CN220663864U

CN220663864U - Guide rail type conveying equipment

Info

Publication number: CN220663864U
Application number: CN202321989087.0U
Authority: CN
Inventors: 武中华
Original assignee: Hangzhou Endless Window Energy Saving Technology Co ltd
Current assignee: Hangzhou Endless Window Energy Saving Technology Co ltd
Priority date: 2023-07-26
Filing date: 2023-07-26
Publication date: 2024-03-26
Anticipated expiration: 2033-07-26

Abstract

The utility model provides guide rail type conveying equipment which comprises a first guide rail, a second guide rail and a guide rail connecting piece, wherein the first guide rail is internally provided with a transmission box, a transmission piece, a steering wheel assembly and a first guide rail cavity, the second guide rail is internally provided with a second guide rail cavity, the guide rail connecting piece is internally provided with a guide rail connecting piece cavity, when the first guide rail and the second guide rail are matched with the guide rail connecting piece, a part of the first guide rail cavity is overlapped with a part of the guide rail connecting piece cavity, and a part of the second guide rail is movable in the first guide rail cavity after entering the guide rail connecting piece cavity and extending into the first guide rail cavity. The fastener arranged on the second guide rail ensures that the second guide rail is fastened in the cavity of the first guide rail at the part extending into the cavity of the first guide rail without mutual movement. The transmission member is a rope-shaped structure having a diameter in the range of 0.5 mm to 9 mm. The transmission piece is wound on the steering wheels of the transmission boxes in the two transmission boxes in a single route, and the first steering wheels and the second steering wheels in the steering wheel assembly form a closed shape. The length of the guide rail can be adjusted.

Description

Guide rail type conveying equipment

Technical Field

The utility model belongs to the technical field of guide rail conveying equipment, and particularly relates to guide rail conveying equipment for conveying objects with lighter mass.

Background

The background information provided in this section that pertains to the present utility model may not all be prior art and may exist that do not constitute prior art.

And a rail conveying device having a function of conveying the object on a preset path.

At present, along with the continuous development of cities and villages, the living standard of people is also continuously improved, and the guide rail conveying equipment is applied to a plurality of scenes related to daily life of people, such as home decoration, exhibition and the like.

The guide rail conveying equipment comprises a main transmission case, an auxiliary transmission case, a guide rail, a transmission piece, a pulley and other parts. The transmission member is wound on the main transmission case and the auxiliary transmission case.

Wherein the guide rail is the main component, the installation requirements and the installation environment are different at the time of installation, and the parameters of the guide rail, such as width, length, etc., especially the length, are different.

The method for providing the guide rail with large length requirement comprises the steps of sawing one guide rail by using saw teeth according to the required length at an installation site, and producing guide rails with different batches according to different lengths, wherein the cross sections of the guide rails are basically the same in shape, and the guide rails are fixedly butted with each other by using guide rail connectors according to the total length of the guide rails at the installation site. Specifically, as an example, when the guide rail is installed on site, the total length of the guide rail is required to be 5 meters, and the produced guide rail has two lengths, namely a guide rail with the length of 2 meters and a guide rail with the length of 1 meter, so that 2 guide rails with the length of 2 meters and 1 guide rail with the length of 1 meter can be taken, and then the guide rails with the total length of 5 meters are assembled by connecting the guide rail connecting pieces in pairs, and of course, the guide rail with the length of 1 guide rail with the length of 2 meters and the guide rail with the length of 3 guide rails with the length of 1 meter can be taken, and the guide rail with the length of 5 guide rails with the length of 1 meter can be taken.

It is clear that the other solution described above is more efficient than the one described above in terms of installation and that the need for tools for transporting the guide rail is also somewhat less. However, there may be a problem in that if a rail having a total length of 4.5 m is required at the time of installation in the field, one rail in the above-described alternative is required to be cut off by a cutting tool for an excessive length.

In addition, in addition to the above-mentioned guide rail, when the length requirement is changed, the above-mentioned operation needs to be performed correspondingly, and correspondingly, the transmission piece also needs to be changed, and the changing method also needs to be implemented by adopting the above-mentioned operation method.

Disclosure of Invention

The utility model aims to provide a guide rail type conveying device, wherein a part of a second guide rail can move in a first guide rail cavity to adjust the length of a guide rail formed by the second guide rail and the first guide rail, and after the adjustment, the phase position of the first guide rail and the second guide rail is not changed through a fastener. The turning wheel assembly is arranged, so that the transmission piece can basically keep the original tightness when the total length of the guide rail is changed.

In view of the above object, the present utility model proposes a guide rail type conveying apparatus comprising:

A rail assembly, comprising:

the first guide rail is internally provided with a first guide rail cavity which is basically communicated along a first preset direction;

the second guide rail is internally provided with a second guide rail cavity which is basically communicated along a second preset direction, when the second guide rail is matched with the first guide rail, the second guide rail cavity extends along the first preset direction, and a part of the second guide rail extending along the first preset direction can move in the first guide rail cavity;

the guide rail connecting piece is internally provided with a guide rail connecting piece cavity which is basically communicated along a third preset direction, and when one part of the guide rail connecting piece is matched with the first guide rail and the other part or all of the guide rail connecting piece is matched with the second guide rail, the first guide rail cavity, the second guide rail cavity and the guide rail connecting piece cavity are communicated with each other, and the first guide rail cavity, the second guide rail cavity and the guide rail connecting piece cavity extend along the third preset direction together; a portion of the first rail cavity is coincident with a portion of the rail connector cavity; a part of the second guide rail extending along the third preset direction can move in the first guide rail cavity after entering the guide rail connecting piece cavity and extending into the first guide rail cavity; and

A fastener provided on the second rail, the fastener fastening the second rail and the first rail so as not to move with each other when a portion of the second rail passing through the rail connector cavity and extending to the first rail cavity stops moving;

a direction-changing wheel assembly comprising:

the first turning wheels are arranged on each second guide rail; and

the second turning wheels are arranged on the first guide rail or the guide rail connecting piece matched with each second guide rail;

the number of the transmission boxes is two, one of the transmission boxes is a main transmission box, the other transmission box is a secondary transmission box, and each transmission box comprises transmission box steering wheels which are respectively and correspondingly arranged at two ends of the connected guide rail assembly;

the transmission piece is arranged on the main transmission case, the guide rail assembly and the auxiliary transmission case; and

at least one of the moving vehicles is connected with the transmission piece, and when the moving vehicle works, the transmission piece drives the moving vehicle to move on the guide rail component;

wherein the transmission piece is in a rope-shaped structure, and the diameter of the transmission piece is in the range of 0.5 mm to 9 mm;

the transmission piece is wound on the transmission box steering wheels in the two transmission boxes in a single-way mode, and the first steering wheel and the second steering wheel in the steering wheel assembly form a closed shape.

In one example, the first and second direction-changing wheels in the direction-changing wheel assemblies provided in a first rail, a second rail, and a rail connector that are mated are located at different heights.

In one example, one of the first and second direction-changing wheels is provided in a direction-changing wheel assembly in a first rail, a second rail, a rail connection that are mated, with its axis disposed obliquely in the height direction.

