KR20240082106A - Shuttle running rail - Google Patents

Abstract

The shuttle traveling rail according to the present invention is a shuttle traveling rail on which a shuttle having one or more rollers in rolling motion runs, a traveling rail having a first rail that provides a path for the shuttle to travel, and a traveling rail having a first rail that provides a path for the shuttle to travel, and A first correction unit that touches the end of the first rail and is bent at a predetermined angle and extends to the lower side of the first rail to correct the gap that occurs in the upper and lower directions between the shuttle and the first rail, and the first rail and the first correction unit It includes a first support plate that supports.

Description

Shuttle running rail{SHUTTLE RUNNING RAIL}

The present invention relates to a shuttle travel rail, and more specifically, by arranging a compensation unit and a support plate, the shuttle can be ridden more stably without falling off the travel rail, and the compensation unit and support are formed by simply bending the shuttle travel rail. By providing a plate, the manufacturing process of the shuttle travel rail can be simplified and manufacturing costs can be reduced, and by placing an elastic member that can absorb shock on the shuttle travel rail, when the shuttle travel rail comes into contact with another travel rail, It is about a shuttle running rail that minimizes the shock that occurs.

The term logistics is an abbreviation for physical distribution and is a general term for the function or activity of effectively moving products and goods from producers to consumers. It generally refers to several activities such as packaging, unloading, transportation, storage and information.

Typically, transporting products and goods goes through several processes such as packaging, storage, collection/loading, transportation, unloading/delivery, and storage. No matter what means of transportation is used, it is impossible to move products and goods without going through this process. Physical distribution, or logistics, is a comprehensive view of the entire movement.

In recent years, mass production, mass sales, and mass consumption have become the trends of the times, and the importance of logistics is gradually increasing as the need to streamline the flow of materials between them has increased.

A logistics warehouse generally refers to a storage warehouse for temporary or long-term storage of all items used in daily life, such as various foodstuffs, beverages, clothing, home appliances, miscellaneous goods, and industrial supplies produced in large quantities at a factory or production site. Due to the recent rapid development of the logistics industry, these logistics warehouses are being designed and constructed to go beyond simple logistics management and promote the creation of new businesses such as inventory management, as well as efficient storage and shipping from the placement of inventory in the warehouse. .

Because rapid receipt and release of cargo is essential to these logistics warehouses, most are equipped with mechanized or automated means of loading and unloading cargo, and automated facilities such as stacker cranes, shuttles, and lifts are typically used.

Shuttles using automated equipment pick up cargo from a rack warehouse and transport it to its destination, but the number of shuttles that can be installed in one rack warehouse is limited. This is because if many shuttles are installed, the movement lines may overlap, or if there are few shuttles, there may be cases where the amount of cargo that needs to be transported cannot be handled. Therefore, it is most important to operate the shuttles in a more efficient route using the optimal number of shuttles.

In the past, stacker cranes were used to distribute shuttles on multiple floors by moving laterally so that shuttles could move in an efficient route. However, there were cases where the shuttle could not move smoothly, such as the shuttle falling into the gap between the stacker crane and the rack warehouse. To solve this problem, a running rail with a gap correction part installed on the rail on which the shuttle runs was installed. developed.

However, conventional gap compensation parts were manufactured using separately manufactured processing tools, and when the specifications of the running rail were changed, the processing tools for manufacturing the gap compensation parts had to be remanufactured, and the cost of manufacturing the running rails accordingly increased. increased. In addition, in the conventional running rail, due to the height difference between the running rail surface and the gap compensation part that has a large curve, when the shuttle moves on the running rail, it is shaken and shocked, or the shuttle and the gap compensation part come off the running rail together due to the load of the shuttle. There is a problem.

To overcome this problem, research and development on shuttle travel rails is required to reduce the height difference between the running rail and the gap compensation part, prevent the shuttle and the gap compensation part from separating, and reduce manufacturing costs.

