A mobile stage light

Abstract

The present invention provides a mobile stage light, comprising a track, a track car slidably connected to the track, a telescopic mechanism installed on the track car, a stage light installed on the telescopic mechanism and a gravity protection mechanism; the track comprises a track body and an energized rail and a communication rail arranged on the track body along the length direction of the track; the track car comprises a car body, a running mechanism and a conductive mechanism; the conductive mechanism comprises a first carbon brush assembly and a second carbon brush assembly; the first carbon brush assembly is in electrical contact with the energized rail and is electrically connected to the running mechanism; the second carbon brush assembly comprises a first brush group in communication connection with the telescopic mechanism and a second brush group in communication connection with the stage light, and the first brush group and the second brush group are in electrical contact with the communication rail respectively; the gravity protection mechanism comprises a central processing unit, a gravity sensor and a motor driver; the central processing unit is in communication connection with the gravity sensor and the motor driver respectively. Avoid the track car from dragging the line entanglement; when the stage light shakes, the track car stops running.

Description

Technical Field

[0001] The invention belongs to the field of lighting equipment, and in particular relates to a mobile stage light. Background Art

[0002] Stage lighting plays a vital role in modern stage performances. Through stage lighting, the audience can see the actors' performances and the scenery clearly; guide the audience's sight; shape the characters, enhance the emotions and show the stage illusion; create atmosphere; show the transformation of time and space, change the stage rhythm, and enrich the artistic appeal. Sometimes it is also used in conjunction with stage stunts.

[0003] In order to change with the stage effects, the position of the stage lights needs to be adjusted; therefore, the stage lights are installed on a track car set on the top and around the stage, and the position and height of the stage lights are adjusted by controlling the movement of the track car on the track.

[0004] Since both the railcar and the stage lights installed on the railcar need power supply to ensure normal operation, the railcar, stage lights and other electrical equipment usually require different working voltages and cannot be powered by a single line. In addition to power supply requirements, some electrical equipment also requires communication connections. This causes the railcar to drag multiple lines during operation, which is prone to line entanglement. When multiple railcars are set up on the same track, the messy lines will cause multiple railcars to be entangled by the lines and affect operation.

[0005] The vehicle body will vibrate during the operation of the rail vehicle. At the same time, the stage lights installed on the vehicle body will also shake when they are rotated or telescopically adjusted through telescopic rods. When the vibration of the vehicle body and / or the shaking of the stage lights are too large, there is a risk of damage to the stage lights or even falling off the vehicle body.

[0006] In summary, there is an urgent need for a stage light that can hide the circuits while avoiding the impact caused by vibration or shaking when moving. Summary of the invention

[0007] The purpose of the present invention is to provide a power rail for supplying a railcar and a communication rail for supplying electrical equipment on the track, so that the railcar can achieve circuit connection and signal connection at any time through electrical contact with the power rail and the communication rail during the operation of the railcar on the track, thereby avoiding problems caused by the dragging line of the railcar; at the same time, the stage lights installed on the car body are monitored by the gravity protection device, and when the stage lights shake, the railcar is stopped to avoid danger.

[0008] The present invention is achieved through the following technical solutions:

[0009] A mobile stage light comprises a track, a track vehicle slidably connected to the track, a telescopic mechanism mounted on the track vehicle, a stage light mounted on the telescopic mechanism, and a gravity protection mechanism; the track comprises a track body and an energized rail and a communication rail arranged on the track body along the length direction of the track; the track vehicle comprises a vehicle body, a traveling mechanism, and a conductive mechanism; the conductive mechanism comprises a first carbon brush assembly and a second carbon brush assembly; the first carbon brush assembly is in electrical contact with the energized rail and is electrically connected to the traveling mechanism; the second carbon brush assembly comprises a first brush group in communication connection with the telescopic mechanism and a second brush group in communication connection with the stage light, the first brush group and the second brush group being in electrical contact with the communication rail respectively; the gravity protection mechanism comprises a central processing unit arranged in the vehicle body, a gravity sensor arranged at the connection between the track vehicle and the telescopic mechanism, and a motor driver arranged in the vehicle body and drivingly connected to the traveling mechanism; the central processing unit is in communication connection with the gravity sensor and the motor driver respectively.

[0010] Through the above scheme, the present invention at least obtains the following technical effects: the power rail and the communication rail are arranged along the length direction of the track body, so that when the rail car runs to any position, the rail car can obtain electricity through the electrical contact between the first carbon brush assembly and the power rail; at the same time, the rail car also obtains power and signal transmission functions for the electrical equipment installed on the rail car through the electrical contact between the second carbon brush assembly and the communication rail. The line entanglement problem caused by the rail car dragging various lines is avoided. In the second carbon brush assembly, two groups of signal paths are formed by the first brush group and the second brush group, respectively, which are used to control the telescopic mechanism and the stage lights, respectively, to avoid circuit confusion caused by line sharing, and are easy to repair and maintain. When the telescopic mechanism shakes, it will squeeze the gravity sensor, so that the gravity sensor obtains the angle between its squeezed surface and the horizontal plane, that is, the inclination angle of the telescopic mechanism, and sends the angle signal to the central processor. When the tilt angle is greater than the preset value stored as comparison data in the central processor, it proves that the shaking amplitude of the telescopic mechanism at the current moment exceeds the safe range. The central processor sends an instruction to the motor driver to control the body motor to stop running, so as to avoid the dangerous situation caused by the continued shaking of the mobile stage light.

[0011] Optionally, the communication guide rail includes a plurality of track grooves fixedly arranged on the track body; an insulating pad is provided in any track groove; a conductive strip is provided on the surface of the insulating pad; the first brush group includes a plurality of first communication carbon brushes, and any first communication carbon brush is electrically in contact with any conductive strip; the second brush group includes a plurality of second communication carbon brushes, and any second communication carbon brush is electrically in contact with any conductive strip; any conductive strip is only electrically in contact with the first communication carbon brush or only electrically in contact with the second communication carbon brush.

[0012] The first communication carbon brush in the first brush group is not in electrical contact with the same conductive strip as the second communication carbon brush in the second brush group at the same time, so as to ensure that the information channels formed by the two brush groups are relatively independent and avoid mutual interference between the two information channels.

[0013] Optionally, the powered rail includes four conductive slots connected to the rail body, wherein three conductive slots are respectively connected to three phases of a three-phase power supply, and another conductive slot is connected to a ground wire.

[0014] The powered rail is connected to the three phases of the three-phase power supply to provide a stable three-phase power supply for the railcar. At the same time, the ground wire is connected to the fourth conductive slot to avoid electric shock accidents caused by the conduction of the rail and the housing of the railcar.

[0015] Optionally, the rail car also includes a three-phase switching switch; the first carbon brush assembly includes a plurality of energized carbon brushes, and any of the conductive slots is in electrical contact with at least one of the energized carbon brushes; the plurality of energized carbon brushes are electrically connected to the three-phase switching switch, and the three-phase switching switch is electrically connected to the walking mechanism.

