Multi-stage speed change reversing structure for monorail transport vehicle

Abstract

The present invention discloses a multi-stage speed-changing reversing structure for a monorail transport vehicle, and relates to the technical field of monorail transport vehicles. The structure includes: an inclination sensor, a first image collector, a second image collector, a processor, a motor assembly, and a speed-changing reversing assembly. The inclination sensor detects the angle data of the monorail transport vehicle when it is running, the first image collector collects obstacle feature data in front of the monorail transport vehicle in the direction of travel, the second image collector collects track feature data in front of the monorail transport vehicle in the direction of travel, the processor controls the running speed of the motor assembly based on the angle data, obstacle feature data, and track feature data, and the motor assembly drives the speed-changing reversing assembly, which is used to change the speed and direction of the monorail transport vehicle. The arrangement of the above structure can achieve the speed-changing reversing effect of the monorail transport vehicle; at the same time, the monorail transport vehicle can effectively cope with uphill and downhill slopes, obstacles, and curves, and improve the safety of the monorail transport vehicle during travel.

Description

Technical Field

[0001] The invention relates to the technical field of monorail transport vehicles, in particular to a multi-stage speed change reversing structure for monorail transport vehicles. Background Art

[0002] At present, some orchards and planting bases mostly use manual shoulder-carrying to transport vegetables and fruits during the picking process. This transportation method has high labor intensity, low efficiency and high cost. Therefore, a monorail transport vehicle is introduced. Among them, the monorail transport vehicle has the characteristics of light track, simple installation, small footprint, strong climbing ability, high transportation efficiency, and detachable and repeated use. Most of the existing monorail transport vehicles are composed of a tractor, a trailer and a single track. The tractor drives the wheels of the tractor through a power source such as a diesel engine. This has the disadvantage that the speed of the tractor from the top of the mountain to the bottom of the mountain and from the bottom of the mountain to the top of the mountain is the same. However, in reality, for the safety of the monorail transport vehicle, the speed from the top of the mountain to the bottom of the mountain should be less than the speed from the bottom of the mountain to the top of the mountain (from the top of the mountain to the bottom of the mountain, due to the influence of the gravity acceleration of the monorail transport vehicle itself, in order to improve safety, the speed of the tractor should be appropriately reduced). At the same time, the existing monorail transport vehicle lacks effective response when dealing with scenes such as uphill and downhill, curves and obstacles, resulting in certain safety hazards in the driving process of the monorail transport vehicle. Summary of the invention

[0003] In order to achieve the speed change and reversing effect of the monorail transport vehicle and increase the monorail transport vehicle's effective response to uphill and downhill slopes, curves and obstacle scenarios, the present invention provides a multi-stage speed change and reversing structure for the monorail transport vehicle, the structure comprising: an inclination sensor, a first image collector, a second image collector, a processor, a motor assembly and a speed change and reversing assembly, the inclination sensor is used to detect the angle data between the monorail transport vehicle and the horizontal plane during operation, the first image collector is used to collect obstacle feature data in front of the monorail transport vehicle in real time, the second image collector is used to collect track feature data in front of the monorail transport vehicle in real time, the processor is used to control the running speed of the motor assembly based on the angle data, the obstacle feature data and the track feature data, the motor assembly is used to drive the speed change and reversing assembly, and the speed change and reversing assembly is used to change the speed and direction of the monorail transport vehicle.

[0004] Principle of the present invention: by setting a motor assembly and a speed-changing reversing assembly, the motor assembly serves as a power source of the speed-changing reversing assembly, thereby being able to change the speed and direction of the monorail transport vehicle when starting from the top of the mountain to the bottom of the mountain and from the bottom of the mountain to the top of the mountain. When the monorail transport vehicle encounters uphill and downhill, obstacles and curve scenes, the angle data between the running direction of the monorail transport vehicle and the horizontal plane are respectively obtained through the inclination sensor, the feature data of the obstacles existing in front of the driving direction of the monorail transport vehicle are obtained in real time through the first image collector, and the track feature data in front of the driving direction of the monorail transport vehicle is obtained in real time through the second image collector. The processor then controls the running speed of the motor assembly based on the angle data, the obstacle feature data and the track feature data, and controls the speed-changing reversing assembly by controlling the running speed of the motor assembly, thereby controlling the driving speed of the monorail transport vehicle, and finally achieving the effect that the monorail transport vehicle can effectively cope with uphill and downhill, obstacles and curve scenes, thereby improving the safety of the monorail transport vehicle during driving.

[0005] Preferably, the speed change and reversing assembly includes: a first gear shaft, a second gear shaft, a third gear shaft, a first gear lever assembly, a second gear lever assembly and a bracket assembly, the first gear shaft is keyed to a first gear and a second gear with different numbers of teeth, the second gear shaft is keyed to a third gear, a fourth gear, a fifth gear and a sixth gear, and the third gear shaft is keyed to a seventh gear and an eighth gear; the third gear is meshed with the first gear or the fourth gear is meshed with the second gear by moving the first gear lever assembly; the fifth gear is meshed with the seventh gear or the sixth gear is meshed with a gear set for controlling the travel of the monorail transport vehicle by moving the second gear lever assembly; the eighth gear is meshed with a gear set for controlling the travel of the monorail transport vehicle, and the bracket assembly is used to fix the multi-stage speed change and reversing structure.

