RGV rail trolley

Abstract

The invention provides an RGV rail trolley, and belongs to the technical field of RGVs, the RGV rail trolley comprises a trolley main body and a guide rail, the trolley main body is provided with a conveying mechanism for conveying materials, the trolley main body is composed of a main frame and a mounting shell fixedly mounted on the main frame, and the RGV rail trolley further comprises a clutch structure and an energy storage brake assembly; through cooperative work of the clutch structure, the magnetic coupling structure and the energy storage braking assembly, recycling and braking control of motion kinetic energy of the trolley are achieved, the energy efficiency and stability of the trolley are improved, when a motor stops working, inertia kinetic energy of the trolley is used for generating electricity, electric energy is stored in the electricity storage module for follow-up use, and the energy efficiency and stability of the trolley are improved. Meanwhile, through flexible connection and brake control of the magnetic coupling structure, effective adjustment of the brake distance of the trolley is achieved, the utilization efficiency of energy is improved through the design, and the brake performance and flexibility of the trolley are enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of RGV trolleys, and in particular to an RGV track trolley. Background Art

[0002] RGV is the abbreviation of rail guided vehicle, also known as rail shuttle trolley. RGV trolley can be used in various warehouses with high-density storage methods. The trolley channel can be designed to be arbitrarily long, which can increase the storage capacity of the entire warehouse. In addition, there is no need for forklifts to enter the aisle during operation control, making it safer.

[0003] At present, most of the shuttle vehicles produced by domestic manufacturers are double-track linear shuttle vehicles and four-wheel ring-type single-track shuttle vehicles. Since the double-track linear shuttle vehicle is arranged on a straight track, this limits the direction of conveying goods and can only transport back and forth. At the same time, when the existing RGV trolley turns, the distance between the outer wheel group and the inner wheel group changes, which is prone to derailment, affecting the safety of the trolley operation; in addition, RGV trolleys usually rely on batteries as a power source, and the battery life is limited. The endurance problem will not only affect the continuous working ability of the trolley, but also may increase the frequency of battery replacement or charging, thereby reducing the overall work efficiency. Although increasing the battery capacity can improve the endurance of the trolley, the increase in battery capacity will also increase the weight, which will have a negative impact on the trolley's motion performance, energy consumption and manufacturing cost.

[0004] How to invent a RGV track trolley to solve these problems has become an urgent problem to be solved by technical personnel in this field. Summary of the invention

[0005] In order to make up for the above shortcomings, the present invention provides an RGV rail trolley, which aims to solve the problems mentioned in the above background.

[0006] The present invention is achieved in that: The present invention provides an RGV rail trolley, comprising a trolley body and a guide rail, wherein a conveying mechanism for conveying materials is arranged on the trolley body, the trolley body is composed of a main frame and a mounting shell fixedly mounted on the main frame, a first sub-shaft, a second sub-shaft and a connecting shaft are rotatably arranged at the bottom of the main frame, and the ends of the first sub-shaft, the second sub-shaft and the connecting shaft are all mounted with a limited wheel set, the trolley body is slidably connected with the guide rail through the limited wheel set, and a motor for driving the trolley body to move is fixedly mounted at the bottom of the main frame, and further comprises: Clutch structure: The clutch structure is arranged between the first sub-shaft and the second sub-shaft, and the first sub-shaft and the second sub-shaft are connected by transmission through the clutch structure; Energy storage brake assembly: The energy storage brake assembly is arranged at the bottom of the main frame. The energy storage brake assembly can recycle the kinetic energy generated by the movement of the trolley body when the motor stops working, so as to make the trolley body stop.

[0007] Preferably, the output end of the motor is connected to a reducer, the output end of the reducer is connected to a drive shaft, a first gear is fixedly connected to the drive shaft, a second gear meshing with the first gear is fixedly connected to the second sub-shaft, and there is a gap between the ends of the first sub-shaft and the second sub-shaft located inside the main frame.