[0016] The three-phase switch can be electrically connected to any conductive slot through the carbon brush in the first carbon brush assembly and block its electrical connection with the other two conductive slots; thereby achieving the purpose of using the three-phase switch to select one of the phase lines of the three-phase power supply to be connected. When the load of two of the three phase lines of the three-phase power supply is saturated, the rail car can be connected to the other phase line through the three-phase switch to achieve the purpose of load distribution and avoid the load of a single phase line being too large, causing the fuse protector in the circuit to fuse the circuit.

[0017] Optionally, the walking mechanism includes a servo motor installed in the vehicle body, a rotating shaft drivingly connected to the servo motor, and a wheel arranged on the rotating shaft; the rotating shaft is connected to the vehicle body through a shock absorbing mechanism; the shock absorbing mechanism includes a mounting plate and a shock absorbing plate, the mounting plate shaft is connected to the rotating shaft, and the mounting plate is connected to the shock absorbing plate through a buffer; the shock absorbing plate is fixed to the vehicle body.

[0018] During the movement of the rail vehicle, the vibration generated by the traveling mechanism is first transmitted from the rotating shaft to the mounting plate, then to the buffer, and finally to the vehicle body; during this vibration transmission process, due to the buffering effect of the buffer, the vibration effect is greatly weakened or even eliminated after passing through the buffer, thereby ensuring the stability of the entire transfer device.

[0019] Optionally, the shock absorbing plate is provided with a long shock absorbing hole whose length direction is the same as the buffering direction of the buffer component, and is sleeved on the periphery of the shock absorbing limiter installed on the outside of the vehicle body through the long shock absorbing hole.

[0020] The cooperation between the shock-absorbing long hole and the shock-absorbing limiter enables the shock-absorbing plate to produce displacement relative to the vehicle body in the length direction of the long hole, thereby enhancing the buffering effect.

[0021] Optionally, the servo motor is connected to a driven gear sleeved on a rotating shaft through a flexible transmission member; the flexible transmission member is matched with an adjustment component, and the adjustment component includes a mounting seat slidably connected to the vehicle body, an idler wheel axially arranged on the mounting seat, and an elastic member arranged along the sliding direction of the mounting seat; the sliding direction of the mounting seat intersects with the flexible transmission member; one end of the elastic member is fixedly connected to the mounting seat, and the other end is fixedly connected to the vehicle body; the idler wheel presses against the surface of the flexible transmission member along the sliding direction of the mounting seat.

[0022] The flexible transmission member is provided with redundancy, and the adjustment assembly is used to tighten the redundancy of the flexible transmission member. The vibration generated by the walking mechanism during movement causes the rotating shaft to be displaced along with the vibration of the walking mechanism. When the distance between the rotating shaft and the servo motor changes, the adjustment assembly releases an appropriate amount of redundancy of the flexible transmission member to stretch the flexible transmission member, thereby ensuring the transmission connection between the servo motor and the rotating shaft. In the adjustment assembly, the idler shaft is connected to the mounting seat, and the sliding direction of the mounting seat intersects with the flexible transmission member. When the distance between the rotating shaft and the servo motor is the smallest, the elastic member contracts to drive the mounting seat to slide in the direction of the contraction of the elastic member, and the idler presses against the surface of the flexible transmission member. The flexible transmission member is pressed and bent between the rotating shaft and the servo motor, and the flexible transmission member is tightened to prevent the redundancy of the flexible transmission member from loosening and affecting the transmission efficiency. When the distance between the rotating shaft and the servo motor increases, the flexible transmission member is pulled along its length, the bent part of the flexible transmission member pushes back the idler wheel, and the mounting seat slides along the direction of the elastic member's extension, the redundancy of the flexible transmission member is released, and the length of the flexible transmission member is increased to match the transmission connection between the rotating shaft and the servo motor. At this time, the elastic member is in a stretched state. When the rotating shaft returns to its original position, the elastic member contracts and drives the mounting seat and the idler wheel to press the flexible transmission member, and the redundancy of the flexible transmission member is retracted.

[0023] Optionally, it also includes a connecting and fixing mechanism for connecting two sections of track end to end, the head end and the tail end of the track are both provided with a plurality of connecting hole groups, and at least one of the head end and the tail end of the track has a long hole on the side wall, the length direction of the long hole is the same as the length direction of the track; the plurality of connecting hole groups and the long holes are arranged along the length direction of the track; the connecting and fixing mechanism includes a connecting plate and an adjustment key; the connecting plate is provided with a plurality of fixing hole groups matching any connecting hole group, and the plurality of fixing hole groups are arranged along the length direction of the track; the connecting plate is connected to the first track of each two adjacent tracks through the adjustment key, and is connected to the second track adjacent to the first track through a fastener passing through the other fixing hole; the adjustment key passes through the long hole of the first track and one of the fixing holes of the connecting plate; the length of the connecting plate extending out of the first track is adjusted by changing the position of the adjustment key in the long hole, and the distance between the connecting plate and the first track is adjusted by changing the length of the adjustment key extending into the fixing hole.

[0024] One end of the connecting plate is first connected to the first track through an adjustment key, and the other end of the connecting plate is connected to the second track through a fastener. At this time, since the adjustment key is set in the long hole of the first track, the connecting plate is movable, and the setting height and extension distance of the connecting plate can be adjusted to adapt to the second track, thereby simplifying the pre-positioning steps of the first track and the second track. After the pre-positioning is completed, the adjustment key slides in the long hole along the length direction of the long hole, driving the connecting plate connected to the adjustment key to extend or retract from one end of the track. The retraction of the connecting plate drives the second track to approach the first track in the length direction of the track until the ends of the two tracks are butted. Then, the distance between the connecting plate and the track is changed by adjusting the position of the connecting plate on the adjustment key. Since the connecting plate and the second track are connected by fasteners, the height adjustment of the connecting plate is the height adjustment of the second track, thereby completing the height adjustment of the second track and the first track. Finally, the connecting plate is fixedly connected to the first track by fasteners, so that the first track and the second track are both connected by fixed connection with the connecting plate. Avoid height difference or gap at the joint of the two tracks.

[0025] Optionally, the head end and the tail end of the track are both provided with mounting grooves arranged along the length direction thereof; a plurality of the connection hole groups and the long holes are formed by opening the outer wall of the mounting grooves; the mounting groove of the first track and the mounting groove of the second track are connected to form a chamber for accommodating the docking plate.

[0026] The docking plate and the track are designed to be integrated. When disassembled, the docking plate is placed in the track installation slot to avoid the problem of mismatched parts during installation after the docking plate and the track are stored separately. At the same time, when the two tracks are connected, the docking plate is located in the cavity formed by the relative buckling of the two installation slots to avoid damage and deformation caused by collision and scratching of the docking plate, ensuring the stability of the connection between the two tracks.

[0027] Optionally, the rail vehicle also includes an anti-collision mechanism, which includes a laser sensor and a mechanical switch arranged on the vehicle body for detecting obstacles on the track; the mechanical switch includes a travel switch arranged in the vehicle body and a touch rod installed on the obstacle to cooperate with the travel switch.