[0006] The first gear shaft rotates to drive the first gear and the second gear to rotate, and the first gear and the second gear on the first gear shaft have different numbers of teeth. When the first gear lever assembly is moved to make the third gear mesh with the first gear to drive the third gear to rotate, or the fourth gear meshes with the second gear to drive the fourth gear to rotate, because the number of teeth of the first gear is different from the number of teeth of the second gear, this leads to a difference in the number of revolutions of the third gear and the fourth gear at the same time, that is, a difference in the rotation speed of the second gear shaft, because the sixth gear or the eighth gear is related to the rotation speed of the second gear shaft, the difference in the rotation speed of the second gear shaft can affect the rotation speed of the gear set used to control the travel of the monorail transport vehicle, thereby achieving a speed change effect. When the second gear lever assembly is moved to engage the fifth gear and the seventh gear or to engage the sixth gear with the gear set used to control the travel of the monorail transport vehicle, the direction will change when the two gears are engaged and rotated. For example, when a clockwise rotating gear is engaged, it will drive the other gear to rotate counterclockwise. Therefore, when the fifth gear and the seventh gear are engaged to drive the seventh gear to rotate, the rotation direction of the seventh gear is opposite to that of the fifth gear. The rotation of the seventh gear drives the third gear shaft to rotate and finally rotates the eighth gear. The rotation direction of the eighth gear is the same as that of the seventh gear. Because the rotation direction of the sixth gear is the same as that of the fifth gear, the rotation direction of the sixth gear is opposite to that of the eighth gear, thereby achieving the effect of reversing the monorail transport vehicle.

[0007] Preferably, the motor assembly includes a motor, a driving wheel and a driven wheel, the main shaft of the motor is key-connected with the driving wheel, the driving wheel is transmission-connected with the driven wheel, and the first gear shaft is key-connected with the driven wheel. The motor assembly mainly provides power to the above-mentioned speed change reversing assembly. The motor starts to drive the main shaft to rotate, and the rotation of the main shaft drives the driving wheel to rotate. Because the driving wheel is transmission-connected with the driven wheel, it drives the driven wheel to rotate, and finally drives the first gear shaft to rotate through the rotation of the driven wheel.

[0008] Preferably, the processor controls the running speed of the motor assembly based on the angle data, specifically including: judging whether the monorail transport vehicle is in an uphill state or a downhill state based on the angle data; when the monorail transport vehicle is in an uphill state, the processor judges whether the angle information is within a first preset range, and if the angle data is within the first preset range, the processor controls the motor assembly to accelerate; when the monorail transport vehicle is in a downhill state, the processor judges whether the angle data is within a second preset range, and if the angle data is within the second preset range, the processor controls the motor assembly to decelerate.

[0009] Among them, the processor analyzes the monorail transport vehicle in an uphill or downhill state based on the angle data (the angle data of the uphill state should be 0-90°, and the angle data of the downhill state should be 90-180°). When the monorail transport vehicle is in an uphill state, the component of gravity in the forward direction will slow down the speed of the monorail transport vehicle, and the impact of this slowdown will increase as the angle increases, eventually resulting in the monorail transport vehicle not having enough speed to travel upward. Based on the above situation, when the angle data is within the first preset range, the processor controls the motor assembly to accelerate to reduce the impact of the gravity component, so that the monorail transport vehicle can travel upward normally. When the monorail transport vehicle is in a downhill state, the component of gravity in the forward direction will accelerate the speed of the monorail transport vehicle, and the impact of this acceleration will increase as the angle decreases, eventually resulting in the possibility of safety hazards in the monorail transport vehicle. Based on the above situation, when the angle data is within the second preset range, the processor controls the motor assembly to decelerate, reducing the safety hazards caused by the angle factor when the monorail transport vehicle is downhill.

[0010] Preferably, the processor controls the running speed of the motor assembly based on the obstacle characteristic data, specifically including: the processor matches the obstacle characteristic data with preset characteristic data, and if the match is successful, the processor keeps the running speed of the motor assembly unchanged; if the match fails, the processor controls the motor assembly to decelerate.

[0011] Among them, there may be various obstacles on the track where the monorail transport vehicle is traveling. If the monorail transport vehicle does not effectively deal with the obstacles that appear during the driving process, it is very likely to cause the monorail transport vehicle to roll over, causing unnecessary economic losses. However, among these obstacles, there will be some branches and leaves on both sides of the track. These branches and leaves will not have much impact on the driving of the monorail transport vehicle. Therefore, the characteristics of the branches and leaves are used as preset feature data, and the processor matches the obstacle feature data with the preset feature data. If the match is successful, the processor controls the motor component to keep the running speed unchanged. If the match fails, that is, the obstacle is an obstacle other than branches and leaves, the processor controls the motor component to slow down.

