CN115071774B - Reverse steering and steering RGV drive angle module using gear drive - Google Patents
Reverse steering and steering RGV drive angle module using gear drive Download PDFInfo
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- CN115071774B CN115071774B CN202210825444.3A CN202210825444A CN115071774B CN 115071774 B CN115071774 B CN 115071774B CN 202210825444 A CN202210825444 A CN 202210825444A CN 115071774 B CN115071774 B CN 115071774B
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- 230000002441 reversible effect Effects 0.000 title claims description 5
- 239000000725 suspension Substances 0.000 claims abstract description 25
- 230000005540 biological transmission Effects 0.000 claims description 40
- 230000003139 buffering effect Effects 0.000 claims description 18
- 230000000712 assembly Effects 0.000 claims description 5
- 238000000429 assembly Methods 0.000 claims description 5
- 230000010354 integration Effects 0.000 abstract description 2
- 230000009977 dual effect Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 238000013016 damping Methods 0.000 description 3
- 230000007306 turnover Effects 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 230000035939 shock 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
Classifications
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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 steering and RGV driving angle module of direction relates to professional rail vehicle technical field. The device can effectively prevent the phenomenon of rollover and derailment of the RGV trolley when the RGV trolley passes through a turnout and turns, improves the safety performance of the RGV trolley, and has the advantages of high integration level and 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 trolley to normally run and brake; the suspension system is connected to the drive system and is used for transmitting forces and force twists acting between the wheels and the frame; the guide system can guide and limit the RGV trolley; 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 assembly through the overturning assembly; 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 overturning steering and guiding.
Background
As automated logistics systems and automated warehouses develop, many of the shortcomings of conventional automated systems and warehouses are exposed, and in order to be able to remedy these shortcomings, RGV (rail guided vehicle ) applications develop, which can be readily and automatically coupled to other systems, such as in/out docking stations, various buffer stations, conveyors, lifts and robots, etc., for planned transportation. In addition, the device does not need personnel to operate, and has high running speed. Therefore, the workload of warehouse management personnel is obviously reduced, and the working efficiency is improved.
However, when turning and crossing, since the RGV trolley has only one wheel in the track, the freedom of the wheels on the other side is not limited in the horizontal direction, and if there is crosswind or lateral deviation, the risk of the trolley out of control is high, and a great potential safety hazard exists. Therefore, the existing RGV trolley is relatively safe under the condition of low speed and light load, and an additional device is needed when the trolley turns to ensure the reliability of turning and crossing under the condition of medium and high speed and heavy load. In addition, most RGV dollies on the market now are track direction, and for passive steering, 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, has strengthened RGV dolly's use cost greatly and has shortened its safety guarantee period.
Disclosure of Invention
The embodiment of the application provides a reverse steering and steering RGV driving angle module adopting gear transmission, which can effectively prevent the phenomenon of rollover and derailment of an RGV trolley when the RGV trolley passes a turnout and turns, improve the safety performance of the RGV trolley and has the advantages of high integration level and simple structure.
To achieve the above objective, embodiments of the present application provide an RGV drive angle module employing gear-driven flip-flop steering and guidance, comprising a suspension system, a drive system, two sets of guidance systems, a steering system, and a connection 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 connected with the frame; the driving system is used for driving the RGV trolley to normally run and brake; the suspension system is used for transmitting force and force torsion between the wheels and the frame and buffering impact force transmitted to the frame or the vehicle body by the uneven road surface; the guide system can guide and limit the RGV trolley; 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 assembly through the overturning assembly; 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 is abutted with the outer side of the groove type track when the RGV trolley turns or passes through 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 support 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 rod, 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 rod; the rear support 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 rod, 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 rod.
Further, 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 bracket 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 perpendicular to the extending direction of the right cross beam; the first end of the rotating shaft is rotationally connected in the shaft sleeve; the guide wheel assembly is connected to the second end of the rotating shaft and is located at one side of the rotating shaft away from the transmission shaft.
Further, the gear pair comprises a driving gear arranged on the transmission shaft and a driven gear arranged on the rotation shaft; the driving gear is meshed with the driven gear, and the driving gear and the driven gear are straight bevel gears.
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 rotatably connected with the side wall of the gear box through a second bearing; two ends of the rotating shaft extend out of the gear box respectively and then are connected with the shaft sleeve and the steering wheel assembly; 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 a 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 the two ends of the shaft sleeve.
Further, the two groups of guide systems are respectively connected to the front end and the rear end of the left cross 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, a first end of the guide arm is hinged to the end part of the left cross beam, and a 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 grooved rail during guiding, and reduces impact force brought by the inner side of the grooved rail.