In one example, further comprising:

the first guide rail opening is basically arranged on the first guide rail in a penetrating manner along the first preset direction and is communicated with the first guide rail cavity;

the second guide rail opening is basically communicated with the second guide rail cavity along the second preset direction and is arranged on the second guide rail in a penetrating way;

the guide rail connecting piece opening is basically communicated with the guide rail connecting piece along the third preset direction and is communicated with the guide rail connecting piece cavity;

when the first guide rail, the second guide rail and the guide rail connecting piece are matched, the first guide rail opening, the second guide rail opening and the guide rail connecting piece opening are communicated and are basically on the same surface;

wherein, a part of the mobile vehicle is positioned in the cavity in the guide rail assembly, and the other part extends out of the first guide rail opening, the second guide rail opening and the guide rail connecting piece opening to be placed outside.

In one example, further comprising:

the first plug-in assembly is arranged between the first guide rail and the matched part on the guide rail connecting piece, and when the first guide rail is matched with the guide rail connecting piece, the first guide rail is plugged in the guide rail connecting piece through the first plug-in assembly;

and the second plug-in assembly is arranged between the matched part of the guide rail connector and the second guide rail and the outer side of the guide rail, and when the guide rail connector cavity is respectively matched with the first guide rail and the second guide rail, the second guide rail is plugged into the guide rail connector through the second plug-in assembly, so that the second guide rail is plugged into the first guide rail.

In one example, the rail connector cavity includes:

a first rail connector cavity into which the first rail extends when the rail connector is mated with the first rail and a portion of the first rail is positioned within the rail connector; and

a second rail connector cavity into which the second rail extends when the rail connector is mated with the second rail;

The cross section of the first guide rail connecting piece cavity is larger than that of the second guide rail connecting piece cavity, and the part, extending into the first guide rail connecting piece cavity, of the first guide rail, of which the size and the shape of the cross section are required to meet the conditions, cannot extend into the second guide rail connecting piece cavity.

In one example, the fastener is also disposed on the first rail between mating portions of the rail connector.

In one example, the fastener is a snap-fit structure;

when the fastening piece arranged on the first guide rail and matched with the guide rail connecting piece is of a clamping structure, the fastening piece arranged on the first guide rail and matched with the guide rail connecting piece is a connecting clamping head, and one side of the connecting clamping head is arranged on the guide rail connecting piece or the first guide rail and the other sides are arranged in a suspending mode.

In one example, at least one engaging protrusion is convexly arranged on the engaging surface of the connecting clamp, and when the first guide rail is engaged with the guide rail connecting piece, at least one engaging protrusion is engaged with the corresponding first guide rail or the guide rail connecting piece.

Based on the above object, the present utility model also proposes a guide rail type conveying apparatus comprising:

The guide rail assembly includes:

a fastener provided on the second rail, the fastener fastening the second rail and the first rail so as not to move with each other when a portion of the second rail extending into the first rail cavity stops moving; and

a first guide rail opening which is basically communicated with the first guide rail cavity and is arranged on the first guide rail along the first preset direction, and a second guide rail opening which is basically communicated with the second guide rail cavity and is arranged on the second guide rail along the second preset direction, wherein when the first guide rail and the second guide rail are matched, the first guide rail opening and the second guide rail opening are communicated with each other and basically on the same surface;

a direction-changing wheel assembly comprising:

the first turning wheels are arranged on each second guide rail; and

The second turning wheels are arranged on the first guide rail matched with each second guide rail;

the number of the transmission boxes is two, each transmission box comprises a transmission box steering wheel, and the transmission boxes are respectively and correspondingly arranged at the two ends of the connected guide rail assembly;

the transmission piece is arranged on the transmission box and the guide rail assembly; and

Additional aspects and advantages of the utility model will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

In order to more clearly illustrate the embodiments of the utility model 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, it being obvious that the drawings in the following description are only some embodiments of the utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1A is a schematic structural view of a first rail in one embodiment according to the present disclosure.

Fig. 1B is a schematic side view of a first rail in an embodiment according to the present disclosure.

Fig. 1C is a schematic structural view of a second rail in one embodiment according to the present disclosure.

Fig. 1D is a schematic side view of a second rail in an embodiment according to the present disclosure.

Fig. 1E is a schematic structural view of one view of a guide connecting rail in an embodiment according to the present disclosure.

Fig. 1F is a schematic structural view of another view of a guide connecting rail in accordance with one embodiment of the present disclosure.

Fig. 1G is a schematic top view of a guide rail connection rail in accordance with one embodiment of the present disclosure.

Fig. 1H is a schematic bottom view of a guide rail connection rail in accordance with one embodiment of the present disclosure.

FIG. 1I is a schematic view of a connecting rail of a guide rail in accordance with one embodiment of the present disclosure.

FIG. 1J is a schematic view of a connecting rail of a guide rail in accordance with one embodiment of the present disclosure.

Fig. 1K is a schematic structural view of one view of a rail assembly in one embodiment according to the present disclosure.

Fig. 1L is a schematic structural view of another perspective of a rail assembly in accordance with one embodiment of the present disclosure.

Fig. 1M is a schematic top view of a rail assembly in one embodiment according to the present disclosure.

Fig. 1N is a schematic bottom view of a rail assembly in one embodiment according to the present disclosure.

Fig. 1O is a schematic front view of an exploded structure of a rail assembly in one embodiment according to the present disclosure.

Fig. 1P is an exploded structural schematic view of one view of a rail assembly in one embodiment according to the present disclosure.

Fig. 1Q is an exploded structural schematic view of another view of a rail assembly in accordance with one embodiment of the present disclosure.

Fig. 1R is a schematic structural view of a guide rail connection rail mounted with a second diverting pulley according to an embodiment of the present disclosure.

Fig. 1S is a schematic side view of one side of a rail connection rail mounted with a second diverting wheel in an embodiment according to the present disclosure.

Fig. 1T is a schematic side view of one side of a rail connection rail mounted with a second diverting wheel in accordance with an embodiment of the present disclosure.

Fig. 2A is a schematic structural view of a first direction-changing wheel mounted on a first direction-changing wheel mount according to one embodiment of the present disclosure.

Fig. 2B is a schematic structural view of another perspective of the first direction-changing wheel mounted on the first direction-changing wheel mount according to one embodiment of the present disclosure.

Fig. 2C is a schematic top view of a first direction-changing wheel mounted on a first direction-changing wheel mount according to one embodiment of the present disclosure.

Fig. 2D is a schematic side view of one side of a first direction-changing wheel mounted on a first direction-changing wheel mount according to one embodiment of the present disclosure.

Fig. 2E is a schematic diagram of a side view of the other side of the first direction-changing wheel mounted on the first direction-changing wheel mount in accordance with one embodiment of the present disclosure.

Fig. 3A is a schematic view of one way of winding a transport member when the rail assembly is composed of only two rails in accordance with one embodiment of the present disclosure.

Fig. 3B is a schematic view of another conveyor winding mode when the rail assembly is composed of only two rails in one embodiment according to the present disclosure.