Registered Patent Publication No. 10-1750829 (2017.06.26)

The present invention has been conceived in consideration of the above-described points, and the object of the present invention is to provide a shuttle travel rail on which a correction unit and a support plate are disposed to assist the shuttle in boarding the shuttle travel rail.

In addition, a shuttle travel rail is provided that is provided with a compensation unit and a support plate that are simply bent.

In addition, a shuttle running rail on which an elastic member capable of absorbing shock is disposed is provided.

The shuttle travel rail according to the present invention for solving the above-mentioned object is a shuttle travel rail on which a shuttle having one or more rolling rollers travels, and is provided with a first rail that provides a path for the shuttle to travel. A first correction unit that touches the end of the first rail and is bent and extended at a predetermined angle to the lower side of the first rail to correct the gap that occurs in the upper and lower directions between the running rail, the shuttle riding on the running rail, and the first rail. and a first support plate supporting the first rail and the first correction unit.

Preferably, the first correction unit is formed by a first correction unit extension extending in an outward direction of the first rail in contact with the end of the first rail, and a first correction unit extending by bending the first correction unit extension at a predetermined angle downward. It may include bends.

Here, the first support plate is bent downward at a predetermined angle at the first support plate extension and the first support plate extension in contact with the lower end of the first rail and the lower end of the first correction unit extension to be at the lower end of the first correction unit bent portion. It may include a first support plate bent portion in contact with the first support plate extension portion, and the upper surface of the first rail and the first correction unit extension portion in contact with the first support plate extension portion may be flat.

Preferably, the rail includes a second rail that is bent upward at the side end of the first rail to guide the path along which the shuttle travels, and the shuttle travel rail is located in the left and right directions between the shuttle riding on the first rail and the second rail. It may include a second compensation unit that touches the end of the second rail and extends by bending at a predetermined angle to the outside of the second rail, and a second support plate that supports the second rail and the second compensation unit to compensate for the gap that occurs in the second rail. there is.

Here, the second correction unit is formed by a second correction unit extension extending outward from the second rail in contact with the end of the second rail and a second correction unit extension being bent outward at a predetermined angle from the second correction unit extension. May include wealth.

Here, the second support plate is bent outward at a predetermined angle at the second support plate extension portion and the second support plate extension portion in contact with the side end of the second rail and the side end of the second correction unit extension portion to form the side end of the second correction unit bent portion. It may include a second support plate bent portion in contact with the second support plate extension portion, and the side surfaces of the second rail and the second compensation unit extension portion that are in contact with the second support plate extension portion may be flat.

Here, the first support plate and the second support plate may be formed by cutting a central part and bending the other part so that the first support plate and the second support plate are connected to the lower end and the side end of the running rail.

Here, the second support plate may include a second support plate contact portion that is formed by bending the end of the second support plate bent portion toward the outside of the rail.

Here, the second support plate may include an elastic member disposed at the second support plate contact portion to apply elastic force in the outer direction of the shuttle travel rail.

The shuttle travel rail according to the present invention has the effect of allowing the shuttle to ride more stably without being separated from the travel rail by arranging the compensation unit and the support plate.

In addition, by providing a compensation unit and a support plate that are formed by simply bending the shuttle travel rail, the manufacturing process of the shuttle travel rail is simplified and manufacturing costs can be reduced.

In addition, by disposing an elastic member capable of absorbing shock on the shuttle travel rail, there is an effect of minimizing shock that occurs when the shuttle travel rail comes into contact with another travel rail.

Figure 1 is a perspective view showing a shuttle travel rail according to an embodiment of the present invention.
Figure 2 is a perspective view showing a portion of the shuttle travel rail in an exploded manner according to an embodiment of the present invention.
Figure 3 is a perspective view showing a correction unit of a shuttle travel rail according to an embodiment of the prior invention.
Figures 4 (a) and (b) are perspective views showing the process of manufacturing the first correction unit and the second correction unit of the shuttle travel rail according to an embodiment of the present invention.
Figures 5 (a), (b), and (c) are perspective views showing the process of manufacturing the first and second support plates of the shuttle travel rail according to an embodiment of the present invention.
Figures 6 (a), (b), and (c) are front views showing a state in which the gap in the upper and lower directions between the shuttle travel rail and the shuttle is corrected according to an embodiment of the present invention.
Figures 7 (a), (b), and (c) are front views showing a state in which the gap in the left and right directions between the shuttle travel rail and the shuttle is corrected according to an embodiment of the present invention.
Figure 8 is a perspective view showing an elastic member disposed on a shuttle travel rail according to another embodiment of the present invention.
Figures 9 (a) and (b) are front views showing a state in which another traveling rail is in contact with a shuttle traveling rail according to another embodiment of the present invention.