Further, 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 the first adjusting nut; a 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 of the adjusting rod connecting part close to the wheel; 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 connecting part of the adjusting rod and is then fastened with a second nut; a second rectangular spring is sleeved on the second adjusting rod; and two ends of the second rectangular spring are respectively abutted against the left side wall of 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 steering system with adjustable passive steering and the turnover type active steering system through gear transmission, compared with the electric push rod transmission, the transmission ratio is constant, the transmission efficiency is high, the working is reliable, the service life is long, the structure is compact, and the phenomena of switch failure, overload protection failure, motor burnout and the like can not occur in a humid environment. Through this system, can make RGV dolly motion time, the leading wheel all the time with the orbital inboard butt of cell type, and when RGV dolly turns to or crosses the switch, the leading wheel can descend and with the orbital outside butt of cell type to make the wheel both sides limit about, and then can be safely smooth turn to and the passageway fork.
2. The embodiment of the application integrates a suspension system, a driving system and a guiding and steering system into a driving angle module through a connecting frame, and the driving angle module are not excessively coupled with each other.
3. The embodiment of the application can be directly connected with the frame, so that the RGV trolley is not provided with a transmission shaft, the gravity center height of the RGV trolley can be effectively reduced, the running requirement of the RGV trolley is met, and the safety coefficient 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 that are required in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of an embodiment of a gear-driven reverse steering and steering RGV drive angle module;
FIG. 2 is a schematic diagram of a suspension system according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a driving system according to an embodiment of the present application;
FIG. 4 is a schematic view of a steering knuckle according to an embodiment of the present disclosure;
FIG. 5 is a schematic structural view of a connecting frame according to an embodiment of the present disclosure;
FIG. 6 is a schematic diagram of a connection structure between a steering system and a steering system according to an embodiment of the present application;
FIG. 7 is an enlarged view of a portion of the portion I of FIG. 6;
FIG. 8 is a front view of a steering system (with a dual output shaft motor removed) in an embodiment of the present application;
FIG. 9 is a side view of a steering system (with a 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 embodiment of the present application when turning or crossing a switch.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
In the description of the present application, it should 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 the orientation or positional relationships shown in the drawings, merely to facilitate description of the present application and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; the specific meaning of the terms in the present application can be understood as appropriate by one of ordinary skill in the art.
The terms "first," "second," and the like, 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 defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
Referring to fig. 1, an embodiment of the present application provides an RGV drive angle module employing geared flip-flop steering and guidance, comprising a suspension system 1, a drive system 2, two sets of guidance systems 3, a steering system 4 and a link 5.
The suspension system 1 is connected at one end to the drive system 2 and at the other end to a frame (not shown), and the suspension system 1 serves to transmit forces and torsion forces acting between the wheels and the frame and to cushion impact forces transmitted to the frame or the body by uneven road surfaces. Specifically, referring to fig. 2, the suspension system 1 includes a suspension fork 11, an upper yoke 12, a lower yoke 13, two yoke set screws 14, an upper swing arm ball 15, a lower swing arm ball 16, and a spring damper 17. The upper and lower ends of the suspension fork 11 are respectively connected with an upper yoke 12 and a lower yoke 13 through a yoke 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 fork 11. The upper swing arm ball 15 is provided on the lower surface of the end of the upper yoke 12 remote from the suspension fork 11. The lower swing arm ball 16 is provided on the upper surface of the end of the lower yoke 13 remote from the suspension fork 11. The upper swing arm ball 15 is arranged opposite to the lower swing arm ball 16. Thus, various parameters of the wheel, such as caster, etc., can be precisely located. In addition, as the transverse rigidity of the two fork arms is larger, the inclination angle of the turning is smaller, so that the camber angle of the wheel can be automatically changed and the wheel tread change is reduced when the wheel moves up and down, the abrasion of the tire is reduced, the track surface can be self-adapted, the ground contact area of the tire is large, and the ground contact performance is good.
A spring damper 17 is provided between the upper yoke set screw 14 and the lower yoke 13. When the wheel is jumped, the spring damper 17 can make an axial telescopic movement along its own axis, so that the shock caused by the running process can be relieved. In addition, rubber washers are arranged at the joints of the two ends of the spring damper 17, so that abrasion of the spring damper 17 in the running process of the RGV trolley can be effectively reduced.
The suspension fork 11 is provided with a first coupling hole 111, and the suspension fork 11 is coupled to the frame by a bolt passing through the first coupling hole 111. Therefore, since the driving system 2 is directly connected to the corresponding side of the frame through the suspension adapter plate 11 in the embodiment of the application, compared with the prior art, the RGV trolley is connected to the wheels on two sides of the frame through the transmission shafts, and the RGV trolley is provided with no transmission shafts, so that the gravity center height of the RGV trolley can be effectively reduced, the running requirement of the RGV trolley is met, and the safety factor is improved.