Fig. 3C is a schematic view of one way of winding a transport member when the rail assembly is made up of three rails in accordance with one embodiment of the present disclosure.

Fig. 3D is a schematic view of another transport member winding mode when the rail assembly is composed of three rails in one embodiment according to the present disclosure.

The figures are for illustrative purposes only and are not intended to be drawn to scale. In the drawings, the same reference numerals are used to indicate the same elements. For purposes of clarity, not every component may be labeled in every drawing.

Detailed Description

The utility model will be described below with reference to several examples. It should be appreciated that these embodiments are described so that those of ordinary skill in the art may better understand and practice the present utility model, and do not represent or imply any limitation on the scope of the present utility model.

The rail conveying device (also called rail conveying device, rail conveying system or rail conveying device) generally comprises a main transmission case (i.e. a transmission case matched with a driving motor), an auxiliary transmission case (i.e. a transmission case not matched with the driving motor), a rail, a transmission piece, a pulley (belonging to one type of mobile vehicle, which adopts a sliding movement mode or a rolling movement mode), and other parts, wherein two ends of the transmission piece need to be wound on the main transmission case and the auxiliary transmission case, and the middle part of the transmission piece is penetrated in the rail. The pulley is connected with the transmission piece, and the pulley is driven to move along the length setting direction of the guide rail through the transmission piece.

When the driving motor is not installed in the guide rail conveying equipment, the structure of the main transmission case is basically the same as that of the auxiliary transmission case.

The guide rail in the above-described guide rail conveying apparatus is not usually customized in advance at the time of installation, but various parameters of the guide rail, such as width, length, etc., are determined depending on installation requirements and installation environments, and in particular, may be different for the length.

Because the guide rails have different length requirements, the required length can be measured on one long guide rail, and then the required length is cut by a cutting tool. The guide rails with preset lengths can be preset during production, the guide rails with preset lengths are connected through the guide rail connecting piece during installation to form an assembled guide rail, and if the total length of the assembled guide rail is longer than the length of the guide rail which is actually needed, the excessive length is cut off by using a cutting tool.

In addition, when the used rail is removed and reused, it is highly likely that the installation requirements for reuse will be different from those of the previous installation, and thus the rail may also need to be sheared to the desired length with a shearing tool.

How to design a guide rail assembly in this way, make the guide rail can use many times, and the guide rail need not satisfy the length that its length accords with actual installation demand with the help of shearing tool in every installation, become the long-standing puzzled problem of people in the art.

One embodiment of a rail assembly of the present disclosure includes a first rail, a second rail, and a fastener. The details are as follows.

First guide rail

As shown in fig. 1C and 1D, a first rail cavity 312 is formed in the first rail 311, and is provided in a substantially penetrating manner along a longitudinal direction (one direction of the first preset direction).

The above-mentioned "substantially through-arrangement" is understood to mean that the lengths of the first rail cavity 312 and the first rail 31 along the longitudinal direction (which is one direction of the first preset direction) are substantially the same, and both ends of the first rail cavity 312 may be in communication with the outside, or only one end may be in communication with the outside. The meaning of the term "substantially disposed therethrough" is as defined below.

The first rail cavity 312 can house a cart for pulling articles. The moving vehicle is driven by the transmission member to move forward or backward along the extending direction of the first rail cavity 312.

Second guide rail

As shown in fig. 1A and 1B, a second rail cavity 322 is formed in the second rail 321, and is disposed in a longitudinal direction (one direction of the second preset direction, or may be disposed in another direction of the second rail), and is disposed substantially in a penetrating manner.

The second rail 321 has a cross-section sized and shaped such that either end of the second rail 321 may extend into the first rail cavity 312. At this time, the first rail cavity 312 and the second rail cavity 322 are in communication, i.e. the two are located in the same path and are sequentially arranged. Thus, the guide rail assembly with the telescopic function is realized generally.

The first rail and the second rail constituting the rail assembly are installed in the following two cases.

In an installation situation, both the first rail and the second rail are shaped, i.e. the respective dimensions of the two rails are determined), such that an insertion of a shaped second rail 321 immediately after a shaped first rail 311 is used in the installation, wherein the first rail cavity 312 in the first rail 311 and the second rail cavity 322 in the second rail 321 are located substantially in a line, and then an insertion of a first rail 311 immediately after the second rail 321. In this case, the rail assembly is composed of only two types of already shaped first and second rails.

In the above-mentioned installation situation, the first guide rail is used as the first guide rail of the guide rail assembly, and of course, the second guide rail may also be used as the first guide rail of the guide rail assembly, followed by the first guide rail, so that the guide rail assembly is formed alternately.

In another installation situation, the first guide rail and the second guide rail are alternatively formed, but the cross section sizes of the guide rail cavities in the first guide rail and the second guide rail in the guide rail assembly are different, so as to meet the requirement that the cross section sizes of the guide rail cavities in all the first guide rail and the second guide rail are gradually reduced or gradually increased, when the guide rail assembly is installed, the cross section of the first guide rail cavity in the first guide rail at the forefront is the largest, the second guide rail is next to the first guide rail cavity in the first guide rail at the forefront, one end of the second guide rail can be inserted into the first guide rail cavity in the first guide rail at the forefront, then the first guide rail cavity is smaller than the first guide rail cavity cross section in the second guide rail at the forefront, the second guide rail cavity is next to the second guide rail cavity is smaller than the first guide rail cavity cross section at the forefront, and so on. That is, the case of the rail assembly formed herein is that every two adjacent rails in the rail assembly have a relatively front one (i.e., the cross section of the rail cavity is relatively large) as a first rail and a relatively rear one (i.e., the cross section of the rail cavity is relatively small) immediately adjacent thereto as a second rail, in which case the first and second rails undergo a role switch depending on the position in which they are located.

The above-mentioned another installation situation, in which the rail assemblies are installed in the order in which the cross sections of the rail cavities decrease in sequence, is described, but it is also possible to install the rail assemblies in the order in which the cross sections of the rail cavities increase in sequence, in which the installation order is exactly the opposite of the above-mentioned situation.

Fastening piece

The fastener fastens the second rail and the first rail against movement relative to each other when a portion of the second rail extending toward the first rail cavity stops moving.

One structure of the fastener can be a clamping structure and comprises a connecting clamping head, one side of the connecting clamping head is arranged on the second guide rail, and the other sides of the connecting clamping head are arranged in a suspending manner (which is beneficial to the elastic deformation of the connecting clamping head when the connecting clamping head is subjected to external force). In the process that the second guide rail is inserted into the first guide rail, the connecting clamping head also enters the first guide rail cavity in the first guide rail, inward elastic deformation occurs in the moving process of the connecting clamping head so as to reduce acting force between the connecting clamping head and the first guide rail cavity wall, after the second guide rail stops moving in the first guide rail cavity, the acting force between the connecting clamping head and the first guide rail cavity wall is increased by the deformed connecting clamping head in the original shape restoring process, so that fastening is realized between the first guide rail and the second guide rail, and the first guide rail and the second guide rail keep the existing effect of keeping the relative position unchanged under the condition of not being influenced by other external forces.