Hereinafter, the rotation angle detection device according to the present invention will be described in detail with reference to the drawings.

Figure 1 is a perspective view showing a shuttle travel rail according to an embodiment of the present invention, and Figure 2 is a perspective view showing a portion of the shuttle travel rail in an exploded manner according to an embodiment of the present invention.

As shown in FIG. 1, the shuttle travel rail 10 has correction units 200 and 300 and support plates 400 and 500 disposed on the rail 100, and the correction units 200 and 300 are configured so that the shuttle 1 is positioned on the rail 100. ), and the support plates (400, 500) can prevent the correction units (200, 300) from being separated from the rail (100). A more detailed configuration is described in detail with reference to Figure 2.

Figure 2 is an exploded perspective view of the shuttle travel rail 10, and the shuttle travel rail 10 consists of a rail 100 that the roller 2 of the shuttle 1 touches and causes rolling movement, and an end of the rail 100. It includes a first correction unit 200 and a second correction unit 300 in contact with the rail 100, and a first support plate 400 and a second support plate 500 in contact with the outside of the rail 100.

The rail 100 includes a first rail 110 on which the shuttle 1 can board and travel, a second rail 120 formed by bending upward at a side end of the first rail 110, and a second rail 120 formed by bending upward at a side end of the first rail 110. It includes one or more second rail holes 121 formed by penetrating the second rail 120. The first rail 110 is formed to extend a certain length so that the roller 2 of the shuttle 1 can roll. The second rail 120 allows the sub-roller 2 formed on the side of the shuttle 1 to contact and roll, and guides the path on which the shuttle 1 enters or travels on the first rail 110. You can.

The first correction unit 200 includes a first correction unit extension 201, one end of which is in contact with the end of the first rail 100 and extends outwardly of the first rail 110, and a first correction unit extension. It includes a first correction unit bent portion 202 that is formed by bending downward at a predetermined angle from 201. In addition, the first correction unit extension portion 201 and the first correction unit bending portion 202 allow the roller 2 to make a rolling motion as it comes into contact with the roller 2. Therefore, the first correction unit 200 provides a path along which the shuttle 1 can travel.

The second correction unit 300 includes a second correction unit extension 301, one end of which is in contact with the end of the second rail 100 and extends outwardly of the second rail 120, and a second correction unit extension. It includes a second correction unit bent portion 302 that is formed by bending outward from 301 at a predetermined angle. In addition, the second correction unit extension portion 301 and the second correction unit bending portion 302 allow the sub-roller 2 to make a rolling motion by contacting it. Therefore, the second correction unit 300 guides the travelable path of the shuttle 1.

The first support plate 400 includes a first support plate extension 401 in contact with the lower end of the first rail 110, and a first support plate bent downward at a predetermined angle from the first support plate extension 401. Includes a bent portion 402. The first support plate extension 401 contacts the lower end of the first rail 110 and the lower end of the first correction unit extension and may be interconnected with the first rail 110 and the first correction unit 200. The first support plate bent portion 402 may contact the lower end of the first correction unit bent portion 202. Accordingly, the first support plate 400 can support the first correction unit 200 so that it does not separate from the first rail 110.