[0012] Preferably, the processor controls the running speed of the motor assembly based on the track characteristic data, specifically including: the processor matches the track characteristic data with the preset curve characteristic data, and if the match is successful, the processor controls the motor assembly to decelerate. There are some curves in the track for the monorail transport vehicle. When the monorail transport vehicle passes through these curves, if the speed remains unchanged, it may rush out of the track due to inertia. Therefore, the curve characteristic data in the track is collected as the preset curve characteristic data, and the processor matches the track characteristic data with the preset curve characteristic data in real time. When the match is successful, it means that the vehicle is about to enter the curve, and the processor controls the motor assembly to decelerate and enter the curve.

[0013] Preferably, the processor controls the running speed of the motor assembly based on the track characteristic data and further includes: if the track characteristic data fails to match the preset curve characteristic data, the processor keeps the running speed of the motor assembly unchanged; on the premise that the track characteristic data successfully matches the preset curve characteristic data, the processor controls the motor assembly to decelerate, until the track characteristic data fails to match the preset curve characteristic data, and the processor controls the motor assembly to accelerate.

[0014] Among them, when the track feature data fails to match the preset curve feature data, it means that the monorail transport vehicle has not entered the curve, and the processor controls the motor assembly to maintain the running speed unchanged. There is another situation in which the track feature data fails to match the preset curve feature data, that is, under the premise that the track feature data successfully matches the preset feature data, the processor controls the motor assembly to decelerate and enter the curve, and the second image collector collects the track feature data in real time until the track feature data fails to match the preset curve feature data, indicating that the monorail transport vehicle has exited the curve, and the processor controls the motor assembly to accelerate.

[0015] Preferably, the first gear lever assembly includes a first gear lever, a first fixed card, a first fixed column, a first sliding rod, a first fixed frame and a first fixed wheel, the first fixed wheel is placed between the third gear and the fourth gear and is connected to the first gear shaft, the first fixed frame is provided with three limiting grooves, one end of the first gear lever is placed in any one of the three limiting grooves, the other end of the first gear lever is connected to the top of the first fixed card, the bottom of the first fixed card is fixedly connected to the top of the first fixed column, the bottom of the first fixed column is rotatably connected to the first fixed frame, one end of the first sliding rod is connected to the side of the first fixed column, and the other end of the first sliding rod is connected to the first fixed wheel.

[0016] Among them, one end of the first gear lever is located in any one of the three limit slots. When the first gear lever is needed to change speed, the first gear lever is moved from the limit slot in the middle of the first fixed frame to the limit slots on the left and right sides. The first gear lever drives the first fixed column to rotate through the first fixed card. Since one end of the first sliding bar is connected to the side of the first fixed column, the rotation of the first fixed column drives the first sliding bar to move, and then the movement of the first sliding bar drives the first fixed wheel to slide. Finally, the sliding of the first fixed wheel makes the third gear mesh with the first gear or the fourth gear mesh with the second gear, thereby achieving the effect of changing the speed of the monorail transport vehicle.

[0017] Preferably, the second gear lever assembly includes a second gear lever, a second fixed card, a second fixed column, a second sliding rod, a second fixed frame and a second fixed wheel, the second fixed frame is provided with two limiting grooves, the second fixed wheel is placed on one side of the fifth gear and is connected to the first gear shaft, one end of the second gear lever is placed in any one of the two limiting grooves, the other end of the second gear lever is connected to the top of the second fixed card, the bottom of the second fixed card is fixedly connected to the top of the second fixed column, the bottom of the second fixed column is rotatably connected to the second fixed frame, one end of the second sliding rod is connected to the side of the second fixed column, and the other end of the second sliding rod is connected to the second fixed wheel.

[0018] Among them, one end of the second gear lever is located at any one of the two limit slots. When the second gear lever is needed to change direction, the second gear lever is pushed from one limit slot on the second fixed frame to the other limit slot, and the second gear lever drives the second fixed column to rotate through the second fixed card. Since one end of the second slide bar is connected to the side of the second fixed column, the rotation of the second fixed column drives the second slide bar to move, and then the movement of the second slide bar drives the second fixed wheel to slide. Finally, the sliding of the second fixed wheel causes the fifth gear to mesh with the seventh gear or the sixth gear to mesh with the gear set used to control the travel of the monorail transport vehicle. After the fifth gear and the seventh gear are meshed, the eighth gear is driven to mesh with the gear set used to control the travel of the monorail transport vehicle, thereby achieving the effect of reversing the monorail transport vehicle.

[0019] Preferably, the bracket assembly includes a first baffle, a second baffle, a shell and four cover plates, one end of the first gear shaft, the second gear shaft and the third gear shaft are all rotatably connected to the first baffle, the other ends of the first gear shaft, the second gear shaft and the third gear shaft are all rotatably connected to the second baffle, the shell is used to cover the driving wheel and the driven wheel, the four cover plates are used to cover the first gear shaft, the second gear shaft and the third gear shaft, and the four cover plates are connected to the first baffle and the second baffle on both sides respectively. Among them, the shell plays a role in covering and protecting the driving wheel and the driven wheel. On the one hand, the first baffle and the second baffle serve as the connecting ends at both ends of the first gear shaft, the second gear shaft and the third gear shaft, providing support for the rotation of the first gear shaft, the second gear shaft and the third gear shaft. On the other hand, the first baffle, the second baffle and the four cover plates provide covering and protection for the first gear shaft, the second gear shaft and the third gear shaft.