In one example of the fastener as the engaging structure, at least one engaging protrusion may be further provided on the engaging surface of the connection chuck, so as to increase the acting force between the connection chuck and the first rail cavity wall.

In one example of a fastener as the snap-fit structure, the snap-fit surface on the connector clip may be configured as a convex arcuate surface, i.e., with the exception of the portion of the convex arcuate surface that is highest in projection contact with the first rail cavity wall, the other portion of the snap-fit surface is substantially free of contact with the first rail cavity wall during entry of the second rail into the first rail cavity. Therefore, on the premise that the acting force between the connecting clamping head and the first guide rail cavity wall reaches the preset magnitude when the second guide rail is stationary in the first guide rail cavity wall, the resistance force born by the second guide rail in the process of moving the second guide rail in the first guide rail cavity wall can be relatively small.

Another configuration of the fastener may be a ferrule configuration in which a ferrule is positioned on the second rail in a position extending beyond the first rail while the second rail is stationary within the first rail cavity wall, the second rail and the first rail are enclosed within the ferrule, and the ferrule is then tightened with a screw.

A further construction of the fastener may be a screw-on construction, i.e. with corresponding internal and external screw threads between the first and second guide rail being co-operative, i.e. with two guide rails being co-operative, with external screw threads being provided on the outside of the guide rail having a relatively small cross section of the guide rail cavity and with internal screw threads being provided on the inside of the guide rail having a relatively large cross section of the guide rail cavity. Such that when the first rail and the second rail are mated, the rail having a relatively smaller cross-section is threaded by a threaded rotation or the rail has a rail cavity having a relatively larger cross-section.

Of course, the fastener is not limited to the above structure, and may be another structure or a combination of the above structures as needed.

One embodiment of the rail assembly of the present disclosure further comprises a rail connector. The details are as follows.

Guide rail connecting piece

As an example of the rail connecting member, as a structure of the rail connecting rail, as shown in fig. 1E, 1F, 1G, 1H, 1K, 1L, 1M, 1I, a rail connecting rail cavity 332 (an example of a rail connecting member cavity) is formed therein, which is substantially penetrating in a longitudinal direction thereof (which is one direction of a third preset direction, but may be formed in another direction of the connecting rail), the first rail 311 extends into a portion of the rail connecting rail cavity 332 (a structure of the rail connecting member cavity) on the rail connecting rail 331, and the second rail 321 extends into another portion of the rail connecting rail cavity 332 on the rail connecting rail 331, and then extends into the first rail cavity 312 on the first rail 311 in the rail connecting rail cavity 332, i.e., a portion of the second rail 321 is movable in the first rail cavity 312. At this time, the setting direction of the first guide rail cavity 312 and the second guide rail cavity 322 is the same as the setting direction of the guide rail connecting rail cavity 332, so as to realize that the first guide rail cavity 312, the second guide rail cavity 322 and the guide rail connecting rail cavity 332 are mutually conducted, thereby finally ensuring the conduction of the first guide rail cavity 312 and the second guide rail cavity 322.

The cross-sectional size and shape of the rail connecting cavity 332 in the rail connecting rail 331 in the above case may be the same for each portion, but in this case, the cross-section of the rail connecting cavity 332 is relatively larger for the second rail 321, so that the second rail 321 may be loosely fitted with the rail connecting cavity 332, and not fit so much.

For this purpose, the rail connection rail cavity can be divided into two parts, namely a first rail connection rail cavity (a structure of the first rail connector cavity) and a second rail connection rail cavity (a structure of the second rail connector cavity). The cross section of the first guide rail connecting rail cavity is larger than that of the second guide rail connecting rail cavity, and the part, extending into the first guide rail connecting piece cavity, of the first guide rail, of which the size and the shape of the cross section are required to meet the conditions, cannot extend into the second guide rail connecting piece cavity.

The following is a structure having the guide rail connecting rail cavity divided into two when the first guide rail and the second guide rail extend into the guide rail connecting rail cavity.

As shown in fig. 1E, 1F, 1G, 1H, 1I, 1J, 1K, 1L, 1M, 1N, 1O, 1P, 1Q, when the rail connecting rail 331 is mated with the first rail 311 and a portion of the first rail 311 is located in the rail connecting rail 331, the first rail 311 extends into the first rail connecting rail cavity 3321 (a structure of a first rail connector cavity) but cannot enter the second rail connecting rail cavity 3322. That is, at this time, the portion of the first rail 311 extending into the first rail connecting rail cavity 3321 can reach the junction between the first rail connecting rail cavity 3321 and the second rail connecting rail cavity 3322 furthest.

As shown in fig. 1E, 1F, 1G, 1H, 1I, 1J, 1K, 1L, 1M, 1N, 1O, 1P, 1Q, a second rail connecting rail cavity 3322 (a structure of a second rail connector cavity), when the rail connecting rail 331 is mated with the second rail 321, the second rail 321 first extends into the second rail connecting rail cavity 3322 and then into the first rail connecting rail cavity 3321.

As another structure of the guide rail connecting rail. The details are as follows.

The guide rail connecting rail is provided with a guide rail connecting rail cavity (an example of a guide rail connecting piece cavity) which is basically arranged in a through manner along the longitudinal direction (one direction of the third preset direction, or can be arranged along the other direction of the connecting rail). When the novel guide rail is installed, one part of the guide rail connecting rail stretches into a first guide rail cavity in the first guide rail, and the second guide rail stretches into a guide rail connecting piece cavity in the guide rail connecting rail before entering into the first guide rail cavity in the first guide rail. The setting direction of the first guide rail cavity and the second guide rail cavity is the same as the setting direction of the guide rail connecting rail cavity, so that the first guide rail cavity, the second guide rail cavity and the guide rail connecting rail cavity are communicated with each other, and the conduction of the first guide rail cavity and the second guide rail cavity is finally ensured.

In order to control the position of the guide rail connecting rail extending into the first guide rail cavity, corresponding limiting members (such as but not limited to a limiting head, a limiting table, etc.) can be arranged on the outer side of the guide rail connecting rail.

The cross-sectional size and shape of the guide rail connecting rail cavity in the other structure of the guide rail connecting rail may be substantially the same as the cross-sectional size and shape of each portion, or may be divided into two (i.e., the guide rail connecting rail cavity is divided into a first guide rail connecting rail cavity and a second guide rail connecting rail cavity) so that the cross-sectional size of the first guide rail connecting rail cavity is larger than the cross-sectional size of the second guide rail connecting rail cavity, and the case of the division into two may make the second guide rail and the guide rail connecting rail more fit.

As a further construction of the guide rail connecting rail. The details are as follows.

The guide rail connecting rail is provided with a guide rail connecting rail cavity (an example of a guide rail connecting piece cavity) which is basically arranged in a through manner along the longitudinal direction (one direction of the third preset direction, or can be arranged along the other direction of the connecting rail). When the guide rail is installed, one part of the guide rail connecting rail extends into the first guide rail cavity in the first guide rail, and the other part extends into the second guide rail cavity. The setting direction of the first guide rail cavity and the second guide rail cavity is the same as the setting direction of the guide rail connecting rail cavity, so that the first guide rail cavity, the second guide rail cavity and the guide rail connecting rail cavity are communicated with each other, and the conduction of the first guide rail cavity and the second guide rail cavity is finally ensured.

