a limit switch mounting bracket 47 may be provided on the right cross member 52, and a limit switch 48 may be mounted on the limit switch mounting bracket 47 to detect the position of the steerable wheels 421. Specifically, limit switch mounting bracket 47 is L shape structure, including horizontal component and vertical component, and the horizontal component is connected on horizontal connecting plate 451, and limit switch 48 is installed to the lower extreme of vertical component, and limit switch 48 is used for detecting whether the directive wheel rotates to the assigned height.
Referring to fig. 11, the working principle of the embodiment of the present application is as follows:
when the RGV car runs on a straight line section, the guide wheels 32 are in clearance contact with the inner side of the groove-shaped track 6, and play a role in guiding and limiting. The steering wheel 421 is in a raised state at this time. Before entering a turning road section, the double-output-shaft motor 41 is started after receiving a signal, and is driven by the transmission shaft 412 and the gear pair 43 to drive the rotating shaft 441 to rotate, and the rotating shaft 441 then drives the steering wheel frame 422 to overturn, so that the steering wheel 421 overturns and falls to a specified height to be contacted with the outer side of the groove-shaped track 6, and at the moment, the RGV trolley is simultaneously restrained by the groove-shaped track 6, the guide wheel 32 and the steering wheel 421, so that the side overturning of the RGV trolley can be effectively prevented, and the anti-side-tipping capability of the RGV trolley is greatly improved.
When the RGV passes through the turnout, because one side has no track, the RGV is only restricted by the track on one side, in order to smoothly pass through the turnout and prevent derailment, the steering wheel 32 on the outer side of the turnout is put down, and in order to prevent collision with a standing pile, the steering wheel on the inner side of the turnout (the steering wheel in the driving angle module on the other side of the frame) is still in a lifting state. The common constraint of the unilateral track, the guide wheel 32 and the steering wheel 421 can effectively ensure that the trolley normally runs along the groove-shaped track 6.
The power source of the RGV trolley adopting the driving angle module in the embodiment of the application is a hub motor 22, and the braking force is derived from a brake caliper in the driving module. Because the system forming the angle module is highly integrated and does not have excessive coupling, the power transmission structure of the RGV trolley is more reasonable in distribution, the assembly and the subsequent overhaul and maintenance are facilitated, and the operation cost is effectively reduced.
The above is only an embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions within the technical scope of the present disclosure should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A gear-driven overturning type steering and guiding RGV driving angle module is characterized by comprising a suspension system, a driving system, two groups of guiding systems, a steering system and a connecting frame; the driving system, the guiding system and the steering system are all connected to the connecting frame; one end of the suspension system is connected to the driving system, and the other end of the suspension system is used for being connected with a frame;
the driving system is used for driving the RGV to normally run and brake;
the suspension system is used for transmitting force and torque acting between the wheels and the frame and buffering impact force transmitted to the frame or the vehicle body from an uneven road surface;
the guide system can guide and limit the RGV;
the steering system comprises a double-output-shaft motor, two gear pairs, two overturning assemblies and two steering wheel assemblies; two output ends of the double-output-shaft motor are respectively connected with the input end of one gear pair; the output end of the gear pair is connected with the steering wheel component through a turnover component; the double-output-shaft motor can drive the gear pair to move so as to drive the overturning assembly and the steering wheel assembly to overturn, so that the steering wheel assembly overturns downwards and abuts against the outer side of the groove-shaped track when the RGV trolley turns or the passage is in a turnout.
2. The geared flip steer and steer RGV drive angle module of claim 1,
the connecting frame comprises a left cross beam and a right cross beam; a front supporting rod is arranged between the front end of the left cross beam and the front end of the right cross beam; a rear supporting rod is arranged between the rear end of the left cross beam and the rear end of the right cross beam;
the front supporting rod comprises a front cross rod and a front vertical rod arranged at the left end of the front cross rod, the lower end of the front vertical rod is connected with the front end of the left cross beam, and the left end and the right end of the front cross rod are respectively connected with the upper end of the front vertical rod and the front end of the right cross beam;
the rear supporting rod comprises a rear cross rod and a rear vertical rod arranged at the left end of the rear cross rod, the lower end of the rear vertical rod is connected with the rear end of the left cross beam, and the left end and the right end of the rear cross rod are respectively connected with the upper end of the rear vertical rod and the rear end of the right cross beam.