The second support plate 500 includes a second support plate extension 501 in contact with the side end of the second rail 120, and one or more second support plates formed by penetrating the second support plate extension 501. A hole 502, a second support plate bent portion 504 bent outward from the second support plate extension 501 at a predetermined angle, and a second support plate extension from the second support plate bent portion 504 ( It includes a second support plate contact portion 505 that is formed by bending in the outward direction of 501, and a fixing member 503 that passes through the second support plate hole 502. The second support plate 500 may be fixed to the rail 100 by a fixing member 503 that is inserted into and screwed into the second rail hole 121 and the second support plate hole 502. The second support plate extension 501 is in contact with the side end of the second rail 120 and the side end of the second correction unit extension 301 and is interconnected to the second rail 120 and the second correction unit 300. You can. The second support plate bent portion 504 may contact the side end of the second correction unit bent portion 302. Accordingly, the second support plate 500 can support the second correction unit 300 to prevent it from being separated from the second rail 120. The second support plate contact portion 505 can alleviate shock that may occur when the shuttle travel rail 10 comes into contact with another travel rail 200.

The first support plate 400 and the second support plate 500 are coupled to the rail 100 through a fixing member 503, but in designing the shuttle travel rail 10 Various joining methods can be used in this step, such as welding or using additional fixing members 503.

Figure 3 is a perspective view showing a correction unit of a shuttle travel rail according to an embodiment of the prior invention, and Figures 4 (a) and (b) are a first correction unit of a shuttle travel rail according to an embodiment of the present invention. It is a perspective view showing the process of manufacturing the second correction unit, and Figures 5 (a), (b), and (c) show the first and second support plates of the shuttle travel rail according to an embodiment of the present invention. This is a perspective view showing the manufacturing process.

As shown in FIG. 3, the conventional correction unit 1000 is manufactured in an integrated manner with the correction units 200 and 300 and the support plates 400 and 500 of an embodiment of the present invention.

In order to manufacture the conventional compensation unit 1000, the bent portion 1001 of the conventional compensation unit must be processed using a press machine, and the conventional compensation unit 1000 must be bent and processed again using a bender. At this time, a dedicated mold frame must be manufactured and used to manufacture the conventional compensation unit bending portion 1001, and whenever the specifications of the rail to be installed are changed, a dedicated mold frame that meets the specifications must be manufactured. Therefore, the manufacturing cost of the conventional shuttle running rail is bound to increase. In addition, since the conventional compensation unit 1000 does not have a structure to support the load of the shuttle 1, it is vulnerable to shock generated when the shuttle 1 is boarded and disembarked, and may cause failure of the conventional shuttle running rail. You can.

The correction units (200, 300) and support plates (400, 500) provided on the shuttle travel rail (10) according to an embodiment of the present invention can be manufactured in a simple method, as shown in Figures 4 and 5, using metal processing. It can be manufactured using only the bending press commonly used in the field.

Preferably, as shown in FIG. 4(a), a metal plate is formed to be equal to or larger than the width of the roller 2 and the sub-roller 2 provided in the shuttle 1, and as shown in FIG. 4(b), the metal plate The first correction unit 200 and the second correction unit 300 can be manufactured by bending a portion of the .

The first support plate 400 and the second support plate 500 can also be manufactured as shown in FIG. 5.

Preferably, as shown in FIG. 5(a), a metal plate is provided with a length corresponding to the width of the lower end of the first rail 110 and the side end of the second rail 120, and a portion is cut to a predetermined length. Then, as shown in FIG. 5(b), the support plate bent portions 402 and 504 and the second support plate contact portion 505 are formed by bending at a set angle using a bender, and as shown in FIG. 5(c), the support plate is bent at a set angle. The plates 400 and 500 may be bent at mutually orthogonal angles to form a first support plate extension 401 and a second support plate extension 501.

Therefore, unlike the conventional shuttle travel rail that requires manufacturing a dedicated mold, the compensation units (200, 300) and support plates (400, 500) are manufactured through a simple manufacturing process, thereby reducing the cost required to manufacture the shuttle travel rail (10) of the present invention. It can be reduced.

The correction units 200 and 300 and the support plates 400 and 500 according to an embodiment of the present invention are not limited to the configuration shown, and may be changed to various configurations and materials through which the roller 2 of the shuttle 1 can travel.