[0020] One or more technical solutions provided by the present invention have at least the following technical effects or advantages:

[0021] The multi-stage speed-changing reversing structure can achieve the speed-changing reversing effect of the monorail transport vehicle by setting a speed-changing reversing component; the multi-stage speed-changing reversing structure can enable the monorail transport vehicle to effectively cope with uphill and downhill slopes, obstacles and curves by setting an inclination sensor, a first image collector, a second image collector and a processor, thereby improving the safety of the monorail transport vehicle during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings described herein are used to provide a further understanding of the embodiments of the present invention, constitute a part of the present invention, and do not constitute a limitation on the embodiments of the present invention;

[0023] Figure 1 It is a schematic diagram of the device of the multi-stage speed change reversing structure of the present invention;

[0024] Figure 2 It is an internal schematic diagram of the multi-stage speed change reversing structure of the present invention;

[0025] Figure 3 is a schematic structural diagram of a first gear lever assembly and a second gear lever assembly in the present invention;

[0026] Among them, 1-processor, 2-tilt sensor, 3-first image collector, 4-second image collector, 5-housing, 6-first baffle, 7-second baffle, 8-cover, 9-driving wheel, 10-driven wheel, 11-motor, 12-first gear shaft, 13-second gear shaft, 14-third gear shaft, 15-first gear, 16-second gear, 17-third gear, 18-fourth gear, 19-fifth gear, 20-sixth gear, 21-seventh gear, 22-eighth gear, 23-first gear rod, 24-first mounting frame, 25-first fixed card, 26-first fixed column, 27-first slide bar, 28-first fixed wheel, 29-second gear rod, 30-second mounting frame, 31-second fixed card, 32-second fixed column, 33-second slide bar, 34-second fixed wheel. DETAILED DESCRIPTION

[0027] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0028] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those within the scope of this description. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0029] Embodiment 1

[0030] Please refer to Figure 1 , is a schematic diagram of a device of a multi-stage speed-changing reversing structure in the present invention, the structure comprising: an inclination sensor 2, a first image collector 3, a second image collector 4, a processor 1, a motor assembly and a speed-changing reversing assembly, the inclination sensor 2 is used to detect the angle data between the monorail transport vehicle and the horizontal plane when the monorail transport vehicle is running, the first image collector 3 is used to collect obstacle feature data in front of the monorail transport vehicle in real time, the second image collector 4 is used to collect track feature data in front of the monorail transport vehicle in real time, the processor 1 is used to control the running speed of the motor assembly based on the angle data, obstacle feature data and track feature data, the motor assembly is used to drive the speed-changing reversing assembly, and the speed-changing reversing assembly is used to change the speed and direction of the monorail transport vehicle.

[0031] Among them, the inclination sensor 2 includes a dynamic inclination sensor and a static inclination sensor. The static inclination sensor is mainly used to measure the inclination angle of the measured carrier when it is stationary, and the dynamic inclination sensor is used to measure the inclination angle of the measured carrier in a dynamic environment. For the embodiment of the present invention, the dynamic inclination sensor is preferred. The principle of the dynamic inclination sensor is to use the joint action of the gyroscope and the acceleration sensor. The gyroscope performs dynamic measurement, while the acceleration sensor performs static measurement. The two complement each other, combined with optimization measures such as production process and algorithm correction compensation, can accurately measure the angle and change of the moving object. For the selection of the dynamic inclination sensor, you can choose other inclination sensors such as LVT526H dual-axis digital series, 2K-HRTM series or SAI360 series. You can choose according to actual needs, and the present invention does not make specific limitations.

[0032] Among them, the first image collector 3 and the second image collector 4 are respectively used for real-time acquisition of obstacle feature data and track feature data in front of the monorail transport vehicle. The first image collector 3 and the second image collector 4 can be selected from other devices with real-time image acquisition functions such as cameras, video cameras and cameras, and the present invention does not make specific restrictions. The specific models of the first image collector 3 and the second image collector 4 can be selected from other image acquisition devices such as ESP32 series, K210 series or HuskyLens series, which can be selected according to actual needs, and the present invention does not make specific restrictions.

[0033] Among them, processor 1 controls the motor assembly based on angle data, obstacle feature data and track feature data. The specific model of processor 1 can be selected from AVR32, ARM series, DSP series or FPAG series processors, which can be selected according to actual needs and are not specifically limited in the present invention.