[0008] Preferably, the clutch structure includes an electric actuator, a mounting seat, a limit rod, a sliding seat and a second slot, the mounting seat is fixedly arranged at the bottom of the main frame, a driving handle is rotatably connected to the mounting seat, the limit rod is fixedly connected to the inner end of the first sub-shaft, a limit bar is fixedly connected to the limit rod, a sliding groove matching the limit bar is arranged inside the sliding seat, the sliding seat is slidably connected to the limit bar via the sliding groove, and the end of the sliding seat is elastically connected to the first sub-shaft via a connecting spring.

[0009] Preferably, a toggle groove is provided on the sliding seat near the first sub-axis, the cross-section of the driving handle is Y-shaped, a toggle rod is installed on the end of the driving handle near the first sub-axis, the end of the driving handle away from the first sub-axis is hinged to the output end of the electric actuator, and the lower end of the toggle rod is inside the toggle groove.

[0010] Preferably, a pin is fixedly connected to the side wall of the sliding seat near the second gear, a second slot matching the pin is provided at the end of the second sub-shaft near the sliding seat, a second card block is fixedly connected inside the second slot, the pin in the initial state is located inside the second slot, and the pin is located outside the second slot when the electric actuator is started.

[0011] Preferably, the energy storage brake assembly includes a power generation module, a rectifier, a power storage module, a transmission shaft, a clamp, a second pulley and a limit plate. The power generation module is fixedly arranged inside the reducer, and the transmission shaft is rotatably connected to the reducer. One end of the transmission shaft passes through the winding of the stator of the power generation module, and the end of the transmission shaft located outside the reducer is fixedly connected to the first pulley. The clamp is clamped and installed on the first sub-shaft, and the second pulley is rotatably sleeved on the first sub-shaft. The limit plate is fixedly arranged on the outer wall of the reducer, and the second pulley is limited on both sides by the clamp and the limit plate.

[0012] Preferably, the energy storage brake assembly also includes an insertion strip fixedly connected to the sliding seat and a first slot arranged in the second pulley, the first slot is arranged toward the insertion strip, the first pulley and the second pulley are connected via a belt drive, the rectifier and the power storage module are fixedly arranged inside the mounting shell, and a first card block is fixedly connected inside the first slot.

[0013] Preferably, the output end of the power generation module is connected to the input end of the rectifier through a wire, the output end of the rectifier is connected to the input end of the power storage module through a wire, the output end of the power storage module is connected to the input end of the motor, the transmission shaft and the drive shaft are connected through magnetic coupling, the insertion strip in the initial state is located outside the first card slot, and the insertion strip when the electric actuator is started is located inside the first card slot.

[0014] The beneficial effects of the present invention are: Through the coordinated work of the clutch structure, magnetic coupling structure and energy storage brake components, the kinetic energy of the trolley's movement is recycled and braked, which improves the energy efficiency and stability of the trolley. When the motor stops working, the inertial kinetic energy of the trolley is used to generate electricity, and the electrical energy is stored in the battery module for subsequent use, thereby extending the endurance of the trolley. At the same time, through the flexible connection and braking control of the magnetic coupling structure, the braking distance of the trolley is effectively adjusted. This design not only improves the energy utilization efficiency, but also enhances the braking performance and flexibility of the trolley. Through the drive of the electric actuator, the connection and disconnection between the first sub-axle and the second sub-axle are quickly and accurately controlled. This flexibility enables the trolley to quickly adapt to different working environments and task requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 This is a schematic diagram of the overall structure of an RGV rail vehicle provided by the present invention; Figure 2 This is a schematic diagram of the top view structure of an RGV rail vehicle provided by the present invention; Figure 3 This is a schematic diagram of the bottom view of the structure of an RGV rail vehicle provided by the present invention; Figure 4 This is a schematic diagram of the bottom structure of an RGV rail vehicle provided by the present invention; Figure 5This invention provides an RGV track trolley Figure 4 The enlarged structural diagram at A in the middle; Figure 6 This is a structural schematic diagram of an RGV track trolley clutch structure provided by the present invention when it is not working; Figure 7 This invention provides an RGV track trolley Figure 6 The enlarged structural diagram at B in the middle; Figure 8 This is a schematic diagram of the structure of a RGV rail trolley limiting wheel group provided by the present invention; Fig. 9 This is a schematic diagram of the structure of a RGV track trolley clutch structure provided by the present invention when it is working; Fig.10 This invention provides an RGV track trolley Fig. 9 The enlarged structural diagram at C in the middle; Fig.11 The present invention provides a schematic structural diagram of an RGV rail vehicle energy storage brake assembly.