Figures 6 (a), (b), and (c) are front views showing a state of correcting the gap in the upper and lower directions between the shuttle travel rail and the shuttle according to an embodiment of the present invention, and Figure 7 (a) , (b), (c) are front views showing the state of correcting the gap in the left and right directions between the shuttle travel rail and the shuttle according to an embodiment of the present invention.

The shuttle (1) transports the picked up cargo by going back and forth between multiple running rails (10, 2000), and there is a gap between the two running rails (10, 2000) in the up and down directions (d1) or in the left and right directions (d2). This may cause problems such as a wheel falling out of the gap or an impact being applied to the shuttle 1 while the shuttle 1 moves the traveling rail 2000. To solve this problem, the shuttle travel rail 10 is provided with a correction unit 200 and 300 and a support plate 400 and 500.

Preferably, as shown in FIG. 6(a), when the shuttle traveling rail 10 and the other traveling rail 200 come into contact with each other and an upper and lower gap d1 occurs, as shown in FIG. 6(b), the first 1 The shuttle 1 travels along the curved portions 202 and 402 formed in the correction unit 200 and the first support plate 400, thereby overcoming the gap d1 in the upper and lower directions and as shown in FIG. 6(c). , the shuttle (1) can ride on the shuttle travel rail (10).

At this time, the first support plate 400 may be coupled to and support the lower end of the first rail 110 so that the first compensation unit 200 can withstand the load received from the shuttle 1. Additionally, by supporting the first correction unit 200, the shuttle 1 can also ride on the shuttle travel rail 10 more stably. In addition, the upper surface of the first rail 110 and the upper surface of the first compensation unit extension 201 are flat, so that the shuttle 1 can travel without shaking when moving the traveling rail 2000. Therefore, there is an effect of reducing damage that may occur due to a rattling impact while the shuttle (1) travels.

Figure 7(a) shows that when the shuttle travel rail 10 and the other travel rail 200 come into contact with each other and a gap d2 in the left and right directions occurs, as shown in Figure 7(b), the second correction unit ( The bent portions 302 and 504 formed on the 300 and the second support plate 500 guide the traveling path of the shuttle 1, thereby overcoming the gap d2 in the left and right directions, and as shown in FIG. 7(c), the shuttle ( 1) You can ride on the shuttle travel rail (10).

At this time, the second support plate 500 may be coupled to and support the side end of the second rail 120 so that the second compensation unit 300 can withstand the load received from the shuttle 1. Additionally, by supporting the second correction unit 300, the shuttle 1 can also ride on the shuttle travel rail 10 more stably. In addition, the second rail 120 and the first compensation unit extension 201 are flat so that the shuttle 1 can travel without shaking when moving the traveling rail 2000. Therefore, there is an effect of reducing damage that may occur due to a rattling impact while the shuttle (1) travels.

Figure 8 is a perspective view showing the state in which the elastic member is disposed on the shuttle traveling rail according to another embodiment of the present invention, and Figures 9 (a) and (b) are different views of the shuttle traveling rail according to another embodiment of the present invention. This is a front view showing the running rail 200 in contact with it.

The shuttle travel rail 10 according to another embodiment of the present invention includes the rail 100, the first correction unit 200, the second correction unit, and the first support plate 400 according to the above-described embodiment. and a second support plate 500, but the second support plate 500 is provided with an elastic member 506.

The second support plate 500 includes an elastic member ( 506).

As shown in Figure 8, the elastic member 506 is made of a material having elastic force and is disposed at the second support plate contact portion 505 to have a predetermined thickness, and can apply elastic force to the outside of the shuttle travel rail 10.

Preferably, in order for the shuttle 1 riding on another traveling rail 200 to board the shuttle traveling rail 10, as shown in FIG. 9(a), the shuttle traveling rail 10 and the other traveling rail 200 are face each other. Afterwards, as shown in FIG. 9(b), one of the other traveling rails 200 and the shuttle traveling rail 10 moves to approach and come into contact with each other. At this time, the shuttle travel rail 10 can minimize the impact generated when it comes into contact with another travel rail 200 by alleviating the elastic member 506. Therefore, it is possible to prevent damage to the shuttle travel rail 10 that may occur due to impact.