In the case of the above-mentioned further structure of the rail connection, the rail connection cavity can only be made to have a one-to-two structure (i.e., the rail connection cavity is divided into a first rail connection cavity and a second rail connection cavity), so that the cross section of the first rail connection cavity is larger than the cross section of the second rail connection cavity. Thus, after the second guide rail is extended into the first guide rail connecting rail cavity by a part of the guide rail connecting rail, the second guide rail is pushed into the first guide rail connecting rail cavity.

The guide rail connecting rail is provided with a guide rail connecting rail cavity (an example of a guide rail connecting piece cavity) which is basically arranged in a through manner along the longitudinal direction (one direction of the third preset direction, or can be arranged along the other direction of the connecting rail). When the device is installed, a part of the first guide rail extends into the guide rail connecting rail cavity, a part of the guide rail connecting rail extends into a second guide rail cavity in the second guide rail, and the second guide rail continues to extend into a first guide rail cavity on the first guide rail in the guide rail connecting rail cavity. The setting direction of the first guide rail cavity and the second guide rail cavity is the same as the setting direction of the guide rail connecting rail cavity, so that the first guide rail cavity, the second guide rail cavity and the guide rail connecting rail cavity are communicated with each other, and the conduction of the first guide rail cavity and the second guide rail cavity is finally ensured.

In the case of the above-mentioned further structure of the rail connection, the rail connection cavity can only be made to have a one-to-two structure (i.e., the rail connection cavity is divided into a first rail connection cavity and a second rail connection cavity), so that the cross section of the first rail connection cavity is larger than the cross section of the second rail connection cavity. Thus, after the second guide rail is extended into the first guide rail connecting rail cavity by a part of the guide rail connecting rail, the second guide rail is pushed into the first guide rail cavity by the part of the first guide rail positioned in the first guide rail connecting rail cavity.

When the guide rail connecting rail is present, the fastener may be provided on the guide rail connecting rail, and the selection of the structure of the fastener and the position of the fastener on the guide rail connecting rail may be selected as needed.

As an example of a fastener with a snap-fit structure disposed on the guide connecting rail 331, as shown in fig. 1I and 1J, the fastener includes a connecting chuck 341, where one side of the connecting chuck 341 is disposed on the guide connecting rail 331, and the other sides are suspended (which is beneficial for the connecting chuck 341 to be easily elastically deformed when an external force is applied). During the process of inserting the first guide rail 311 into the guide rail connecting rail 331, the connecting chuck 341 is elastically deformed outwards to reduce the acting force between the connecting chuck 31 and the outer side of the first guide rail 311, and after the first guide rail 311 stops moving in the guide rail connecting rail cavity 332, the deformed connecting chuck 341 increases the acting force between the connecting chuck 341 and the connecting chuck during the process of restoring the original shape, so that the first guide rail 311 and the guide rail connecting rail 331 are fastened, and the first guide rail 331 and the second guide rail 332 maintain the existing effect of keeping the relative positions without being influenced by other external forces.

In one example of the fastener with the above-mentioned engaging structure, as shown in fig. 1I and 1J, at least one engaging protrusion 342 may be provided on the engaging surface of the connecting chuck 341 in a protruding manner, so as to increase the acting force between the connecting chuck 341 and the outer side of the first rail 311.

The first guide rail and the second guide rail are respectively provided with a guide rail cavity, the two ends of the guide rail cavities are communicated with the outside, and the rest of the guide rail cavities are not communicated with the outside, so that the mobile vehicle can only move in the sealed guide rail cavities, and the condition of the mobile vehicle cannot be seen by an external user.

Such a rail structure is not suitable for the case where a part of the vehicle is required to be located outside the rail, and there is a rail structure described below.

One embodiment of the rail assembly of the present disclosure further comprises a first rail opening, a second rail opening. The details are as follows.

As shown in fig. 1A, 1B, 1K, 1L, 1M, 1N, 1O, 1P, and 1Q, the first rail opening 313 is formed in a longitudinal direction (one of the first predetermined directions) of the first rail 311, and is substantially penetrating, and is in communication with the first rail cavity 312.

As shown in fig. 1C, 1D, 1K, 1L, 1M, 1N, 1O, 1P, and 1Q, the second rail opening 323 is formed in a longitudinal direction (one of the second predetermined directions) of the second rail 321, and is substantially penetrating, and is in communication with the second rail cavity 322.

The first rail opening 313 and the second rail opening 323 are configured such that a portion of the mobile vehicle moves within the rail cavity of the rail, while a portion passes through the rail opening and another portion is implemented outside the rail, such that the portion of the mobile vehicle located outside the rail can be used to pull and load an external object (such as, but not limited to, a curtain, a lamp, etc.).

If the rail connection rail (a structure of the rail connector) is present, as shown in fig. 1E, 1F, 1G, 1H, 1I, 1J, 1K, 1L, 1M, 1N, 1O, 1P, 1Q, there is a rail connection rail opening 333 (a structure of the rail connector opening) which is opened in the longitudinal direction of the rail connection rail 331 (a case of the third preset direction) and is provided substantially through, and is in communication with the rail connection rail chamber 332 (a structure of the rail connector chamber).

In one example, in order to make a part of the moving vehicle located in the guide rail cavity, the part moves in the guide rail cavity smoothly, and no road condition with a larger drop exists. The rail openings are set as follows.

When the rail connecting rail is present, as shown in fig. 1K, 1L, 1M, 1N, 1O, 1P, 1Q, the first rail opening 313, the second rail opening 323, and the rail connecting rail opening 333 are conductive and substantially on the same surface when the first rail 311, the second rail 321, and the rail connecting rail 331 are mated; when the connecting rail of the guide rail is not present, the first guide rail and the second guide rail are matched, and the first guide rail opening and the second guide rail opening are communicated with each other and are on the same surface basically.

The number of the first guide rail, the second guide rail and the rail openings of the guide rail connecting rail is not limited to one, the arrangement direction is not the existing one, and the number, the positions and the arrangement direction can be adjusted according to the requirement.

As an example of the rail opening arrangement, as shown in fig. 1C and 1D, the second rail 321 is provided with a second rail opening 323 at each of the upper and lower portions of the height thereof, which is along the longitudinal direction of the second rail 321 (a case of the second preset direction), so that the second rail 321 forms two second rail side portions arranged in a longitudinally spaced-apart manner, and in order to connect the two second rail side portions, a connection cross plate 324 (a structure of a connection member for a second rail side wall) is provided through the second rail side wall, so that the region between the second rail side wall connection cross plate 324 and a second rail opening 323 located at the upper portion of the second rail 321 at the height thereof can be used for placing other components, or the corresponding components can be fixedly connected to the second rail side wall connection cross plate 324, and the region located below the second rail side wall connection cross plate 324 can be used for placing the moving vehicle.