[0017] In the figure: 1. trolley body; 2. conveying mechanism; 3. limiting wheel set; 4. guide rail; 5. motor; 6. power generation module; 7. mounting seat; 8. first sub-shaft; 9. sliding seat; 10. main frame; 11. mounting shell; 12. rectifier; 13. storage module; 51. reducer; 52. drive shaft; 53. first gear; 54. second gear; 61. transmission shaft; 62. first pulley; 63. second pulley; 64. belt; 65. clamp; 66. limiting plate; 67. first slot; 71. drive handle; 72. lever; 81. second sub-shaft; 82. limiting lever; 83. connecting shaft; 91. insert strip; 92. toggle slot; 93. connecting spring; 671. first block; 811. second slot; 812. second block; 813. latch; 821. limiting strip. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] Embodiment 1, refer to Figure 1-Figure 10, an RGV rail trolley, comprising a trolley body 1 and a guide rail 4, a conveying mechanism 2 for conveying materials is arranged on the trolley body 1, the trolley body 1 is composed of a main frame 10 and a mounting shell 11 fixedly mounted on the main frame 10, a first sub-shaft 8, a second sub-shaft 81 and a connecting shaft 83 are rotatably arranged at the bottom of the main frame 10, and the ends of the first sub-shaft 8, the second sub-shaft 81 and the connecting shaft 83 are all installed with a limited wheel group 3, the trolley body 1 is slidably connected with the guide rail 4 through the limited wheel group 3, and a motor 5 for driving the trolley body 1 to move is fixedly installed at the bottom of the main frame 10, and also includes: Clutch structure: The clutch structure is arranged between the first sub-shaft 8 and the second sub-shaft 81, and the first sub-shaft 8 and the second sub-shaft 81 are connected by transmission through the clutch structure; Energy storage brake assembly: The energy storage brake assembly is arranged at the bottom of the main frame 10. The energy storage brake assembly can recycle the kinetic energy generated by the movement of the trolley body 1 when the motor 5 stops working, so as to make the trolley body 1 stop.

[0020] Furthermore, the output end of the motor 5 is connected to a reducer 51, and the output end of the reducer 51 is connected to a drive shaft 52. A first gear 53 is fixedly connected to the drive shaft 52, and a second gear 54 meshing with the first gear 53 is fixedly connected to the second sub-shaft 81. There is a gap between the ends of the first sub-shaft 8 and the second sub-shaft 81 located inside the main frame 10. When the motor 5 is started, the drive shaft 52 will drive the second sub-shaft 81 to rotate through the meshing of the first gear 53 and the second gear 54, and then drive the first sub-shaft 8 to rotate synchronously, thereby driving the trolley body 1 to move.

[0021] The clutch structure includes an electric actuator (not shown in the figure, it can be a cylinder, a hydraulic cylinder or a motor, etc.), a mounting seat 7, a limit rod 82, a sliding seat 9 and a second slot 811. The mounting seat 7 is fixedly arranged at the bottom of the main frame 10, and a driving handle 71 is rotatably connected to the mounting seat 7. The limit rod 82 is fixedly connected to the inner end of the first sub-shaft 8, and a limit strip 821 is fixedly connected to the limit rod 82. A sliding groove matching the limit strip 821 is arranged inside the sliding seat 9, and the sliding seat 9 is slidably connected to the limit strip 821 through the sliding groove, and the end of the sliding seat 9 is elastically connected to the first sub-shaft 8 via a connecting spring 93.

[0022] A toggle groove 92 is provided on the sliding seat 9 near the first sub-axis 8, and the cross-section of the driving handle 71 is Y-shaped, ensuring that a uniform force can be applied to the sliding seat 9. A toggle rod 72 is installed at the end of the driving handle 71 near the first sub-axis 8, and the end of the driving handle 71 away from the first sub-axis 8 is hinged to the output end of the electric actuator. When the electric actuator is working, it will drive the driving handle 71 to rotate, and then the sliding seat 9 can be moved by the toggle rod 72 at the end of the driving handle 71. The lower end of the toggle rod 72 is inside the toggle groove 92, ensuring that the movement of the toggle rod 72 can effectively act on the sliding seat 9.