[0034] Please refer to Figure 2, is an internal schematic diagram of the multi-stage speed change reversing structure in the present invention, the speed change reversing assembly includes: a first gear shaft 12, a second gear shaft 13, a third gear shaft 14, a first gear lever assembly, a second gear lever assembly and a bracket assembly, the first gear shaft 12 is keyed with a first gear 15 and a second gear 16 with different numbers of teeth, the second gear shaft 13 is keyed with a third gear 17, a fourth gear 18, a fifth gear 19 and a sixth gear 20, and the third gear shaft 14 is keyed with a seventh gear 21 and an eighth gear 22; the third gear 17 is meshed with the first gear 15 or the fourth gear 18 is meshed with the second gear 16 by shifting the first gear lever assembly; the fifth gear 19 is meshed with the seventh gear 21 or the sixth gear 20 is meshed with a gear set for controlling the travel of the monorail transport vehicle by shifting the second gear lever assembly; the eighth gear 22 is meshed with the gear set for controlling the travel of the monorail transport vehicle, and the bracket assembly is used to fix the multi-stage speed change reversing structure. The rotation of the first gear shaft 12 drives the first gear 15 and the second gear 16 to rotate, and the first gear lever assembly is moved to make the third gear 17 mesh with the first gear 15 or the fourth gear 18 mesh with the second gear 16. Because the first gear 15 and the second gear 16 have different numbers of teeth, this leads to a difference in the number of revolutions made by the third gear 17 and the fourth gear 18 in the same time. Because the third gear 17 and the fourth gear 18 are both key-connected to the second gear shaft 13, the rotation of the third gear 17 or the fourth gear 18 drives the second gear shaft 13 to rotate, and the rotation speed of the second gear shaft 13 in the two cases is different. The second gear lever assembly is moved to engage the fifth gear 19 with the seventh gear 21 or to engage the sixth gear 20 with the gear set used to control the travel of the monorail transport vehicle. The second gear shaft 13 rotates to drive the fifth gear 19 and the sixth gear 20 to rotate, and the rotation directions of the fifth gear 19 and the sixth gear 20 are consistent. When the fifth gear 19 is engaged with the seventh gear 21, the fifth gear 19 and the seventh gear 21 rotate in opposite directions. The rotation of the seventh gear 21 drives the third gear shaft 14 to rotate, thereby driving the eighth gear 22 to rotate, and the rotation direction of the seventh gear 21 is consistent with the eighth gear 22, resulting in the sixth gear 20 rotating in the opposite direction to the eighth gear 22. Because the sixth gear 20 and the eighth gear 22 are both used to engage with the gear shaft that controls the travel of the monorail transport vehicle, the direction and speed of the monorail transport vehicle are ultimately changed.

[0035] The motor assembly includes a motor 11, a driving wheel 9 and a driven wheel 10. The main shaft of the motor 11 is key-connected with the driving wheel 9, the driving wheel 9 is transmission-connected with the driven wheel 10, and the first gear shaft 12 is key-connected with the driven wheel 10. The motor assembly is used to provide power for the speed change reversing assembly. The motor 11 starts to drive the main shaft to rotate, and the rotation of the main shaft of the motor 11 drives the driving wheel 9 to rotate. The driving wheel 9 drives the driven wheel 10 to rotate through the transmission connection, and the rotation of the driven wheel 10 drives the first gear shaft 12 to rotate.

[0036] Among them, the processor 1 controls the running speed of the motor assembly based on the angle data specifically including: judging whether the monorail transport vehicle is in an uphill state or a downhill state based on the angle data; when the monorail transport vehicle is in an uphill state, the processor 1 judges whether the angle information is within a first preset range, and if the angle data is within the first preset range, the processor 1 controls the motor assembly to accelerate; when the monorail transport vehicle is in a downhill state, the processor 1 judges whether the angle data is within a second preset range, and if the angle data is within the second preset range, the processor 1 controls the motor assembly to decelerate. When the monorail transport vehicle is in an uphill state, the angle data is 0-90°, and when the monorail transport vehicle is in a downhill state, the angle data is 90-180°, so the driving state of the monorail transport vehicle can be determined by judging the angle data. If it is determined that the monorail transport vehicle is in an uphill state, then it is determined whether the angle data is within the first preset range. For example, if the angle data is 55°, the first preset range is 50-90°, and the angle data is within the first preset range, then the processor 1 controls the motor assembly to accelerate; if it is determined that the monorail transport vehicle is in a downhill state, then it is determined whether the angle data is within the second preset range. For example, if the angle data is 125°, the second preset range is 90-135°, and the angle data is within the second preset range, then the processor 1 controls the motor assembly to decelerate.

[0037] Among them, the processor 1 controls the running speed of the motor component based on the obstacle feature data, specifically including: the processor 1 matches the obstacle feature data with the preset feature data, if the match is successful, the processor 1 keeps the running speed of the motor component unchanged; if the match fails, the processor 1 controls the motor component to decelerate. There are often some obstacles on the track where the monorail transport vehicle is traveling, such as rolling stones on the mountain, tools for farming, and branches and leaves on both sides of the track, but the branches and leaves on both sides of the track do not affect the normal travel of the monorail transport vehicle. Therefore, the branches and leaves on both sides of the track are used as preset feature data, and then the obstacle feature data is matched with the preset feature data. When the match is successful, it means that the obstacle is a branch and a leaf at this time. At this time, the processor 1 keeps the running speed of the motor component unchanged. When the match fails, it means that the obstacle is other obstacles other than branches and leaves, and these obstacles will affect the normal travel of the monorail transport vehicle and may seriously cause the monorail transport vehicle to roll over. Therefore, the processor 1 needs to decelerate the motor component.