In addition, the arrangement that the rail openings are respectively arranged above and below the height of the second rail can realize that a part of the guide rail connecting rail penetrates into the second guide rail cavity on the second guide rail, and the second guide rail enters into the first guide rail cavity positioned in the guide rail connecting rail cavity, namely, the relative upper part and the relative lower part of the guide rail connecting rail in the height direction of a part of the guide rail connecting rail extending into the second guide rail cavity on the second guide rail are connected with the wall penetrating into the guide rail connecting rail and surrounding the periphery of the guide rail connecting rail cavity, and the rest part of the guide rail connecting rail is not connected with the wall surrounding the periphery of the guide rail connecting rail cavity.

In addition, if a part of the carriage is moved in the second rail cavity 322 of the second rail 321, a side-to-side movement may occur, which affects the stability of the movement of the carriage, and as shown in fig. 1C and 1D, a second rail-moving-vehicle stopper plate 325 (a structure of the second rail-moving-vehicle stopper) is provided on each of the two sides in the longitudinal direction of the second rail opening 323 located at the lower part in the height direction in the second rail 321, and the distance between the two second rail-moving-vehicle stopper plates 325 is so large that the part of the carriage located in the second rail cavity 322 moves smoothly in the longitudinal direction of the second rail opening 323, while ensuring that the width of the part of the carriage located in the second rail cavity 322 swings laterally in the lateral direction of the second rail opening 323.

In addition, the second rail-moving vehicle stopper 325 (a structure of the second rail-moving vehicle stopper) is provided in such a manner that, sometimes, the relatively upper portion of the moving vehicle located at a portion of the second rail chamber 322 may abut against the relatively top side of the second rail-moving vehicle stopper 325 to initiate an upward supporting action on the moving vehicle, so that the force of the portion of the moving vehicle located at the second rail chamber 322 acting on the side wall of the second rail 321 due to its own weight is relatively small, which may reduce the frictional force during the movement of the moving vehicle, thereby reducing the resistance occurring from the second rail 321 during the movement of the moving vehicle.

The guide rail structure can achieve the effect that the guide rail is fixed again after the length of the guide rail is adjusted through expansion and contraction. However, during the process of installing the first guide rail, the second guide rail and the guide rail connecting rails, the accuracy of the mutual adaptation of the rails may be poor, so that during the installation, whether the mutual positions are in place (i.e. the accuracy) and the level of the installer have a large correlation.

For the reasons stated above, one embodiment of the rail assembly of the present disclosure further includes a plug assembly. The details are as follows.

The plug assembly may include a first plug assembly and a second plug assembly. The details are as follows.

First plug-in component

The first guide rail and the guide rail connecting piece are in an inserted state through the first inserting connector and the first inserting groove when the first guide rail is matched with the guide rail connecting piece, so that the connection positioning precision is high, the installation is simplified, namely the first inserting component does not need to be specially aligned accurately during the installation, and the positioning function is completed. In addition, in the installation process, the installation stability is improved, and the shaking and shaking condition is reduced.

As shown in fig. 1K, 1L, 1M, 1N, 1O, 1P, and 1Q, which are examples of the first plugging assembly, the first rail first plug 351 (a structure of the first plug) provided on the outer side of the first rail 311, and the first rail first plugging groove 352 (a structure of the first plugging groove) provided on the side wall of the rail connecting rail cavity 332 (a structure of the rail connecting member cavity) surrounding the rail connecting rail 331 (a case of the rail connecting member) are formed, and when the first rail 311 is mated with the rail connecting rail 331, the first rail first plug 351 provided on the first rail 311 is inserted into the first plugging groove 352 for the connecting rail to achieve the mating of the two.

Second plug-in assembly

When the above-mentioned rail connecting rail (a case of the rail connecting member) is absent, it is provided between the portion of the first rail that cooperates with the second rail and the outer side of the second rail. The first guide rail and the second guide rail are in an inserted state through the second insertion connector and the second insertion groove when the first guide rail is matched with the second guide rail, so that the connection positioning precision is high, the installation is simplified, namely, the accurate alignment is not needed specially during the installation, and the positioning function is completed by the second insertion assembly. In addition, in the installation process, the installation stability is improved, and the shaking and shaking condition is reduced.

As shown in fig. 1A, 1B, 1C, and 1D, which are examples of the second plugging assembly in the above-mentioned case, the first rail second plugging groove 361 (a structure of the second plugging groove) provided on the first rail 311 and surrounding the side wall of the first rail cavity 312, and the second rail second plugging head 362 (a structure of the second plugging head) provided on the second rail 321 are capable of plugging the first rail 321 and the second rail second plugging groove 361 by inserting the second rail second plugging head 362 on the second rail 321 into the first rail second plugging groove 361 when the first rail 311 is mated with the second rail 321.

When the above-mentioned rail connecting rail (a case of the rail connecting member) is present, it is provided not only between the portion of the first rail that mates with the second rail and the outer side of the second rail, as described above, but also between the portion of the rail connecting rail that mates with the second rail and the outer side of the second rail.

As shown in fig. 1A, 1B, 1C, 1D, 1E, 1F, 1G, 1H, 1I, 1J, 1K, 1L, 1M, 1N, 1O, 1P, 1Q, which is another example of the second plugging assembly for the above-mentioned one case, first the second rail second plug 362 on the second rail 321 is inserted into the second plugging groove 363 (a structure of the second plugging groove) for the connecting rail located in the rail connecting rail cavity 332 on the rail connecting rail 331, and then the second plug 362 (a structure of the second plug) for the second rail on the second rail 321 is plugged into the second plugging groove 361 (a structure of the second plugging groove) for the first rail after entering the first rail cavity 312 located in the first rail 311 on the rail connecting rail 331, so as to achieve the plugging of the second rail 321 with the rails 331 and the first rail 311 at the same time.

The first guide rail and the second guide rail are matched, or the first guide rail, the second guide rail and the guide rail connecting rail are matched, so that the purpose of adjusting the total length of the guide rail assembly through telescopic adjustment of the guide rails is achieved. This eliminates the need to shear off the excess rail with a shearing tool as is currently done. After repeated use, the total length of the guide rail assembly can still be kept unchanged.

In order to maintain the transport member at a moderate tension during operation during changing the overall length of the track assembly, the transport member also needs to be changed accordingly. The details are as follows.

That is, if the total length of the rail assembly is to be adjusted to be longer, the total length of the transfer member in the closed loop operation is correspondingly longer, so that the total length of the original transfer member may not meet the requirement, and the existing transfer member is replaced and a relatively longer transfer member is replaced.

If the total length of the rail assembly is to be adjusted to be short, the total length of the transfer member in closed loop operation is correspondingly short, and then it may not be necessary to replace the existing transfer member with a relatively shorter transfer member, but the working length of the existing transfer member is still to be readjusted.

To this end, one embodiment of the system of the present disclosure includes a direction-changing wheel assembly in addition to the main gear box, the auxiliary gear box, the transmission, and the rail assembly described above. The details are as follows.