[0028] The laser sensor detects the front of the railcar in the direction of travel and obtains the distance between the railcar and the obstacle. When the detected distance value reaches the warning value, the laser sensor sends an alarm signal to the railcar. After receiving the alarm signal, the control system of the railcar controls the running mechanism of the railcar to stop running to avoid the collision between the railcar and the obstacle. Another anti-collision structure is a mechanical switch. The travel switch set on the railcar cooperates with the touch rod pre-set on the obstacle. When the railcar approaches the obstacle and the laser sensor does not send an alarm signal, the touch rod pre-set on the obstacle will press the travel switch, and the travel switch sends a stop signal to the control system of the railcar to control the running mechanism of the railcar to stop running to avoid the collision between the railcar and the obstacle. The dual insurance mode of the laser sensor and the mechanical switch can minimize the collision between the railcar and the obstacle and ensure the safe use of the railcar. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 The figure is a schematic diagram of a three-dimensional structure of a mobile stage light provided in one embodiment of the present invention.

[0030] Figure 2 The figure is a schematic diagram of a telescopic mechanism and a stage light structure provided in one embodiment of the present invention.

[0031] Figure 3 The figure is a schematic diagram of a three-dimensional structure of a track and a track vehicle provided in another embodiment of the present invention.

[0032] Figure 4 It is a partial enlarged schematic diagram of a rail end provided in one embodiment of the present invention.

[0033] Figure 5 The figure is a schematic diagram of a partially enlarged structure of a rail end provided in another embodiment of the present invention.

[0034] Figure 6 The figure is a schematic three-dimensional structure diagram of a shock absorbing mechanism provided in one embodiment of the present invention.

[0035] Figure 7 The figure is a three-dimensional structural diagram of a shock absorbing mechanism and an adjusting assembly provided in one embodiment of the present invention.

[0036] Figure 8 The figure is a schematic diagram of the front view of a shock absorbing mechanism and an adjusting assembly provided in one embodiment of the present invention.

[0037] Fig. 9 The figure is a top view structural schematic diagram of a walking mechanism, a shock absorbing mechanism and an adjusting assembly provided in one embodiment of the present invention.

[0038] Fig.10The figure is a schematic structural diagram of a shock absorbing mechanism connected to a rotating shaft provided in one embodiment of the present invention.

[0039] Fig.11 The figure is a schematic structural diagram of a connection and fixing mechanism provided in one embodiment of the present invention.

[0040] Fig.12 The diagram is a partially enlarged structural diagram of a track and a track vehicle provided in one embodiment of the present invention.

[0041] Fig.13 It is a schematic diagram of a partially enlarged structure of a track and a track vehicle provided in another embodiment of the present invention.

[0042] Fig.14 The figure is a schematic diagram of a three-dimensional structure of a rail vehicle provided in one embodiment of the present invention.

[0043] Fig.15 The figure is a schematic diagram of a top view of the structure of a rail vehicle provided in one embodiment of the present invention.

[0044] Fig.16 The figure is a schematic diagram of the three-dimensional structure of a first carbon brush assembly and another group of first carbon brush assemblies provided in one embodiment of the present invention.

[0045] Fig.17 The figure is a structural block diagram of a gravity protection mechanism provided in one embodiment of the present invention.

[0046] legend:

[0047] 1 track; 2 track car; 3 telescopic mechanism; 4 stage light; 5 gravity protection mechanism; 6 three-phase switch;

[0048] 11 power rail; 12 communication rail; 13 connection fixing mechanism; 14 connection hole group; 15 long hole; 16 installation slot;

[0049] 21 vehicle body; 22 walking mechanism; 23 conductive mechanism; 24 shock absorbing mechanism; 25 adjustment component; 26 anti-collision mechanism; 27 shock absorbing component;

[0050] 111 conductive slot;

[0051] 121 track groove; 122 insulating pad; 123 conductive strip;

[0052] 131 connecting plate; 132 adjusting key; 133 fixing hole group;

[0053] 211 shock absorbing limiter;

[0054] 221 servo motor; 222 rotating shaft; 223 flexible transmission member;

[0055] 231 a first carbon brush assembly; 232 a second carbon brush assembly;

[0056] 241 mounting plate; 242 shock absorbing plate; 243 buffer member;

[0057] 2 mounting seats; 2 idler wheels; 2 elastic members;

[0058] 261 laser sensor; 262 mechanical switch;

[0059] 271 carbon brush mounting seat; 272 carbon brush buffer;

[0060] 2321 first brush group; 2322 second brush group;

[0061] 2411 second shock-absorbing long hole;

[0062] 2421 shock-absorbing long hole; 2422 plate lift; 2423 first mounting block;

[0063] 2621 travel switch; 2622 touch rod. DETAILED DESCRIPTION

[0064] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0065] Please also see Figure 1-Figure 16 ;

[0066] Embodiment 1:

[0067] A mobile stage light 4 comprises a track 1, a track vehicle 2 slidably connected to the track 1, a telescopic mechanism 3 mounted on the track vehicle 2, a stage light 4 mounted on the telescopic mechanism 3, and a gravity protection mechanism 5; the track 1 comprises a track 1 body and a power rail 11 and a communication rail 12 arranged on the track 1 body along the length direction of the track 1; the track vehicle 2 comprises a vehicle body 21, a traveling mechanism 22, and a conductive mechanism 23; the conductive mechanism 23 comprises a first carbon brush assembly 231 and a second carbon brush assembly 232; the first carbon brush assembly 231 is in electrical contact with the power rail 11 and is in electrical contact with the traveling mechanism 22. The mechanism 22 is electrically connected; the second carbon brush assembly 232 includes a first brush group 2321 which is communicatively connected to the telescopic mechanism 3 and a second brush group 2322 which is communicatively connected to the stage light 4, and the first brush group 2321 and the second brush group 2322 are respectively electrically contacted with the communication guide rail 12; the gravity protection mechanism 5 includes a central processing unit arranged in the car body 21, a gravity sensor arranged at the connection between the rail car 2 and the telescopic mechanism 3, and a motor driver arranged in the car body 21 and driven by the walking mechanism 22; the central processing unit is respectively communicatively connected to the gravity sensor and the motor driver.

[0068] The power rail 11 and the communication rail 12 are arranged along the length direction of the track 1 body, so that when the rail car 2 runs to any position, the rail car 2 can obtain power through the first carbon brush assembly 231 and the power rail 11; at the same time, the rail car 2 also obtains power and signal transmission functions for the electrical equipment installed on the rail car 2 through the electrical contact between the second carbon brush assembly 232 and the communication rail 12. The line entanglement problem caused by the rail car 2 dragging various lines is avoided. In the second carbon brush assembly 232, two groups of signal paths are formed by the first brush group 2321 and the second brush group 2322, respectively, which are used to control the telescopic mechanism 3 and the stage light 4, respectively, to avoid circuit confusion caused by line sharing, and at the same time, it is easy to repair and maintain. When the telescopic mechanism 3 shakes, it will squeeze the gravity sensor, so that the gravity sensor obtains the angle between its squeezed surface and the horizontal plane, that is, the inclination angle of the telescopic mechanism 3, and sends the angle signal to the central processor. When the tilt angle is greater than the preset value stored as comparison data in the central processor, it proves that the shaking amplitude of the telescopic mechanism 3 at the current moment exceeds the safety range. The central processor sends an instruction to the motor driver to control the motor of the vehicle body 21 to stop running, so as to avoid the dangerous situation caused by the continued shaking of the mobile stage light 4.