[0038] Among them, the processor 1 controls the running speed of the motor assembly based on the track characteristic data, specifically including: the processor 1 matches the track characteristic data with the preset curve characteristic data, and if the match is successful, the processor 1 controls the motor assembly to decelerate. During the driving process of the monorail transport vehicle, there will be some curves. If the original speed is kept unchanged, it is possible that the monorail transport vehicle will run out of the track or roll over due to inertia. Therefore, it is necessary to decelerate before the monorail transport vehicle enters the curve. The track characteristic data is acquired in real time by the second image acquisition device 4, and the processor 1 matches the track characteristic data acquired in real time with the preset curve characteristic data. When the match is successful, it means that the monorail transport vehicle is about to enter the curve, and the processor 1 controls the motor assembly to decelerate.

[0039] Wherein, the processor 1 controls the running speed of the motor assembly based on the track characteristic data and further includes: if the track characteristic data fails to match the preset curve characteristic data, the processor 1 keeps the running speed of the motor assembly unchanged; on the premise that the track characteristic data successfully matches the preset curve characteristic data, the processor controls the motor assembly to decelerate until the track characteristic data fails to match the preset curve characteristic data, and the processor 1 controls the motor assembly to accelerate. When the track characteristic data fails to match the preset curve characteristic data, it means that there is no curve ahead of the monorail transport vehicle at this time, and the processor 1 keeps the running speed of the motor assembly unchanged; on the premise that the track characteristic data successfully matches the preset curve characteristic data, the monorail transport vehicle decelerates to enter the curve, until the track characteristic data fails to match the preset curve characteristic data, indicating that the monorail transport vehicle has exited the curve at this time, and the processor 1 controls the motor assembly to accelerate.

[0040] Please refer to Figure 3, which is a schematic diagram of the structure of the first gear lever assembly and the second gear lever assembly in the present invention. The first gear lever assembly includes a first gear lever 23, a first fixing card 25, a first fixing column 26, a first slide bar 27, a first fixing frame 24 and a first fixing wheel 28. The first fixing wheel 28 is placed between the third gear 17 and the fourth gear 18 and connected to the first gear shaft 12. The first fixing frame 24 is provided with three limiting grooves. One end of the first gear lever 23 is placed in any one of the three limiting grooves. The other end of the first gear lever 23 is connected to the top of the first fixing card 25. The bottom of the first fixing card 25 is fixedly connected to the top of the first fixing column 26. The bottom of the first fixing column 26 is rotatably connected to the first fixing frame 24. One end of the first slide bar 27 is connected to the side of the first fixing column 26. The other end of the first slide bar 27 is connected to the first fixing wheel 28. One end of the first gear lever 23 is located in any one of the three limiting grooves on the first fixing frame 24. The first gear lever 23 is moved from one limiting groove to another limiting groove, driving the first gear lever 23 to rotate, thereby driving the first fixing column 26 to rotate through the first fixing card 25, and then driving the first fixing wheel 28 to slide through the first sliding rod 27, and finally achieving the effect of adjusting the positions of the third gear 17 and the fourth gear 18 by moving the first gear lever 23.

[0041] The second gear lever assembly includes a second gear lever 29, a second fixing card 31, a second fixing column 32, a second sliding rod 33, a second fixing frame 30 and a second fixing wheel 34. The second fixing frame 30 is provided with two limiting grooves. The second fixing wheel 34 is placed on one side of the fifth gear 19 and is connected to the first gear shaft 12. One end of the second gear lever 29 is placed in any one of the two limiting grooves. The other end of the second gear lever 29 is connected to the top of the second fixing card 31. The bottom of the second fixing card 31 is fixedly connected to the top of the second fixing column 32. The bottom of the second fixing column 32 is rotatably connected to the second fixing frame 30. One end of the second sliding rod 33 is connected to the side of the second fixing column 32. The other end of the second sliding rod 33 is connected to the second fixing wheel 34. One end of the second gear lever 29 is placed in any one of the two limit slots on the second fixed frame 30, and the second gear lever 29 is moved from one limit slot to the other limit slot, driving the second gear lever 29 to rotate, thereby driving the second fixed column 32 to rotate through the second fixed card 31, and then driving the second fixed wheel 34 to slide through the second sliding rod 33, and finally achieving the effect of adjusting the positions of the fifth gear 19 and the sixth gear 20 by moving the second gear lever 29.