Referring to fig. 3, the drive system 2 includes wheels 21, an in-wheel 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 around the outer edge of the in-wheel motor 22, so that vibration transmitted to the vehicle body can be damped, tire wear during running can be reduced, and the service life of the RGV trolley can be prolonged. The hub motor 22 is provided 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 is used as a power source of the whole trolley, and the embodiment of the application combines the application scene of the RGV trolley, and the selected hub motor has the characteristics of high output power and large torque when running at medium and low rotational 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 lock, the friction plates and the brake discs 231 are rubbed with each other, and the RGV trolley braking requirement is met. Thereby, the disc brake 23 can provide braking force to the wheels 21.
Referring to fig. 3 and 4, a knuckle 24 is attached to the disc brake 23, and the knuckle 24 is located laterally of the brake caliper 232. Knuckle 24 is a triangular plate with its apex facing upward. An upper ball seat 241 which is matched with the upper swing arm ball head 15 is arranged on the top surface of the steering knuckle 24. A lower ball seat 242 matched with the lower swing arm ball head 16 is arranged on the bottom surface of the steering knuckle 24. After the suspension switching disc 11 and the disc brake 23 are installed, 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 bottom surface of the knuckle 24 is also provided with a second connection hole 243, and the knuckle 24 is connected to the link 5 by a bolt passing through the second connection hole 243.
Referring to fig. 5, the link 5 includes a left cross member 51, a right cross member 52, a front support bar 53, and a rear support bar 54. For easy disassembly and assembly, the connecting frame 5 is a welding piece. The left cross beam 51, the right cross beam 52, the front support bar 53 and the rear support bar 54 all adopt square tubes. The front support bar 53 is connected between the front end of the left cross member 51 and the front end of the right cross member 52. The rear support bar 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 each L-shaped bars. The front support rod 53 includes a front cross bar 531 and a front vertical bar 532 disposed at the left end of the front cross bar 531, the lower end of the front vertical bar 532 is connected to the front end of the left cross bar 51, and the left and right ends of the front cross bar 531 are respectively connected to the upper end of the front vertical bar 532 and the front end of the right cross bar 52.
The rear support bar 54 includes a rear cross bar 541 and a rear vertical bar 542 disposed at a left end of the rear cross bar 541, a lower end of the rear vertical bar 542 is connected to a rear end of the left cross bar 51, and left and right ends of the rear cross bar 442 are respectively connected to an upper end of the rear vertical bar 542 and a rear end of the right cross bar 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 an RGV cart. Specifically, the two sets of guide systems 3 are respectively connected to the front and rear ends of the left cross member 51 of the connection frame 5, and the two sets of guide systems 3 are symmetrically disposed with respect to the center line of the connection frame 5 in the front-rear direction. To simplify the structure, both ends of the left cross member 51 are bent in a direction approaching the wheel 21 and an opening is provided at a side of the bent portion approaching the wheel 21.
Each set of guiding systems 3 comprises a guiding arm 31, a guiding wheel 32, 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 in the left cross member 51 by the 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 buffering device 33 can enable the guide wheel 32 to be always contacted with the grooved rail during guiding, and reduce impact force brought by the inner side 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 contacted with the inner side of the groove-shaped track in the guide process, and the guide process of the RGV trolley is smoother.
Specifically, referring to fig. 7, the adjusting and cushioning device 33 includes an inner adjusting and cushioning device and an outer adjusting and cushioning device.
The inside adjusting and buffering device 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 bracket 331 includes a connection portion 3311 and a limiting portion 3312. The first end of the connection part 3311 is connected to the left cross member 51, and the limiting part 3312 is connected to the outer cylindrical surface of the first adjustment lever 332. For more reliable connection, the connection portion 3311 is V-shaped with its opening toward the left cross member 51. The stop 3312 includes a vertical stop surface. The first end of the first adjusting lever 332 abuts against the guide arm 31, and the second end extends out of the limiting portion 3312 of the adjusting lever bracket 331 and is fastened to the first adjusting 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 part 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 adjustment and damping device includes a second adjustment rod 335, a second adjustment nut 336, and a second rectangular spring 337. The first end of the second adjustment lever 335 abuts against the guide arm 31. The second end of the second adjustment lever 335 is fastened to the second adjustment nut 336 after extending out of the left sidewall of the adjustment lever connection part 511. 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 left side walls of the guide arm 31 and the adjusting lever connecting portion 511.