Steering wheel assembly

The transmission comprises a first turning wheel and a second turning wheel, wherein the first turning wheel and the second turning wheel are necessarily required to pass through a line wound by the transmission member (namely, the transmission member is required to bypass the turning wheel assembly besides a main transmission case turning wheel to be wound in a main transmission case and a sub transmission case turning wheel to be wound in a sub transmission case). When the total length of the guide rail assembly is changed due to the expansion and contraction, the distance between the first direction changing wheel and the second direction changing wheel is changed at the same time, so that the transmission piece can basically keep the tightness of the guide rail assembly before the total length is unchanged all the time in the expansion and contraction process of the guide rail assembly. Therefore, when the total length of the guide rail assembly is changed, the transmission piece does not need to manually adjust the working length or replace a new transmission piece, and the transmission piece still can keep the tightness when the total length is unchanged. That is, the transmission piece basically keeps the original tightness all the time in the process of adjusting the total length of the guide rail assembly and after the adjustment.

The direction-changing wheel assembly can be arranged in the guide rail assembly which is composed of the first guide rail and the second guide rail, or can be arranged in the guide rail assembly which is composed of the first guide rail, the second guide rail and the guide rail connecting rail.

In the guide rail assembly consisting of the first guide rail and the second guide rail, the first turning wheel and the second turning wheel are respectively arranged on the first guide rail and the second guide rail, namely, the first guide rail is only provided with the first turning wheel or the second turning wheel, and meanwhile, the second guide rail is only provided with the second turning wheel which is different from the turning wheel arranged on the first guide rail or the first turning wheel. Therefore, when the first guide rail and the second guide rail stretch, the distance between the first turning wheel and the second turning wheel is correspondingly changed.

In the guide rail assembly formed by the first guide rail, the second guide rail and the guide rail connecting rail, the first turning wheel and the second turning wheel can be respectively arranged on the guide rail connecting rail and the second guide rail except that the first turning wheel and the second turning wheel are respectively arranged on the first guide rail and the second guide rail, namely, the guide rail connecting rail is only provided with the first turning wheel or the second turning wheel, and meanwhile, the second guide rail is only provided with the second turning wheel different from the turning wheel arranged on the guide rail connecting rail or the first turning wheel.

As an example, as shown in fig. 1K, 1L, 1M, 1N, 1O, 1P, 1Q, 1R, 1S, 1T, 2A, 2B, 2C, 2D, 2E, in the rail assembly consisting of the first rail 311, the second rail 321, and the rail connecting rail 331, the first diverting wheel 511 is provided on the second rail 321 by the first diverting wheel mounting bracket 512 to protrude into one end of the first rail cavity 312, and the second diverting wheel 521 is provided on the rail connecting rail 331 by the second diverting wheel mounting bracket 522.

As shown in fig. 1C, 1D, 1K, 1L, 1M, 1N, 1O, 1P, 1Q, 1R, 1S, 1T, 2A, 2B, 2C, 2D, 2E, in order to facilitate the installation of the first steering wheel 511 on the second rail 321, a third insertion groove 541 for the second rail is formed in the second rail 321, and a third insertion head 531 for the first steering wheel mounting frame is provided in the first steering wheel mounting frame 512, so that the first steering wheel 511 can be connected to one end of the second rail 321 extending into the first rail cavity 312 in an insertion manner, and the first steering wheel mounting frame 512 only needs to be pulled out from the second rail 321 when being replaced. Of course, the third insertion groove 541 for the second guide rail may be changed into an insertion groove structure, and the corresponding third insertion groove 531 for the first steering wheel mounting frame may be changed into an insertion groove structure.

In the above example, the condition that the main gear box steering wheel 121, the sub gear box steering wheel 221, the first direction changing wheel 511 and the second direction changing wheel 521 around which the transmission member is wound are not on the same plane, that is, some of the wheels have a higher height and some of the wheels have a lower height. This is mainly to avoid the following situations: i.e. the wound transfer member is in the same plane, if there is a crossing situation (which may occur in particular on a first diverting wheel 511 and on a second diverting wheel 521 adjacent thereto), the relevant disturbance is liable to occur, which may increase the resistance during transfer. For this purpose, a wheel is selected (the selection is based on the size of the possibility of interference of the transmission element between the two wheels, if the possibility is large, one of the two wheels is selected, and the possibility of interference of the transmission element is possibly related to the winding mode of the transmission element, which is shown in the following and is related to the description), and the axis of the transmission element is arranged to be inclined in the height direction (in the above example, the axis of the first turning wheel 511 is kept inclined in the height direction), so that when the transmission element winds, the wheels with different heights are wound together, otherwise, the situation that the transmission element is separated from the wound wheel is likely to happen in operation.

When the guide rail assembly in the above example includes only one first guide rail and one second guide rail, there are two winding manners for the transmission member. The details are as follows.

As shown in fig. 3A, when two guide rails are provided, one winding manner of the transmission member is as follows: the transmission rope 611 (which is a structure of the transmission member, but may also be a belt or other form) is wound around the main transmission case steering wheel 121 (the shaft of which is disposed along the height direction) clockwise, then wound around the auxiliary transmission case steering wheel 221 (the shaft of which is disposed along the height direction), then wound around the first steering wheel 511 (the shaft of which is disposed obliquely along the height direction) clockwise, then wound around the second steering wheel 521 (the shaft of which is disposed along the height direction) clockwise, and finally returned to the main transmission case steering wheel 121, and the transmission rope 611 forms a closed shape with both ends connected end to end. Of course, the winding may be performed in the opposite direction to the winding sequence, or may be started from another wheel, depending on the installation habit of the installer.

In the example described below, the conveying member adopts a rope structure, and the conveying member has the advantages that the conveying member can be wound on a wheel conveniently and is not easy to fall off, unlike the structure which adopts a flat conveying belt in general; the width of the groove in the wheel to be wound, which is intended to receive the transport element, can be reduced, so that the thickness of the wheel is reduced, i.e. the size of the wound wheel, in particular of the two deflecting wheels in the guide rail, is reduced, since the deflecting wheels are mounted in the guide rail, the cross section of the guide rail cavity in the guide rail must be larger if the deflecting wheel is large in size, and the cross section of the guide rail cavity in the guide rail is correspondingly increased if the cross section of the guide rail cavity is larger, which results in an increased cost of mounting material. In addition, this also geometrically adds to the weight of the rail itself, which is usually suspended from the building, which inevitably requires additional connectors to connect the rail, which also increases the burden on the installer, which increases the time and difficulty required for installation.

The string as the transmission member may be generally a structure having a non-linear or non-flat cross section, and may be a polygonal structure such as a triangle, a quadrangle, a pentagon, or the like under the above conditions. From the viewpoint of reducing friction resistance, the surface of the rope which is matched with the wheel is an arc-shaped convex surface matched with the groove in the wheel. Further, the cross section of the rope is a circular surface, and it is possible to make an elliptical surface in some cases.

The rope serving as the transmission piece can be made of a nylon rope made of the common nylon at present.

The rope as the transmission member has a cross section of a proper size in consideration of bearing, and if the rope is too small, the rope can be easily broken in operation; if too large, material is wasted, possibly resulting in the re-use of larger wheels.