[0023] It should be noted that a latch 813 is fixedly connected to the side wall of the sliding seat 9 near the second gear 54, and a second slot 811 matching the latch 813 is provided at the end of the second sub-shaft 81 near the sliding seat 9. A second block 812 is fixedly connected to the inside of the second slot 811. The latch 813 in the initial state is located inside the second slot 811. At this time, the first sub-shaft 8 and the second sub-shaft 81 rotate synchronously. When the electric actuator is started, the latch 813 is located outside the second slot 811. At this time, the first sub-shaft 8 and the second sub-shaft 81 are disconnected and the two are independent of each other.

[0024] In this embodiment, the initial state (connected state): in the initial state, the latch 813 is located inside the second slot 811, and a second block 812 is fixed inside the second slot 811. This design ensures that the latch 813 can be stably maintained in the second slot 811 when no external force is applied, thereby maintaining the synchronous rotation between the first sub-shaft 8 and the second sub-shaft 81.

[0025] When the motor 5 is started, it drives the reducer 51, thereby driving the drive shaft 52 to rotate, and the first gear 53 on the drive shaft 52 is meshed with the second gear 54 on the second sub-shaft 81, so the second sub-shaft 81 will also start to rotate. Since the pin 813 is located in the second slot 811, it actually connects the first sub-shaft 8 and the second sub-shaft 81 together (under the action of the connecting spring 93, the pin 813 will remain inserted into the second slot 811, thereby ensuring that they can rotate as a whole). In this case, the first sub-shaft 8 and the second sub-shaft 81 will rotate synchronously with the drive of the motor 5, and then drive the trolley body 1 to move on the guide rail 4 through the limiting wheel group 3.

[0026] Electric actuator starting state (disconnection state): When it is necessary to disconnect the connection between the first sub-shaft 8 and the second sub-shaft 81, the electric actuator starts to work, which drives the driving handle 71 to rotate, and then drives the sliding seat 9 to move through the lever 72. As the sliding seat 9 moves, the pin 813 fixed on its side wall will also move, and finally disengage from the second slot 811. Once the pin 813 is no longer located in the second slot 811, the connection between the first sub-shaft 8 and the second sub-shaft 81 is disconnected. At this time, although the second sub-shaft 81 is still driven by the rotational force of the motor 5 (through the engagement of the first gear 53 and the second gear 54), the first sub-shaft 8 no longer rotates synchronously with it.

[0027] When the clutch structure is disconnected, if the motor 5 continues to work and tries to drive the trolley to move, only the part directly connected to the second sub-shaft 81 will continue to move; while the part connected to the first sub-shaft 8 will remain stationary or move at different speeds, which allows the moving and stationary parts of the trolley to be flexibly controlled when needed, avoiding the situation in which the existing trolley is prone to deviating from the track when turning.

[0028] In summary, the clutch structure realizes flexible control of the connection and disconnection between the first sub-shaft 8 and the second sub-shaft 81 through the drive of the electric actuator, the rotation of the drive handle 71, the movement of the sliding seat 9 by the lever 72, and the cooperation of the pin 813 and the second slot 811, thereby realizing flexible control of the moving part and the stationary part of the trolley, so that the trolley can adapt to different working environments and task requirements. For example, in situations where it is necessary to quickly change the movement mode or movement trajectory, the clutch structure can quickly respond and adjust the operating state of the trolley. These advantages make the RGV rail trolley have a wider application prospect in the fields of automated material handling and production line management.