[0042] The support assembly includes a first baffle plate 6, a second baffle plate 7, a housing 5 and four cover plates 8. One end of the first gear shaft 12, the second gear shaft 13 and the third gear shaft 14 are all rotatably connected to the first baffle plate 6, and the other ends of the first gear shaft 12, the second gear shaft 13 and the third gear shaft 14 are all rotatably connected to the second baffle plate 7. The housing 5 is used to cover the driving wheel 9 and the driven wheel 10. The four cover plates 8 are used to cover the first gear shaft 12, the second gear shaft 13 and the third gear shaft 13. The two sides of the four cover plates 8 are respectively connected to the first baffle plate 6 and the second baffle plate 7. The first baffle plate 6 and the second baffle plate 7 provide support for the rotation of the first gear shaft 12, the second gear shaft 13 and the third gear shaft 14, and the first baffle plate 6 and the second baffle plate 7 in combination with the four cover plates 8 provide coverage and protection for the first gear shaft 12, the second gear shaft 13 and the third gear shaft 14 and their attached gears. The housing 5 provides coverage and protection for the driving wheel 9 and the driven wheel 10.

[0043] In this embodiment, a monorail transport vehicle equipped with a multi-stage speed change reversing structure travels from the foot of a mountain to the top of a mountain. First, the first gear lever 23 is moved to the right limit slot among the three limit slots. At this time, the first gear 15 is meshed with the third gear 17. The second gear lever 29 is moved to the left limit slot among the two limit slots. At this time, the sixth gear 20 is meshed with the gear group used to control the travel of the monorail transport vehicle. The motor 11 is started to drive the driving wheel 9 to rotate, thereby driving the driven wheel 10 to rotate. The driven wheel then drives the first gear 15 on the first gear shaft 12 to rotate, and then drives the third gear 17 to rotate. The rotation of the third gear 17 drives the second gear shaft 13 to rotate, thereby driving the sixth gear 20 to rotate. The sixth gear 20 then drives the gear group used to control the travel of the monorail transport vehicle to rotate, so that the monorail transport vehicle can travel forward at a fast and positive speed. When the monorail transport vehicle encounters a curve during its forward movement, the processor 1 matches the track feature data acquired in real time by the second image acquisition device 4 with the preset curve feature data. If the match is successful, the processor 1 controls the motor assembly to decelerate so that the monorail transport vehicle can decelerate to enter the curve. When the track feature data fails to match the preset curve feature data, it means that the monorail transport vehicle has exited the curve. The processor 1 controls the motor assembly to accelerate so that the monorail transport vehicle accelerates back to normal speed after exiting the curve. When the monorail transport vehicle encounters an uphill section during its travel, the processor 1 determines that the monorail transport vehicle is in an uphill state based on the angle data acquired by the inclination sensor 2, and determines whether the angle data is within the first preset range. The angle data is 55°, and the first preset range is 50-90°. The angle data is within the first preset range, and the processor 1 controls the motor assembly to accelerate. When the monorail transport vehicle encounters an obstacle during its travel, the processor 1 matches the obstacle feature data acquired in real time by the first image collector 3 with the preset feature data. If the match is successful, it means that the obstacle is the branches and leaves on both sides of the track. The processor 1 controls the motor assembly to maintain the operating speed unchanged. When the monorail transport vehicle reaches the top of the mountain, the monorail transport vehicle needs to go from the top of the mountain to the foot of the mountain. The first gear lever 23 is moved to the left limit slot of the three limit slots. At this time, the second gear 16 is meshed with the fourth gear 18, and the second gear lever 29 is moved to the right limit slot of the two limit slots. At this time, the fifth gear 19 is meshed with the seventh gear 20, and the motor 11 is started to drive the driving wheel 9 to rotate, thereby driving the driven wheel 10 to rotate, and the driven wheel then drives the second gear 16 on the first gear shaft 12 to rotate, and then drives the fourth gear 18 to rotate. The rotation of the fourth gear 18 drives the second gear shaft 13 to rotate, and the second gear shaft 13 rotates the fifth gear 15 to rotate, thereby driving the seventh gear 21 to rotate, and the rotation of the seventh gear 21 drives the third gear shaft 14 to rotate, so that the eighth gear 22 rotates, and the eighth gear 22 then drives the gear set used to control the travel of the monorail transport vehicle to rotate, so that the monorail transport vehicle can travel at slow and reverse speeds. The fast, slow, forward and direction mentioned above are all compared with the monorail transport vehicle itself.When the monorail transport vehicle encounters a downhill section, the processor 1 determines that the monorail transport vehicle is in a downhill state based on the angle data, the angle data is 130°, the second preset range is 90-135°, and the angle data is within the second preset range, and the processor 1 controls the motor assembly to decelerate. The above-mentioned data and examples are only for explanation and description, and can be adjusted according to actual needs, and the embodiments of the present invention are not specifically limited.