The elastic member 506 according to another embodiment of the present invention is not limited to the configuration shown, and may be changed to various other configurations having a configuration capable of applying elastic force in the outer direction of the shuttle travel rail 10.

Although the present invention has been shown and described in connection with preferred embodiments for illustrating the principles of the invention, the invention is not limited to the construction and operation as shown and described. Rather, those skilled in the art will understand that numerous changes and modifications can be made to the present invention without departing from the spirit and scope of the appended claims.

1: Shuttle 2: Roller
3: Sub-roller 10: Shuttle running rail
100: rail 110: first rail
120: 2nd rail 121: 2nd rail hole
200: first correction unit 201: first correction unit extension part
202: first correction unit bent portion 300: second correction unit
301: second correction unit extension 302: second correction unit bent portion
400: first support plate 401: first support plate extension
402: first support plate bent portion 500: second support plate
501: second support plate extension 502: second support plate hole
503: Fixing member 504: Second support plate bent portion
505: second support plate contact portion 506: elastic member

Claims (9)

In the shuttle traveling rail on which the shuttle having one or more rolling rollers travels,
A traveling rail including a first rail along which the shuttle travels;
A first correction unit in contact with the end of the first rail and bent at a predetermined angle and extending to the lower side of the first rail to correct a gap occurring in the upper and lower directions between the shuttle riding on the travel rail and the first rail. ; and
A shuttle travel rail including a first support plate supporting the first rail and a first correction unit.
According to claim 1,
The first correction unit is,
a first correction unit extension part that contacts an end of the first rail and extends in an outward direction of the first rail; and
A shuttle traveling rail including a first correction unit bent portion formed by bending a predetermined angle downward from the first correction unit extension portion.
According to claim 2,
The first support plate is,
a first support plate extension portion in contact with the lower end of the first rail and the lower end of the first correction unit extension portion; and
A first support plate bent portion is bent downward at a predetermined angle from the first support plate extension portion and comes into contact with a lower end of the first correction unit bent portion,
A shuttle travel rail in which the upper surfaces of the first rail and the first correction unit extension part, which are in contact with the first support plate extension part, are flat.
According to claim 1,
The rail is,
It includes a second rail that is bent upward at a side end of the first rail to guide the path along which the shuttle travels,
The shuttle running rail is,
A second correction that touches the end of the second rail and is bent at a predetermined angle and extends to the outside of the second rail to correct a gap that occurs in the left and right directions between the shuttle riding on the first rail and the second rail. unit; and
A shuttle travel rail including a second support plate supporting the second rail and the second correction unit.
According to claim 4,
The second correction unit,
a second correction unit extension portion that contacts an end of the second rail and extends in an outward direction of the second rail; and
A shuttle traveling rail including a second correction unit bent portion formed by bending an outward direction from the second correction unit extension portion at a predetermined angle.
According to claim 5,
The second support plate is,
a second support plate extension part in contact with a side end of the second rail and a side end of the second compensation unit extension part; and
A second support plate bent portion is bent outward from the second support plate extension portion at a predetermined angle and contacts a side end of the second correction unit bent portion,
A shuttle travel rail wherein side surfaces of the second rail and the second correction unit extension portion, which are in contact with the second support plate extension portion, are flat.
In clause 6
A shuttle travel rail in which a central part is cut and another part is bent so that the first support plate and the second support plate are integrated and connected to the lower and side ends of the travel rail.
According to claim 7,
The second support plate is,
A shuttle travel rail including a second support plate contact portion formed by bending an end of the second support plate bent portion in an outward direction of the rail.
According to claim 7,
The second support plate is,
A shuttle traveling rail including an elastic member disposed at the second support plate contact portion to apply an elastic force in an outward direction of the shuttle traveling rail.

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