[0029] Example 2, refer to Figure 3-Figure 11The energy storage brake assembly includes a power generation module 6, a rectifier 12, a power storage module 13, a transmission shaft 61, a clamp 65, a second pulley 63 and a limit plate 66. The power generation module 6 is fixedly arranged inside the reducer 51. The transmission shaft 61 is rotatably connected to the reducer 51. One end of the transmission shaft 61 passes through the winding of the stator of the power generation module 6. When the transmission shaft 61 (rotor) rotates, a relative motion is generated between the rotor and the magnetic field of the stator of the power generation module 6. This relative motion causes the magnetic flux in the stator winding to change. According to Faraday's law of electromagnetic induction, this changing magnetic flux is in the stator. An electromotive force (voltage) is induced in the sub-winding, and the induced electromotive force generates current in the circuit. This part of the AC current can be converted into DC power by the rectifier 12 and stored in the battery module 13. The end of the transmission shaft 61 located on the outside of the reducer 51 is fixedly connected with the first pulley 62, the clamp 65 is clamped and installed on the first sub-shaft 8, the second pulley 63 is rotatably sleeved on the first sub-shaft 8, the limit plate 66 is fixedly set on the outer side wall of the reducer 51, and the second pulley 63 is limited on both sides by the clamp 65 and the limit plate 66 to ensure the stability of the position of the second pulley 63.

[0030] Furthermore, the energy storage brake assembly also includes an insertion strip 91 fixedly connected to the sliding seat 9 and a first slot 67 arranged in the second pulley 63. The first slot 67 is arranged toward the insertion strip 91. The first pulley 62 and the second pulley 63 are connected through a belt 64. The rectifier 12 and the power storage module 13 are fixedly arranged inside the mounting shell 11. The first block 671 is fixedly connected inside the first slot 67. When the clutch structure is not started, even if the first pulley 62 rotates, the second pulley 63 will only idle on the first sub-shaft 8 driven by the belt 64. When the clutch structure is started, the first sub-shaft 8 and the second sub-shaft 81 are disconnected, and the insertion strip 91 will also move with the sliding seat 9 and be inserted into the first slot 67 of the second pulley 63. At this time, the second pulley 63 will rotate synchronously with the first sub-shaft 8.

[0031] It should be noted that the output end of the power generation module 6 is connected to the input end of the rectifier 12 through a wire, the output end of the rectifier 12 is connected to the input end of the power storage module 13 through a wire, and the output end of the power storage module 13 is connected to the input end of the motor 5. The alternating current generated by the power generation module 6 is converted into direct current by the rectifier 12 and stored in the power storage module 13, thereby providing electrical energy for the motor 5. The transmission shaft 61 and the drive shaft 52 are connected by magnetic coupling. By controlling the magnetic field size between the adjacent sections of the transmission shaft 61 and the drive shaft 52, the connection force between the transmission shaft 61 and the drive shaft 52 can be controlled. This control can achieve a flexible connection between the transmission shaft 61 and the drive shaft 52 to adapt to different working conditions and load requirements. The insertion strip 91 in the initial state is located outside the first slot 67. At this time, the second pulley 63 will only idle. When the electric actuator is started, the insertion strip 91 is located inside the first slot 67. At this time, the second pulley 63 rotates with the movement of the first sub-shaft 8.

[0032] In this embodiment, in the initial state: when the clutch structure is not started, the first sub-shaft 8 and the second sub-shaft 81 are connected to each other through the pin 813 and the second slot 811, and rotate synchronously. At this time, even if the first pulley 62 drives the second pulley 63 to rotate through the belt 64, since the insertion strip 91 is located outside the first slot 67, the second pulley 63 will only idle on the first sub-shaft 8 and will not rotate synchronously with the first sub-shaft 8. At this time, the magnetic coupling structure does not work, and there is no connection between the transmission shaft 61 and the drive shaft 52.

[0033] The clutch structure is started: when it is necessary to disconnect the connection between the first sub-shaft 8 and the second sub-shaft 81, the electric actuator is started, driving the latch 813 to disengage from the second slot 811, thereby disconnecting the connection between the first sub-shaft 8 and the second sub-shaft 81. At the same time, the insertion strip 91 moves with the sliding seat 9 and is inserted into the first slot 67 of the second pulley 63. At this time, the second pulley 63 will rotate synchronously with the first sub-shaft 8. When braking is required (for example, the trolley needs to slow down or stop), the magnetic coupling structure starts to work, and the transmission shaft 61 and the drive shaft 52 are connected through magnetic coupling.

[0034] It should be noted that when the clutch structure is activated, the magnetic coupling structure does not work immediately, and it will only be activated when braking is required.