[0044] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0045] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A multi-stage speed change reversing structure for a monorail transport vehicle, characterized in that: The structure comprises: an inclination sensor, a first image collector, a second image collector, a processor, a motor assembly and a speed-changing reversing assembly, wherein the inclination sensor is used to detect the angle data between the monorail transport vehicle and the horizontal plane when the monorail transport vehicle is running, the first image collector is used to collect obstacle feature data in front of the monorail transport vehicle in real time, the second image collector is used to collect track feature data in front of the monorail transport vehicle in real time, the processor is used to control the running speed of the motor assembly based on the angle data, the obstacle feature data and the track feature data, the motor assembly is used to drive the speed-changing reversing assembly, and the speed-changing reversing assembly is used to change the speed and direction of the monorail transport vehicle; the speed-changing reversing assembly comprises: a first gear shaft, a second gear shaft, a second gear shaft, a third gear shaft, a fourth gear shaft, a fifth ... Two gear shafts, a third gear shaft, a first gear lever assembly, a second gear lever assembly and a bracket assembly, the first gear shaft is keyed with a first gear and a second gear with different numbers of teeth, the second gear shaft is keyed with a third gear, a fourth gear, a fifth gear and a sixth gear, and the third gear shaft is keyed with a seventh gear and an eighth gear; the third gear is meshed with the first gear or the fourth gear is meshed with the second gear by moving the first gear lever assembly; the fifth gear is meshed with the seventh gear or the sixth gear is meshed with a gear set for controlling the travel of the monorail transport vehicle by moving the second gear lever assembly; the eighth gear is meshed with a gear set for controlling the travel of the monorail transport vehicle, and the bracket assembly is used to fix the multi-stage speed change reversing structure.

2. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 1, characterized in that: The motor assembly comprises a motor, a driving wheel and a driven wheel. The main shaft of the motor is key-connected with the driving wheel, the driving wheel is transmission-connected with the driven wheel, and the first gear shaft is key-connected with the driven wheel.

3. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 1, characterized in that: The processor controls the running speed of the motor assembly based on the angle data, specifically including: judging whether the monorail transport vehicle is in an uphill state or a downhill state based on the angle data; when the monorail transport vehicle is in an uphill state, the processor judges whether the angle data is within a first preset range, and if the angle data is within the first preset range, the processor controls the motor assembly to accelerate; when the monorail transport vehicle is in a downhill state, the processor judges whether the angle data is within a second preset range, and if the angle data is within the second preset range, the processor controls the motor assembly to decelerate.

4. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 1, characterized in that: The processor controls the running speed of the motor assembly based on the obstacle feature data specifically including: the processor matches the obstacle feature data with preset feature data; if the match is successful, the processor keeps the running speed of the motor assembly unchanged; if the match fails, the processor controls the motor assembly to decelerate.

5. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 1, characterized in that: The processor controls the running speed of the motor assembly based on the track characteristic data specifically including: the processor matches the track characteristic data with preset curve characteristic data, and if the match is successful, the processor controls the motor assembly to decelerate.

6. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 5, characterized in that: The processor controls the running speed of the motor assembly based on the track characteristic data and further includes: if the track characteristic data fails to match the preset curve characteristic data, the processor keeps the running speed of the motor assembly unchanged; on the premise that the track characteristic data successfully matches the preset curve characteristic data, the processor controls the motor assembly to decelerate, until the track characteristic data fails to match the preset curve characteristic data, and the processor controls the motor assembly to accelerate.

7. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 1, characterized in that: The first gear lever assembly includes a first gear lever, a first fixed card, a first fixed column, a first sliding rod, a first fixed frame and a first fixed wheel, the first fixed wheel is placed between the third gear and the fourth gear and is connected to the first gear shaft, the first fixed frame is provided with three limiting grooves, one end of the first gear lever is placed in any one of the three limiting grooves, the other end of the first gear lever is connected to the top of the first fixed card, the bottom of the first fixed card is fixedly connected to the top of the first fixed column, the bottom of the first fixed column is rotatably connected to the first fixed frame, one end of the first sliding rod is connected to the side of the first fixed column, and the other end of the first sliding rod is connected to the first fixed wheel.

8. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 1, characterized in that: The second gear lever assembly includes a second gear lever, a second fixed card, a second fixed column, a second sliding rod, a second fixed frame and a second fixed wheel, the second fixed frame is provided with two limiting grooves, the second fixed wheel is placed on one side of the fifth gear and is connected to the first gear shaft, one end of the second gear lever is placed in any one of the two limiting grooves, the other end of the second gear lever is connected to the top of the second fixed card, the bottom of the second fixed card is fixedly connected to the top of the second fixed column, the bottom of the second fixed column is rotatably connected to the second fixed frame, one end of the second sliding rod is connected to the side of the second fixed column, and the other end of the second sliding rod is connected to the second fixed wheel.

9. The multi-stage speed change reversing structure for a monorail transport vehicle according to claim 2, characterized in that: The bracket assembly includes a first baffle, a second baffle, an outer shell and four cover plates, one end of the first gear shaft, the second gear shaft and the third gear shaft are rotatably connected to the first baffle, and the other ends of the first gear shaft, the second gear shaft and the third gear shaft are rotatably connected to the second baffle, the outer shell is used to cover the driving wheel and the driven wheel, and the four cover plates are used to cover the first gear shaft, the second gear shaft and the third gear shaft, and the four cover plates are respectively connected to the first baffle and the second baffle on both sides.

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