[0069] Embodiment 2:

[0070] On the basis of Example 1, in order to optimize the performance of the power rail 11 and the communication rail 12, the technical solution is improved as follows:

[0071] In one embodiment, if Figure 4 and Fig.15 As shown, in order to establish at least two information channels that do not interfere with each other, the communication rail 12 includes a plurality of track grooves 121 fixedly arranged on the track 1 body; an insulating pad 122 is provided in any track groove 121; a conductive strip 123 is provided on the surface of the insulating pad 122; the first brush group 2321 includes a plurality of first communication carbon brushes, and any first communication carbon brush is in electrical contact with any conductive strip 123; the second brush group 2322 includes a plurality of second communication carbon brushes, and any second communication carbon brush is in electrical contact with any conductive strip 123; any conductive strip 123 is only in electrical contact with the first communication carbon brush or only in electrical contact with the second communication carbon brush. The first communication carbon brush in the first brush group 2321 does not electrically contact the same conductive strip 123 with the second communication carbon brush in the second brush group 2322 at the same time, so as to ensure that the information channels formed by the two brush groups are relatively independent and avoid mutual interference between the two information channels.

[0072] Among them, at least two conductive strips 123 are connected to the GND line of the DMX signal line, at least two conductive strips 123 are connected to the A signal line of the DMX signal line, at least two conductive strips 123 are connected to the B signal line of the DMX signal line, and at least one conductive strip 123 is connected to the ground line. The communication carbon brushes of the first brush group 2321 and the communication carbon brushes of the second brush group 2322 are respectively connected to the GND line, the A signal line, the B signal line and the ground line through electrical contact with the conductive strip 123.

[0073] In one embodiment, if Figure 4 As shown, in order to improve the circuit stability of the rail car 2, the power rail 11 includes four conductive slots 111 connected to the rail 1 body, wherein three conductive slots 111 are respectively connected to the three phases of the three-phase power supply, and another conductive slot 111 is connected to the ground wire. The power rail 11 is connected to the three phases of the three-phase power supply to provide a stable three-phase power supply for the rail car 2. At the same time, the ground wire is connected to the fourth conductive slot 111 to avoid electric shock accidents caused by the conduction of the rail 1 and the housing of the rail car 2.

[0074] In one embodiment, in order to realize that the railcar 2 switches between the three phases of the three-phase power supply to distribute the load, the railcar 2 also includes a three-phase switch 6; the first carbon brush assembly 231 includes a plurality of energized carbon brushes, and any of the conductive slots 111 is in electrical contact with at least one of the energized carbon brushes; the plurality of energized carbon brushes are electrically connected to the three-phase switch 6, and the three-phase switch is electrically connected to the travel mechanism 22. The three-phase switch 6 can be electrically connected to any conductive slot 111 through the carbon brushes in the first carbon brush assembly 231 and block its electrical connection with the other two conductive slots 111; thereby achieving the purpose of using the three-phase switch 6 to select one of the phases of the three-phase power supply to be connected. When the load of two of the three phases of the three-phase power supply is saturated, the railcar 2 can be connected to another phase through the three-phase switch 6 to achieve the purpose of distributing the load and avoid the fuse protector in the circuit from melting the circuit due to excessive load on a single phase line.

[0075] In one embodiment, if Fig.16 As shown, in order to improve the stability of power supply to the rail car 2, at least two powered carbon brushes electrically contacting the same conductive slot 111 are connected in parallel and then electrically connected to the three-phase switch 6. It is ensured that any conductive slot 111 is electrically connected to two powered carbon brushes. In addition, the two powered carbon brushes connected to the same conductive slot 111 are connected in parallel to the same switch contact of the three-phase switch 6. When the three-phase switch 6 is connected to the contact, the two powered carbon brushes connected to the same conductive slot 111 can supply power at the same time. And when one of the two powered carbon brushes is disconnected from the conductive slot 111, the other carbon brush can still supply power.

[0076] In one embodiment, if Fig.16As shown, in order to prevent the energized carbon brush from falling off due to vibration of the rail car 2, any energized carbon brush is connected to the rail car 2 through a shock absorbing assembly 27; the shock absorbing assembly 27 includes a carbon brush mounting seat 271 and a carbon brush buffer 272; the carbon brush mounting seat 271 is connected to the vehicle body 21 through the carbon brush buffer 272, and the energized carbon brush is connected to the carbon brush mounting seat 271. Any energized carbon brush is connected to the rail car 2 through the shock absorbing assembly 27 to prevent the energized carbon brush from falling off from the energized guide rail 11 due to severe vibration during the movement of the rail car 2.

[0077] In one embodiment, if Figure 4 As shown, to avoid electric shock accidents, the slot opening of the conductive slot 111 faces the center line of the track 1 .

[0078] Embodiment 3:

[0079] On the basis of Example 1 or Example 2, in order to weaken the vibration amplitude generated by the rail car 2 and thus reduce the impact on the stage lights 4, the technical solution is improved as follows:

[0080] In one embodiment, in order to reduce the vibration generated during the operation of the rail vehicle 2, the travel mechanism 22 includes a servo motor 221 installed in the vehicle body 21, a rotating shaft 222 connected to the servo motor 221, and a wheel arranged on the rotating shaft 222; the rotating shaft 222 is connected to the vehicle body 21 through a shock absorbing mechanism 24; the shock absorbing mechanism 24 includes a mounting plate 241 and a shock absorbing plate 242, the mounting plate 241 is axially connected to the rotating shaft 222, and the mounting plate 241 is connected to the shock absorbing plate 242 through a buffer 243; the shock absorbing plate 242 is fixed to the vehicle body 21. During the movement of the rail vehicle 2, the vibration generated by the travel mechanism 22 during the movement is first transmitted from the rotating shaft 222 to the mounting plate 241, then to the buffer 243, and finally to the vehicle body 21; during this vibration transmission process, due to the buffering effect of the buffer 243, the vibration effect is greatly weakened or even eliminated after passing through the buffer 243. To ensure the stability of the entire transfer device.

[0081] In one embodiment, the shock absorbing plate 242 includes a plate body 2422 and a first mounting block 2423 fixedly connected to the plate body 2422; the first mounting block 2423 is used to connect to the vehicle body 21; a gap for accommodating the mounting plate 241 is formed between the plate body 2422 of the shock absorbing plate 242 connected to the vehicle body 21 through the first mounting block 2423 and the vehicle body 21; the width of the gap is greater than the thickness of the mounting plate 241. In order to avoid the problem that the mounting plate 241 and the vehicle body 21 are easily separated due to the unstable connection between the mounting plate 241 and the vehicle body 21 through the buffer 243. When the shock absorbing plate 242 is installed on the outer wall of the vehicle body, a gap is reserved so that the mounting plate 241 is arranged through the gap. During the vibration process, the mounting plate 241 moves in the gap with the vibration, and cooperates with the buffer 243 to achieve the shock absorbing effect, and it is inconvenient to maintain the distance between the mounting plate 241 and the vehicle body 21 due to the restraint of the shock absorbing plate 242.