The guide arm 31 has a cross-shaped cross-section. The number of the first adjustment lever 332 and the second adjustment lever 335 is two. The two first adjusting rods 332 are respectively located at the upper and lower sides of the guide arm 31, and the two second adjusting rods 335 are also respectively located at the upper and lower sides of the guide arm 31. Thus, guiding and limiting can be provided for the first adjusting lever 332 and the second adjusting lever 335, preventing the first adjusting lever 332 and the second adjusting lever 335 from moving up and down.
Referring to fig. 6, 8, 9 and 10, the steering system 4 includes a dual output shaft motor 41, a steering wheel assembly 42, a gear pair 43 and a flipping assembly 44. The steering wheel assembly 42, the gear pair 43 and the flipping assembly 44 are all two sets. The 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 a steering wheel assembly 42 through a turnover assembly 44. Specifically, the dual output motor 41 is connected to the right cross member 52 through the motor base 411, and two output ends of the dual output 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. A transmission shaft bracket 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 bracket 413 is connected to the right cross beam 52 of the connecting frame 5. A first bearing 414 is provided between the drive shaft 412 and the drive shaft bracket 413. A snap spring is also mounted on the outside of the first bearing 414 for axial positioning. Thereby, the drive shaft 412 can be supported and the operational stability of the drive shaft 412 can be increased.
Both sets of the flipping assembly 44 and the steering wheel assembly 42 are symmetrically disposed about the centerline of the dual output shaft motor 41. Therefore, the double-output-shaft motor 41 can drive the gear pair 43 to rotate and drive the overturning assembly 44 and the steering wheel assembly 42 to overturn, so that the steering wheel assembly 42 overturns downwards and is abutted with the outer side of the groove type track when the RGV trolley turns or passes through a turnout.
The flipping assembly 44 includes a rotating shaft 441 and a sleeve 442. The axial direction of the sleeve 442 is perpendicular to the extending direction of the right cross member 52, and the sleeve 442 is connected to the right cross member 52 of the link 5 through 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 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. The first lifting lug 45 and the second lifting lug 46 may be welded to the right cross member 52, or may be connected to the right cross member 52 by bolts, which is not limited herein. The first end of the rotating shaft 441 is rotatably coupled within the shaft sleeve 442 via the second bearing 415, and the steering wheel assembly 42 is coupled to the second end of the rotating shaft 441 and is located on a side of the rotating shaft 441 remote 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 is engaged with the driven gear 432, and the driving gear 431 and the driven gear 432 are both right angle bevel gears.
The gear box 416 is arranged outside the gear pair 43, the driving gear 431 and the driven gear 432 are both positioned 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 the 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 sidewall of the gear case 416 for preventing the driving gear 431 from axially moving.
The shaft 441 extends from the gear case 416 to the shaft sleeve 442 and the steering wheel assembly 42. The rotating shaft 441 is rotatably connected to a side wall of the gear case 416 through a fourth bearing 4110. The driving shaft 412 is further provided with external threads and a key groove, and the driven gear 432 is connected to the end of the driving shaft 412 through a second flat key 4111 and a plurality of first nuts 4112.
Each set of steering wheel assemblies 42 includes steering wheels 421 and a steering wheel frame 422, a first end of steering wheel frame 422 is fixedly attached to flipping assembly 44, and a second end of steering wheel frame 422 is coupled to steering wheels 421 via steering wheel coupling pins 423. Specifically, the rotating shaft 441 is provided with external threads and a key groove, and the steering wheel frame 422 is coupled to the rotating shaft 441 by the second flat key 49 and is axially positioned by the plurality of second nuts 410 provided on the rotating shaft 441. For ease of processing, steering wheel 421 is identical in construction to guide wheel 32.
Further, with continued reference to fig. 6, in order to accurately control the turning position of the steering wheel 421, a limit switch mount 47 may be provided on the right cross member 52, and a limit switch 48 may be mounted on the limit switch mount 47 to detect the position of the steering wheel 421. Specifically, the limit switch mounting frame 47 is of an L-shaped structure, and comprises a horizontal member and a vertical member, the horizontal member is connected to the horizontal connecting plate 451, and the limit switch 48 is mounted at the lower end of the vertical member, and the limit switch 48 is used for detecting whether the steering wheel rotates to a designated height.