For this reason, if the rope used as the transmission member is a nylon rope made of nylon, a series of ropes with diameters ranging from 0.5mm to 9mm are generally selected, and a specification and model can be taken every 0.5mm in the range. The diameter of the nylon rope is 0.5mm at minimum and 9mm at maximum, and the nylon rope is of a specification type every 0.5 mm. This size range is satisfactory for most guideway transit devices that transport lightweight items (e.g., curtains, single small lights).

The rope can be easily broken during working

The nylon rope made of the common nylon material is selected.

As shown in fig. 3B, when two guide rails are provided, another winding manner of the transmission member is as follows: the transmission rope 611 (which is a structure of the transmission member, but may also be a belt or other form) is wound around the main transmission case steering wheel 121 (the shaft of which is disposed along the height direction) clockwise, then around the second steering wheel 521 (the shaft of which is disposed along the height direction) clockwise, then around the first steering wheel 511 (the shaft of which is disposed obliquely along the height direction) counterclockwise, then around the auxiliary transmission case steering wheel 221 (the shaft of which is disposed along the height direction) clockwise, and finally back to the main transmission case steering wheel 121, and the transmission rope 611 forms a closed shape with both ends connected end to end. Of course, the winding may be performed in the opposite direction to the winding sequence, or may be started from another wheel, depending on the installation habit of the installer.

When the guide rail assembly in the above example includes only two first guide rails and one second guide rail, or includes one first guide rail and two second guide rails, the transmission member also has two winding manners. The details are as follows.

As shown in fig. 3C, when three guide rails are provided, one winding manner of the transmission member is as follows: here, there are two first diverting wheels 511 and two second diverting wheels 521, each diverting wheel 511 and one second diverting wheel 521 adjacent thereto individually form a pair, the transmission rope 611 (which is a structure of the transmission member, but may also be a belt or other form) is wound around the main transmission case diverting wheel 121 (whose axis is arranged in the height direction), then around the auxiliary transmission case diverting wheel 221 (whose axis is arranged in the height direction), then around the first diverting wheel 511 (whose axis is arranged obliquely in the height direction) of the pair of diverting wheels nearest to the auxiliary transmission case diverting wheel 221, then around the second diverting wheel 521 (whose axis is arranged in the height direction) of the pair of diverting wheels, then around the first diverting wheel 511, the second diverting wheel 521 of the pair of diverting wheels adjacent to the pair of diverting wheels, and finally back to the main transmission case diverting wheel 121, and the transmission rope 611 forms a head-to-head closed shape. Of course, the winding may be performed in the opposite direction to the winding sequence, or may be started from another wheel, depending on the installation habit of the installer.

In addition, as shown in fig. 3C, a winding manner of the transmission member is also suitable for the case that the number of the guide rails is greater than three, that is, each guide rail is added, the corresponding pair of direction-changing wheels is added.

As shown in fig. 3D, when three guide rails are provided, another winding manner of the transmission member is as follows: here, there are two first diverting wheels 511 (whose axes are disposed obliquely in the height direction) and two second diverting wheels 521 (whose axes are disposed obliquely in the height direction), each diverting wheel 511 and one of the second diverting wheels 521 adjacent thereto individually constitute a pair of diverting wheels, the conveying rope 611 (which is a structure of a conveying member, but also a belt or other form) is first wound around the main transmission case diverting wheel 121 in a clockwise direction, then likewise wound around the second diverting wheel 521 of the pair of diverting wheels nearest to the main transmission case diverting wheel 121 (whose axes are disposed obliquely in the height direction), then wound around the first diverting wheel 511 of the pair of diverting wheels in a counterclockwise direction, then sequentially wound around the first diverting wheel 511 of the pair of diverting wheels adjacent thereto in a clockwise direction, then wound around the second diverting wheel 521 of the pair of diverting wheels adjacent thereto in a counterclockwise direction, then wound around the auxiliary transmission case diverting wheel 221 (whose axes are disposed last in the height direction), and then wound around the second diverting wheel 521 of the pair of diverting wheels adjacent to the pair of diverting wheels, and the main transmission case diverting wheels 121 is formed in a closed shape. Of course, the winding may be performed in the opposite direction to the winding sequence, or may be started from another wheel, depending on the installation habit of the installer.

In addition, as shown in fig. 3D, a winding manner of the transmission member is also suitable for the case that the number of the guide rails is greater than three, that is, each guide rail is added, the corresponding pair of direction-changing wheels is added.

In the claims, the word "comprising" does not exclude other elements or steps; the word "a" or "an" does not exclude a plurality. In the claims, use of ordinal terms such as "first," "second," etc., to modify a claim element does not by itself connote any priority, order, or temporal order of execution of acts by one claim element over another, but rather is merely for distinguishing elements of one claim from elements of another. Although certain features may be separately described in mutually different dependent claims, this does not imply that these features cannot be used in combination. The various aspects of the utility model may be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described in the foregoing and is therefore not limited in its application to the details and arrangement of components set forth in the foregoing description or illustrated in the drawings. For example, aspects described in one embodiment may be combined with aspects described in other embodiments in any manner. The steps, functions, or features recited in the blocks or units may be performed or performed by one block or unit. The steps of the methods disclosed herein are not limited to being performed in any particular order, as may be possible when some or all of the steps are performed in other orders. Any reference signs in the claims shall not be construed as limiting the scope of the claims.

While the utility model has been described by way of drawings and embodiments, such description and illustration is to be considered illustrative or exemplary and not restrictive. Those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the utility model as disclosed in the accompanying claims.

Claims

1. A rail conveyor apparatus, the conveyor apparatus comprising:

a rail assembly, comprising:

a direction-changing wheel assembly comprising:

the first turning wheels are arranged on each second guide rail; and

2. The guideway transit apparatus of claim 1, wherein:

the first steering wheel and the second steering wheel in the steering wheel assembly are arranged in the first guide rail, the second guide rail and the guide rail connecting piece which are matched are positioned at different heights.

3. The guideway transit apparatus of claim 2, wherein:

the first steering wheel and the second steering wheel are arranged in the steering wheel assemblies in the first guide rail, the second guide rail and the guide rail connecting piece which are matched, and the shaft of the first steering wheel and the second steering wheel is obliquely arranged along the height direction.

4. A guideway transit apparatus according to any one of claims 1 to 3, further comprising:

5. A guideway transit apparatus according to any one of claims 1 to 3, further comprising:

6. A rail conveyor apparatus as claimed in any one of claims 1 to 3 wherein the rail connector cavity comprises:

7. The guideway transit apparatus of claim 1, wherein:

the fastener is also disposed between the mating portions of the first rail and the rail connector.

8. The guideway transit apparatus according to any one of claims 1 and 7, wherein:

the fastener is of a clamping structure;

9. The guideway transit apparatus of claim 8, wherein:

at least one clamping convex part is convexly arranged on the clamping surface of the connecting clamping head, and when the first guide rail is clamped with the guide rail connecting piece, at least one clamping convex part is clamped on the first guide rail or the guide rail connecting piece corresponding to the first guide rail.

10. A rail conveyor apparatus, the conveyor apparatus comprising:

the guide rail assembly includes:

A direction-changing wheel assembly comprising:

the first turning wheels are arranged on each second guide rail; and