[0082] In one embodiment, if Fig.10 As shown, in order to further enhance the shock absorption effect of the rail vehicle 2 itself, the shock absorbing plate 242 is provided with a shock absorbing long hole 2421 having the same length direction as the buffering direction of the buffer member 243, and is sleeved on the outer periphery of the shock absorbing stopper 211 installed on the outer side of the vehicle body 21 through the shock absorbing long hole 2421. The cooperation between the shock absorbing long hole 2421 and the shock absorbing stopper 211 enables the shock absorbing plate 242 to generate displacement relative to the vehicle body 21 in the length direction of the long hole 15, thereby enhancing the buffering effect.

[0083] In one embodiment, if Fig.10 As shown, in order to further enhance the shock absorption effect of the rail vehicle 2 itself, the mounting plate 241 is provided with a second shock absorption long hole 2411 having the same length direction as the buffering direction of the buffer 243, and the second shock absorption long hole 2411 is sleeved on the periphery of the shock absorption stopper installed on the outside of the vehicle body. The cooperation between the second shock absorption long hole 2411 and the shock absorption stopper strengthens the connection structure between the mounting plate 241 and the vehicle body 21. Avoid the displacement of the mounting plate 241 during the vibration process. The design of the second shock absorption long hole 2411 enables the mounting plate 241 to move along the direction of the second shock absorption long hole 2411 to cooperate with the buffer to achieve the purpose of enhancing the shock absorption effect.

[0084] In one embodiment, in order to avoid transmission disconnection between the servo motor 221 and the rotating shaft 222 of the rail vehicle 2 due to the installation of a shock absorbing mechanism 24 on the rail vehicle 2, the servo motor 221 is connected to the driven gear sleeved on the rotating shaft 222 through a flexible transmission member 223; the flexible transmission member 223 is matched with an adjustment component 25, and the adjustment component 25 includes a mounting seat 2 slidably connected to the vehicle body 21, an idler wheel 2 axially arranged on the mounting seat 2, and an elastic member 2 arranged along the sliding direction of the mounting seat 2; the sliding direction of the mounting seat 2 intersects with the flexible transmission member 223; one end of the elastic member 2 is fixedly connected to the mounting seat 2, and the other end is fixedly connected to the vehicle body 21; the idler wheel 2 presses against the surface of the flexible transmission member 223 along the sliding direction of the mounting seat 2.

[0085] The flexible transmission member 223 is provided with a redundancy, and the adjustment component 25 is used to tighten the redundancy of the flexible transmission member 223. The vibration generated by the walking mechanism 22 during the movement causes the rotating shaft 222 to be displaced along with the vibration of the walking mechanism 22. When the distance between the rotating shaft 222 and the servo motor 221 changes, the adjustment component 25 releases an appropriate amount of the redundancy of the flexible transmission member 223 to extend the flexible transmission member 223, thereby ensuring the transmission connection between the servo motor 221 and the rotating shaft 222. In the adjustment component 25, the idler wheel 2 is axially connected to the mounting seat 2, and the sliding direction of the mounting seat 2 intersects with the flexible transmission member 223. When the distance between the rotating shaft 222 and the servo motor 221 is the smallest, the elastic member 2 contracts to drive the mounting seat 2 to slide along the direction of the contraction of the elastic member 2, and the idler wheel 2 presses on the surface of the flexible transmission member 223. The flexible transmission member 223 is pressed and bent between the rotating shaft 222 and the servo motor 221, and the flexible transmission member 223 is tightened to prevent the redundancy of the flexible transmission member 223 from loosening and affecting the transmission efficiency. When the distance between the rotating shaft 222 and the servo motor 221 increases, the flexible transmission member 223 is pulled along its length direction, the bent part of the flexible transmission member 223 pushes back the idler wheel 2, the mounting seat 2 slides along the direction of the elongation of the elastic member 2, the redundancy of the flexible transmission member 223 is released, and the length of the flexible transmission member 223 is increased to match the transmission connection between the rotating shaft 222 and the servo motor 221, and the elastic member 2 is in a stretched state. When the rotating shaft 222 returns to its original position, the elastic member 2 contracts and drives the mounting seat 2 and the idler wheel 2 to press the flexible transmission member 223, and the redundancy of the flexible transmission member 223 is recovered. The rail vehicle has the advantages of excellent shock absorption effect, simple transmission structure, easy maintenance and repair, and low cost.

[0086] In one embodiment, in order to improve the accuracy of the movement of the rail vehicle 2, the output end of the servo motor 221 is connected to the driving gear; the rotating shaft 222 and the hub are connected to the driven gear on the rotating shaft 222, and the driving gear and the driven gear are connected through a flexible transmission member 223. It is easy to maintain and repair. In addition, the gear structure cooperates with the servo motor 221 to achieve the precise displacement effect that the gear structure stops when the servo motor 221 stops, which is conducive to more accurate adjustment of the position of the stage lights during stage layout.

[0087] In one embodiment, if Figure 7 , Figure 8 , Fig. 9 and Fig.10 As shown, in order to adapt to the transmission cooperation between the servo motor 221 and the rotating shaft 222, the flexible transmission member 223 is a transmission belt; the transmission belt is arranged in a ring shape and is connected to the driving gear and the driven gear; or the flexible transmission member 223 is a transmission chain, the transmission chain is arranged in a ring shape and is connected to the driving gear and the driven gear. The flexible transmission member 223 uses a transmission belt or a transmission chain, both of which are flexible structures and are adapted to the transmission connection between gear structures. The ring-shaped transmission belt or transmission chain can be reserved with redundancy, and a bent quadrilateral structure or a triangular structure is formed by the top pressure of the idler wheel 2, and the redundancy is released when the distance between the servo motor 221 and the rotating shaft 222 increases.

[0088] In one embodiment, in order to make the mounting seat 2 stably slide on the surface of the vehicle body 21 of the rail vehicle to avoid separation, the mounting seat 2 is provided with a long hole along its sliding direction; the mounting seat 2 is slidably connected to the vehicle body 21 through a limiter that is penetrated through the long hole and fixed to the vehicle body 21. The mounting seat 2 slides on the surface of the vehicle body 21. In order to avoid the mounting seat 2 from separating from the vehicle body 21, a long hole is provided on the mounting seat 2 and a limiter is matched. The limiter is fixedly connected to the vehicle body 21. The mounting seat 2 slides along the length direction of the long hole. The effect of adjusting the position of the idler wheel 2 in cooperation with the elastic member 2 is achieved.

[0089] In one embodiment, in order to prevent the elastic member 2 from being disturbed by external forces, the vehicle body 21 is provided with a receiving groove along the sliding direction of the mounting seat 2; the elastic member is arranged in the receiving groove, one end of which is connected to the inner wall of the receiving groove, and the other end is connected to the mounting seat 2. The mounting groove is used to accommodate the elastic member to prevent the elastic member from contacting other parts during the elastic deformation process and affecting the pressing effect of the idler wheel 2 on the flexible transmission member 223.