Referring to fig. 11, the working principle of the embodiment of the present application is as follows:
when the RGV trolley runs on a straight road section, the guide wheels 32 are in clearance contact with the inner side of the groove-shaped track 6, so that the guide and limit functions are realized. Steering wheel 421 is now in a raised state. 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 rotation shaft 441 to rotate, and then the rotation shaft 441 drives the steering wheel frame 422 to turn over, so that the steering wheel 421 turns over and falls to a specified height to be in contact with the outer side of the groove track 6, at the moment, the RGV trolley is restrained by the groove track 6, the guide wheel 32 and the steering wheel 421 at the same time, so that the side turning of the RGV trolley can be effectively prevented, and the anti-roll capability of the RGV trolley is greatly improved.
When the RGV trolley passes the turnout, because one side has no track, the RGV trolley is only limited 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 the 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 lifted state. The common constraint of the unilateral track, the guide wheels 32 and the steering wheels 421 can effectively ensure that the trolley runs normally along the grooved track 6.
The power source of an RGV cart employing the drive angle module of an embodiment of the present application is the in-wheel motor 22, with braking force derived from the brake calipers in the drive module. Because the systems forming the angle module are also highly integrated and have no excessive coupling, the power transmission structure of the RGV trolley is distributed more reasonably, and meanwhile, the assembly and subsequent overhaul and maintenance are facilitated, and the operation cost is effectively reduced.
The foregoing is merely a specific embodiment of the present application, but the protection 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 in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (8)
1. The RGV driving angle module adopting gear transmission for turning steering and guiding 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 connected with the frame;
the driving system is used for driving the RGV trolley to normally run and brake;
the suspension system is used for transmitting force and force torsion between the wheels and the frame and buffering impact force transmitted to the frame or the vehicle body by the uneven road surface;
the guide system can guide and limit the RGV trolley;
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 assembly through the overturning assembly; 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 is abutted with the outer side of the groove-type track when the RGV trolley turns or passes through a turnout;
the connecting frame comprises a left cross beam and a right cross beam; the guide system comprises a guide arm, a first end of the guide arm is hinged to the end part of the left cross beam, and a 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 during guiding, and reduce impact force brought by the inner side of the groove-shaped track;
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 the first adjusting nut; a 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 of the adjusting rod connecting part close to the wheel; 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 connecting part of the adjusting rod and is then fastened with a second nut; a second rectangular spring is sleeved on the second adjusting rod; and two ends of the second rectangular spring are respectively abutted against the left side wall of the guide arm and the left side wall of the adjusting rod connecting part.
2. The geared flip steering and steering RGV drive angle module of claim 1, wherein,
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 support 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 rod, 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 rod;
the rear support 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 rod, 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 rod.
3. The gear-driven turn-around steering and steering RGV drive angle module of claim 2, wherein the dual-output motor is fixedly connected to the right cross beam, and two output shafts of the dual-output motor are respectively connected to the gear pair through a transmission shaft; a transmission shaft frame is sleeved on the transmission shaft, and the transmission shaft can rotate in the transmission shaft frame; the transmission shaft bracket is connected to the right cross beam of the connecting frame.
4. The geared flip steering and steering RGV drive angle module of claim 3, wherein said flip assembly comprises a rotating shaft and a sleeve; the shaft sleeve is connected to the right cross beam of the connecting frame, and the axial direction of the shaft sleeve is perpendicular to the extending direction of the right cross beam; the first end of the rotating shaft is rotationally connected in the shaft sleeve; the steering wheel assembly is connected to the second end of the rotating shaft and is located at one side of the rotating shaft away from the transmission shaft.
5. The geared reverse steering and steering RGV drive angle module of claim 4, wherein the gear pair comprises a driving gear disposed on the drive shaft and a driven gear disposed on the rotation shaft; the driving gear is meshed with the driven gear, and the driving gear and the driven gear are straight bevel gears.
6. The geared flip 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 rotatably connected with the side wall of the gear box through a second bearing; two ends of the rotating shaft extend out of the gear box respectively and then are connected with the shaft sleeve and the steering wheel assembly; the rotating shaft is rotatably connected with the side wall of the gear box through a third bearing.
7. The geared turn-around steering and steering RGV drive angle module of claim 4, wherein said axle sleeve is connected to the right cross member of said connector frame by a first shackle and a second shackle; the upper end of the first lifting lug and the upper end of the second lifting lug are fixedly connected with a 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 the two ends of the shaft sleeve.
8. The gear-driven turn-around steering and steering RGV drive angle module of claim 7, wherein two sets of said steering systems are respectively connected to the front and rear ends of the left cross member of said link frame, and the two sets of said steering systems are symmetrically disposed with respect to the center line of the front and rear direction of said link frame.
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| CN202210825444.3A CN115071774B (en) | 2022-07-14 | 2022-07-14 | Reverse steering and steering RGV drive angle module using gear drive |
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