3. The gear-driven flip-flop steering and steering RGV driving angle module according to claim 2, wherein the dual output shaft motor is fixedly connected to the right cross beam, and two output shafts of the dual output shaft motor are respectively connected to the gear pair through transmission shafts; a transmission shaft frame is sleeved on the transmission shaft, and the transmission shaft can rotate in the transmission shaft frame; the transmission shaft frame is connected to the right cross beam of the connecting frame.
4. The geared flip steer and steer RGV drive angle module of claim 2, wherein the flip assembly comprises a rotating shaft and a bushing; the shaft sleeve is connected to the right cross beam of the connecting frame, and the axial direction of the shaft sleeve is vertical to the extending direction of the right cross beam; the first end of the rotating shaft is rotatably connected in the shaft sleeve; the guide wheel assembly is connected to the second end of the rotating shaft and is located on one side, away from the transmission shaft, of the rotating shaft.
5. The geared flip-flop steer-and-steer RGV drive angle module of claim 4, wherein said gear pair comprises a drive gear disposed on said drive shaft and a driven gear disposed on said rotating shaft; the driving gear with driven gear intermeshing, just the driving gear with driven gear is straight bevel gear.
6. The geared convertible steering and steering RGV drive angle module of claim 5, wherein the steering system further comprises a gearbox; the driving gear and the driven gear are both positioned in the gear box; one end of the transmission shaft extends into the gear box, and the transmission shaft is in rotating connection with the side wall of the gear box through a second bearing; two ends of the rotating shaft extend out of the gear box and are connected with the shaft sleeve and the steering wheel assembly respectively; the rotating shaft is rotatably connected with the side wall of the gear box through a third bearing.
7. The geared flip-flop steer and steer RGV drive angle module of claim 4, wherein said bushing is connected to the right cross member of said link via a first lifting lug and a second lifting lug; the upper end of the first lifting lug and the upper end of the second lifting lug are fixedly connected with the right cross beam of the connecting frame; the lower end of the first lifting lug and the lower end of the second lifting lug are respectively connected with two ends of the shaft sleeve.
8. The RGV driving angle module using gear-driven turn-over type steering and guidance according to claim 7, wherein two sets of the guidance systems are respectively connected to the front and rear ends of the left beam of the connection frame, and the two sets of the guidance systems are symmetrically arranged with respect to the center line of the connection frame in the front and rear direction.
9. The geared convertible steering and guidance RGV drive angle module of claim 8, wherein the guidance system comprises a guide arm, a first end of which is hinged at the end of the left beam, a second end of which is connected to a guide wheel; the guide arm is provided with an adjusting and buffering device; the adjusting and buffering device can enable the guide wheel to be always in contact with the groove-shaped track when guiding, and reduces impact force caused by the inner side of the groove-shaped track.
10. The geared convertible steering and steering RGV drive angle module according to claim 9, characterized in that the adjusting and buffering means comprise an inner adjusting and buffering means and an outer adjusting and buffering means;
the inner side adjusting and buffering device comprises an adjusting rod bracket, a first adjusting rod, a first adjusting nut and a first rectangular spring; the adjusting rod support comprises a connecting part and a limiting part, the first end of the connecting part is connected to the left cross beam, and the limiting part is connected with the first adjusting rod; the first end of the first adjusting rod is abutted against the guide arm; the second end of the first adjusting rod extends out of the limiting part of the adjusting rod bracket and then is fastened with a first adjusting nut; the first rectangular spring is sleeved on the first adjusting rod; two ends of the first rectangular spring are respectively abutted against the guide arm and the limiting part of the adjusting rod bracket;
the end part of the left cross beam is bent towards the direction close to the wheel to form an adjusting rod connecting part, and an opening is formed in one side, close to the wheel, of the adjusting rod connecting part; the outer side adjusting and buffering device comprises a second adjusting rod, a second adjusting nut and a second rectangular spring; the first end of the second adjusting rod is abutted against the guide arm; the second end of the second adjusting rod extends out of the left side wall of the adjusting rod connecting part and then is fastened with a second nut; the second rectangular spring is sleeved on the second adjusting rod; and two ends of the second rectangular spring are respectively abutted to the guide arm and the left side wall of the adjusting rod connecting part.
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