[0090] Embodiment 4:

[0091] On the basis of Example 1, Example 2 or Example 3, in order to simplify the steps of disassembling and assembling the track 1 during stage construction, the technical solution is improved as follows:

[0092] In one embodiment, in order to facilitate the connection between the two ends of the track 1, a connecting and fixing mechanism 13 for connecting the two sections of the track 1 end to end is also included. The head end and the tail end of the track 1 are both provided with a plurality of connecting hole groups 14, and at least one of the head end and the tail end of the track 1 is provided with a long hole 15 on the side wall, and the length direction of the long hole 15 is the same as the length direction of the track 1; the plurality of connecting hole groups 14 and the long holes 15 are arranged along the length direction of the track 1; the connecting and fixing mechanism 13 includes a connecting plate 131 and an adjusting key 132; the connecting plate 131 is provided with a plurality of fixing hole groups 133 matching any connecting hole group 14 , the plurality of fixing hole groups 133 are arranged along the length direction of the track 1; the connecting plate 131 is connected to the first track 1 of each two adjacent tracks 1 through the adjusting key 132, and is connected to the second track 1 adjacent to the first track 1 through a fastener penetrating through another fixing hole; the adjusting key 132 penetrates the long hole 15 of the first track 1 and one of the fixing holes of the connecting plate 131; the length of the connecting plate 131 extending out of the first track 1 is adjusted by changing the position of the adjusting key 132 in the long hole 15, and the distance between the connecting plate 131 and the first track 1 is adjusted by changing the length of the adjusting key 132 extending into the fixing hole.

[0093] One end of the connecting plate 131 is first connected to the first track 1 through the adjustment key 132, and the other end of the connecting plate 131 is connected to the second track 1 through a fastener. At this time, since the adjustment key 132 is set in the long hole 15 of the first track 1, the connecting plate 131 is movable, and the setting height and extension distance of the connecting plate 131 can be adjusted to adapt to the second track 1, thereby simplifying the pre-positioning steps of the first track 1 and the second track 1. After the pre-positioning is completed, the adjustment key 132 slides in the long hole 15 along the length direction of the long hole 15, driving the connecting plate 131 connected to the adjustment key 132 to extend or retract from one end of the track 1. The retraction of the connecting plate 131 drives the second track 1 to approach the first track 1 in the length direction of the track 1 until the ends of the two tracks 1 butt against each other. Then, the distance between the connecting plate 131 and the track 1 is changed by adjusting the position of the connecting plate 131 on the adjustment key 132. Since the connecting plate 131 and the second track 1 are connected by fasteners, the height adjustment of the connecting plate 131 is the height adjustment of the second track 1, thereby completing the height adjustment of the second track 1 and the first track 1. Finally, the connecting plate 131 is fixedly connected to the first track 1 by fasteners, so that the first track 1 and the second track 1 are connected by being fixedly connected to the connecting plate 131. The problem of height difference or gap at the connection of the two tracks 1 is avoided.

[0094] In one embodiment, in order to enhance the stability of the two tracks 1 after being connected, the head and tail ends of the track 1 are both provided with mounting grooves 16 arranged along the length direction thereof; the plurality of connection hole groups 14 and the long holes 15 are formed by the outer wall of the mounting grooves 16; the mounting grooves 16 of the first track 1 and the mounting grooves 16 of the second track 1 are connected to form a chamber for accommodating the connecting plate 131. The connecting plate 131 is designed to be integrated with the track 1. When in the disassembled state, the connecting plate 131 is arranged in the mounting groove 16 of the track 1, so as to avoid the problem of incompatible parts during installation after the connecting plate 131 is stored separately from the track 1. At the same time, when the two tracks 1 are connected, the connecting plate 131 is located in the chamber formed by the relative engagement of the two mounting grooves 16, so as to avoid damage and deformation of the connecting plate 131 caused by collision and scratching, and ensure the stability of the connection of the two tracks 1.

[0095] In one embodiment, in order to achieve flexible assembly and improve adaptability, any fixing hole group 133 includes one fixing hole; the centers of the fixing holes of all fixing hole groups 133 are on the same straight line, and the straight line is parallel to the length direction of the track 1; or any fixing hole group 133 includes two or more fixing holes; the distance between two adjacent fixing holes in any fixing hole group 133 is equal. As the connecting plate 131 moves, any fixing hole on the connecting plate 131 can match the connecting hole on the track 1. In the process of pre-positioning the two tracks 1, the number of hole structures that cooperate between the connecting plate 131 and the two tracks 1 is adjusted according to the on-site conditions.

[0096] In one embodiment, in order to make any two adjacent groups of fixing hole groups 133 on the connecting plate 131 serve as the connecting medium between the first track 1 and the second track 1, the head end of the first track 1 is connected to the tail end of the second track 1, and the distance between each two adjacent fixing hole groups 133 is equal to the distance between the connecting hole group 14 closest to the head end of the first track 1 and the connecting hole group 14 closest to the tail end of the second track 1. In the process of adjusting the connecting plate 131, each two adjacent groups of fixing hole groups 133 can have one group of fixing hole groups 133 match the connecting hole group 14 of the first track 1, and the other group of fixing hole groups 133 match the connecting hole group 14 of the second track 1, so as to achieve the connection and fixation of the two tracks 1.

[0097] In one embodiment, in order to enhance the stability of the connection between the two rails 1, the distance between each two adjacent connection hole groups 14 is equal to the distance between each two adjacent fixing hole groups 133. When the connecting plate 131 is adjusted to any position, any fixing hole group 133 on the connecting plate 131 can cooperate with the connecting hole group 14 on the rail 1. Multi-point fixation between the two rails 1 is achieved, and the stability of the connection structure is enhanced.

[0098] In one embodiment, if Fig.11As shown, in order to prevent the docking fixing mechanism 2 from being unusable after the fixing hole matched with the adjustment key 132 is damaged, the docking plate 131 is also provided with a plurality of spare holes; the spare holes are used to install the adjustment key 132. During the position adjustment process of the docking plate 131, if the position of the adjustment key 132 needs to be adjusted according to the environmental factors at the installation site, the adjustment key 132 can be removed and installed in the spare hole. Or if the fixing hole matched with the adjustment key 132 is damaged, the adjustment key 132 can be installed in the spare hole.

[0099] In one embodiment, to further simplify the pre-positioning operation, the connection holes included in any connection hole group 14 are all oblong holes. Oblong holes facilitate the pre-positioning operation. The connection holes in the connection hole group 14 are all set as oblong holes, which is more convenient to match with the connecting plate 131 through fasteners during installation. After multi-point fixation and the fasteners are firmly matched, the oblong holes will not affect the stability of the connection of the track 1.

[0100] In one embodiment, in order to further simplify the pre-positioning operation, the width of one end of the connecting plate 131 extending out of the first track 1 is smaller than the width of the other end. The width of one end of the connecting plate 131 extending out is smaller than the other end, so that the connecting plate 131 is more convenient to cooperate with the second track 1. The edge of the end of the connecting plate 131 extending out can be chamfered and rounded to make the edge of the end of the connecting plate 131 more rounded and easy to insert into the slot structure, thereby optimizing the operation process of the connecting plate 131 in the pre-positioning.

[0101] Embodiment 5:

[0102] On the basis of Example 1, Example 2, Example 3 or Example 4, in order to prevent the rail vehicle 2 from colliding with obstacles during operation, the technical solution is improved as follows:

[0103] In one embodiment, in order to prevent the rail vehicle 2 from colliding with an obstacle during operation, the rail vehicle 2 also includes an anti-collision mechanism 26, which includes a laser sensor 261 and a mechanical switch 262 arranged on the vehicle body 21 for detecting obstacles on the track 1; the mechanical switch 262 includes a travel switch 2621 arranged in the vehicle body 21, and a touch rod 2622 used to be installed on the obstacle and cooperate with the travel switch 2621. The front of the travel direction of the rail vehicle 2 is detected by the laser sensor 261 to obtain the distance between the rail vehicle 2 and the obstacle. When the distance value detected reaches the warning value, the laser sensor 261 sends an alarm signal to the rail vehicle 2. After receiving the alarm signal, the control system of the rail vehicle 2 controls the running mechanism 22 of the rail vehicle 2 to stop running, so as to prevent the rail vehicle 2 from colliding with the obstacle. Another anti-collision structure is a mechanical switch 262. The travel switch 2621 arranged on the rail vehicle 2 cooperates with the touch rod 2622 pre-arranged on the obstacle. When the rail vehicle 2 approaches an obstacle and the laser sensor 261 does not send an alarm signal, the touch rod 2622 pre-set on the obstacle will press the travel switch 2621, and the travel switch 2621 sends a stop signal to the control system of the rail vehicle 2 to control the running mechanism 22 of the rail vehicle 2 to stop running, thereby preventing the rail vehicle 2 from colliding with the obstacle. The dual insurance mode of the laser sensor 261 and the mechanical switch 262 can prevent the rail vehicle 2 from colliding with the obstacle to the greatest extent, thereby ensuring the safe use of the rail vehicle 2.

[0104] In one embodiment, when the obstacle is another rail vehicle 2 running on the same track 1, a second mechanical switch is further included; the second mechanical switch includes a second travel switch for installation on the other rail vehicle 2 and a second touch rod provided on the rail vehicle 2; the second touch rod cooperates with the second travel switch; the second travel switch is communicatively connected with the running mechanism of the other rail vehicle 2 so that the running mechanism of the other rail vehicle 2 stops running before colliding with the rail vehicle 2. The second touch rod is installed on the rail vehicle 2, and the second travel switch is installed on the other rail vehicle 2. Before the two rail vehicles 2 move toward each other and collide, the second touch rod on the rail vehicle 2 will press the second travel switch on the other rail vehicle to stop the other rail vehicle. The touch rod 2622 installed on the other rail vehicle 2 will press the travel switch 2621 on the rail vehicle 2 to stop the rail vehicle 2, and both rail vehicles 2 stop running to avoid collision.

[0105] In one embodiment, in order to prevent the travel switch 2621 from being interfered with, the travel switch 2621 is disposed inside the rail vehicle 2, and the rail vehicle 2 is provided with a through slot for the feeler rod 2622 to pass through. The travel switch 2621 is disposed inside the rail vehicle 2 to prevent the travel switch 2621 from being accidentally touched by external force, causing the rail vehicle 2 to stop unexpectedly. The through slot is used to enable the feeler rod 2622 to cooperate with the travel switch 2621.

[0106] In one embodiment, in order to enable the rail vehicle 2 to have an anti-collision function in different environments, the laser sensor 261 includes a laser distance sensor and / or an ultrasonic distance sensor. The laser distance sensor or the ultrasonic distance sensor is selected according to the use environment, conditions and types of obstacles of the rail vehicle 2, or both sensors are used at the same time.

[0107] In one embodiment, in order to prevent the railcar 2 from being damaged too much when it collides, it also includes an anti-collision component, which is installed on the outer wall of the railcar 2; the anti-collision component includes one or a combination of a guardrail, a buffer pad, and a spring. The anti-collision component is used as the last line of defense to protect the railcar 2 when both the laser sensor 261 and the mechanical switch 262 fail, and provides a buffering effect when the railcar 2 collides with an obstacle, thereby reducing the damage to the railcar 2 caused by the collision.

[0108] In one embodiment, to ensure that the first touch rod 2622 can cooperate with the travel switch 2621, the rod body of the touch rod 2622 is an elastic rod. The touch rod 2622 is an elastic rod that has a buffering effect to prevent the touch rod 2622 from causing a hard collision when contacting the travel switch 2621 and damaging the travel switch 2621.

[0109] Embodiment 6:

[0110] Based on Example 1, Example 2, Example 3 or Example 4, the technical solution is improved as follows:

[0111] In one embodiment, in order to monitor the tilt angle caused by the shaking of the electrical equipment, the gravity sensor includes a cantilever displacer and an energy storage elastic member mounted on the cantilever displacer; one end of the cantilever displacer is used to connect to the vehicle body, and the other end is used to connect to the electrical equipment. When the electrical equipment shakes, the cantilever displacer of the gravity sensor is squeezed, and the cantilever displacer undergoes elastic deformation. At the same time, the energy storage elastic member mounted on the cantilever displacer generates an electrical contact excitation signal with the elastically deformed cantilever displacer. The cantilever displacer is an elastic sensitive element, and the greater its elastic deformation, the greater the signal intensity of the electrical contact excitation with the energy storage elastic member. In this way, the tilt angle caused by the shaking of the electrical equipment is monitored.

[0112] In one embodiment, if Fig.17As shown, in order to prevent the gravity protection device from being unable to continue to work during a power outage, the power supply includes a mains power supply electrically connected to the central processing unit through a power switch and / or a battery electrically connected to the central processing unit. The central processing unit is powered by the mains power; or the central processing unit is powered by a battery; or the central processing unit is powered by a dual circuit of the mains power and the battery, so as to ensure that the central processing unit can operate normally when the mains power is cut off.

[0113] In one embodiment, if Fig.17 As shown, in order to obtain the mains voltage value in time, a mains power failure detector is also included. The mains power failure detector 6 is connected in series between the power switch and the central processing unit, and is used to detect the mains voltage at the power switch and transmit the detected electrical signal to the central processing unit. The central processing unit selects its own power supply circuit through the electrical signal obtained by the mains power failure detector. When the electrical signal provided by the mains power failure detector is a voltage of 0, the central processing unit switches to battery 5 for power supply. When the electrical signal provided by the mains power failure detector is a working voltage, the central processing unit switches to mains power supply.

[0114] In one embodiment, if Fig.17 As shown, in order to enable the battery to be charged, a charger is also included; the battery is electrically connected to the power switch through the charger. The charger is used to charge the battery. When the mains is used to power the central processor and the battery is insufficient, the battery obtains power from the mains power supply through the charger for charging. The charger is composed of multi-stage step-down voltage regulator ICTPS54560 and TD1501 output voltage, which can transform the mains power and adjust it to charge the battery.

[0115] In one embodiment, if Fig.17 As shown, in order to avoid damage to the CPU and various electrical equipment caused by sudden power failure, a voltage stabilizer is also included; the voltage stabilizer is connected in series between the battery and the CPU. The voltage stabilizer uses the controllability of the output of the Q2 P-MOS field effect tube to supply power to the boost ICME2149 with the voltage output of the battery, and then supplies power to the CPU and various parts after secondary voltage stabilization.

[0116] In one embodiment, if Fig.17 As shown, in order to input instructions and set parameters to the central processing unit, a control panel is also included; the control panel is electrically connected to the battery through a voltage stabilizer, and the control panel is connected to the central processing unit for communication. The control panel is a touch panel using touch sensing or key detection, which is used to operate and set the central processing unit. The control panel is powered by the battery after the voltage is adjusted by the voltage stabilizer to ensure the stable operation of the control panel and avoid the control panel from failing to work due to voltage changes or being damaged due to excessive voltage.

[0117] In one embodiment, if Fig.17As shown, in order to visualize the settings and operations in the central processor, a display is also included; the display is communicatively connected to the central processor. The display is used to display the setting parameters of the rail vehicle.

[0118] In one embodiment, if Fig.17 As shown, in order to save data, a memory is also included; the memory is connected to the central processor in communication. The memory adopts a 32Mbit flash access chip.

[0119] The CPU determines that the AC power is working through the AC power failure detector, and the POWER_LOCK signal outputs a high level to ensure that the voltage regulator works normally after a sudden power failure. The BAT_LOCK signal outputs a high level, the Q2 transistor is turned on, causing the Q1P-MOS field effect tube G pole voltage to be pulled down, Q1 is turned on and outputs and boosts 5V through ME2149 to power various functional modules.

[0120] The central processing unit obtains the XYZ three-dimensional angle change information of the gravity sensor and calculates the offset of the XYZ angle. When the calculated angle is greater than the preset value, the central processing unit no longer sends the operation instruction to the electrical driver, thereby stopping the motor. At this time, the menu shows the offset of the XYZ angle.

[0121] The above are only specific implementations of the present invention, but the protection scope of the present invention is not limited thereto. Any other embodiments that can be easily conceived or replaced by any technician familiar with the field within the technical scope disclosed by the present invention should be included in the protection scope of the present invention.

[0122] The present invention is not limited to the above-mentioned embodiments. If various changes or modifications to the present invention do not depart from the spirit and scope of the present invention, and if these changes and modifications fall within the scope of the claims and equivalent technologies of the present invention, the present invention is also intended to include these changes and modifications.

Claims

1. A mobile stage light, characterized in that: It comprises a track, a rail vehicle slidably connected to the track, a telescopic mechanism installed on the rail vehicle, a stage light installed on the telescopic mechanism, and a gravity protection mechanism; the track comprises a track body and an energized rail and a communication rail arranged on the track body along the length direction of the track; the rail vehicle comprises a vehicle body, a traveling mechanism, and a conductive mechanism; the conductive mechanism comprises a first carbon brush assembly and a second carbon brush assembly; the first carbon brush assembly is in electrical contact with the energized rail and is electrically connected to the traveling mechanism; the second carbon brush assembly comprises a first brush group in communication connection with the telescopic mechanism and a second brush group in communication connection with the stage light, and the first brush group and the second brush group are in electrical contact with the communication rail respectively; the gravity protection mechanism comprises a central processing unit arranged in the vehicle body, a gravity sensor arranged at the connection between the rail vehicle and the telescopic mechanism, and a motor driver arranged in the vehicle body and connected to the traveling mechanism; the central processing unit is in communication connection with the gravity sensor and the motor driver respectively; The communication rail includes a plurality of rail grooves fixedly arranged on the rail body; an insulating pad is provided in any rail groove; a conductive strip is provided on the surface of the insulating pad; the first brush group includes a plurality of first communication carbon brushes, and any first communication carbon brush is in electrical contact with any conductive strip; the second brush group includes a plurality of second communication carbon brushes, and any second communication carbon brush is in electrical contact with any conductive strip; any conductive strip is only in electrical contact with the first communication carbon brush or only in electrical contact with the second communication carbon brush; The powered rail includes four conductive slots connected to the rail body, wherein three conductive slots are respectively connected to three phases of a three-phase power supply, and another conductive slot is connected to a ground wire.

2. The mobile stage light according to claim 1, characterized in that: The rail car also includes a three-phase switching switch; the first carbon brush assembly includes a plurality of energized carbon brushes, and any of the conductive slots is in electrical contact with at least one of the energized carbon brushes; the plurality of energized carbon brushes are electrically connected to the three-phase switching switch, and the three-phase switching switch is electrically connected to the walking mechanism.

3. The mobile stage light according to claim 1, characterized in that: The walking mechanism includes a servo motor installed in the vehicle body, a rotating shaft drivingly connected to the servo motor, and a wheel arranged on the rotating shaft; the rotating shaft is connected to the vehicle body through a shock absorbing mechanism; the shock absorbing mechanism includes a mounting plate and a shock absorbing plate, the mounting plate axis is connected to the rotating shaft, and the mounting plate is connected to the shock absorbing plate through a buffer; the shock absorbing plate is fixed to the vehicle body.

4. The mobile stage light according to claim 3, characterized in that: The shock absorbing plate is provided with a shock absorbing long hole whose length direction is the same as the buffering direction of the buffering piece, and is sleeved on the periphery of the shock absorbing limiting piece installed on the outside of the vehicle body through the shock absorbing long hole.

5. The mobile stage light according to claim 3, characterized in that: The servo motor is connected to a driven gear sleeved on a rotating shaft through a flexible transmission member; the flexible transmission member is matched with an adjustment component, and the adjustment component includes a mounting seat slidably connected to the vehicle body, an idler wheel axially arranged on the mounting seat, and an elastic member arranged along the sliding direction of the mounting seat; the sliding direction of the mounting seat intersects with the flexible transmission member; one end of the elastic member is fixedly connected to the mounting seat, and the other end is fixedly connected to the vehicle body; the idler wheel presses against the surface of the flexible transmission member along the sliding direction of the mounting seat.

6. The mobile stage light according to claim 1, characterized in that: It also includes a connecting and fixing mechanism for connecting two sections of track end to end, the head end and the tail end of the track are both provided with a plurality of connecting hole groups, and at least one of the head end and the tail end of the track has a long hole on its side wall, the length direction of the long hole is the same as the length direction of the track; the plurality of connecting hole groups and the long holes are arranged along the length direction of the track; the connecting and fixing mechanism includes a connecting plate and an adjusting key; the connecting plate is provided with a plurality of fixing hole groups matching any connecting hole group, and the plurality of fixing hole groups are arranged along the length direction of the track; the connecting plate is connected to the first track of each of the two adjacent tracks through the adjusting key, and is connected to the second track adjacent to the first track through a fastener penetrating the other fixing hole; the adjusting key penetrates the long hole of the first track and one of the fixing holes of the connecting plate; the length of the connecting plate extending out of the first track is adjusted by changing the position of the adjusting key in the long hole, and the distance between the connecting plate and the first track is adjusted by changing the length of the adjusting key extending into the fixing hole.

7. The mobile stage light according to claim 6, characterized in that: The head end and the tail end of the track are both provided with mounting grooves arranged along the length direction thereof; a plurality of the connection hole groups and the long holes are formed by opening the outer wall of the mounting groove; the mounting groove of the first track and the mounting groove of the second track are connected to form a chamber for accommodating the docking plate.

8. The mobile stage light according to claim 1, characterized in that: The rail vehicle also includes an anti-collision mechanism, which includes a laser sensor and a mechanical switch arranged on the vehicle body for detecting obstacles on the track; the mechanical switch includes a travel switch arranged in the vehicle body and a touch rod installed on the obstacle and cooperating with the travel switch.

Images