[0035] Energy storage braking: When the clutch structure is started and the motor 5 stops working, under the action of inertia, the limiting wheel set 3 will still drive the first sub-shaft 8 and the second sub-shaft 81 to rotate, and the movements of the two are independent. At this time, the second pulley 63 rotating with the first sub-shaft 8 will drive the first pulley 62 to continue to rotate through the belt 64, and then the transmission shaft 61 will also rotate (its rotation direction is the same as the sub-shaft direction), and a relative motion will occur between the transmission shaft 61 (as a rotor) and the stator of the power generation module 6. This relative motion causes the magnetic flux in the stator winding to change. According to Faraday's law of electromagnetic induction, this change The magnetic flux induces an electromotive force (voltage) in the stator winding, and the induced electromotive force generates an alternating current in the circuit. This part of the alternating current is converted into direct current through the rectifier 12. The function of the rectifier 12 is to convert the alternating current into direct current so that it can be stored in the power storage module 13. The converted direct current is stored in the power storage module 13. The power storage module 13 is usually a battery pack or a capacitor pack, which is used to store electrical energy and provide electrical energy when needed. The output end of the power storage module 13 is connected to the input end of the motor 5. Therefore, when the motor 5 needs electrical energy, it can be obtained from the power storage module 13.

[0036] The direction of the drive shaft 52 is opposite to that of the transmission shaft 61. At this time, the magnetic coupling structure between the transmission shaft 61 and the drive shaft 52 starts to work. Magnetic coupling is a non-contact connection method. The connection force is adjusted by controlling the size of the magnetic field between the two magnetic components. The connection force between the transmission shaft 61 and the drive shaft 52 can be controlled by controlling the size of the magnetic field between the adjacent sections of the transmission shaft 61 and the drive shaft 52. This control can achieve a flexible connection between the transmission shaft 61 and the drive shaft 52 to adapt to different working conditions and load requirements. Through the different directions of the drive shaft 52 and the transmission shaft 61, the force between the two can be gradually offset, thereby achieving braking of the trolley. By controlling the strength of the magnetic coupling magnetic field, the braking distance can be effectively controlled.

[0037] In summary, this embodiment realizes the recovery and utilization of the kinetic energy of the trolley and braking control through the coordinated work of the clutch structure, the magnetic coupling structure and the energy storage brake assembly, thereby improving the energy efficiency and stability of the trolley. When the motor 5 stops working, the inertial kinetic energy of the trolley is used to generate electricity, and the electrical energy is stored in the power storage module 13 for subsequent use. At the same time, through the flexible connection and braking control of the magnetic coupling structure, the braking distance of the trolley is effectively adjusted. This design not only improves the energy utilization efficiency, but also enhances the braking performance and flexibility of the trolley.

[0038] In the present invention, unless otherwise clearly specified and limited, the terms "set", "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0039] The control method of the present invention is automatic control through a controller. The control circuit of the controller can be implemented by simple programming by technicians in this field. The provision of power is also common knowledge in this field. The present invention is mainly used to protect mechanical devices, so the present invention will no longer explain the control method and circuit connection in detail.

[0040] It should be noted that the specific models and specifications of the motor 5, electric actuator, magnetic coupling structure, power generation module 6, rectifier 12 and storage module 13 need to be selected and determined according to the actual specifications of the device. The specific selection calculation method adopts the existing technology in this field, so it will not be described in detail.

[0041] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An RGV rail trolley, comprising a trolley body (1) and a guide rail (4), wherein a conveying mechanism (2) for conveying materials is arranged on the trolley body (1), the trolley body (1) is composed of a main frame (10) and a mounting shell (11) fixedly mounted on the main frame (10), a first sub-shaft (8), a second sub-shaft (81) and a connecting shaft (83) are rotatably arranged at the bottom of the main frame (10), and the ends of the first sub-shaft (8), the second sub-shaft (81) and the connecting shaft (83) are all mounted with a limiting wheel set (3), the trolley body (1) is slidably connected to the guide rail (4) via the limiting wheel set (3), and a motor (5) for driving the trolley body (1) to move is fixedly mounted at the bottom of the main frame (10), characterized in that: Also includes: Clutch structure: the clutch structure is arranged between the first sub-shaft (8) and the second sub-shaft (81), and the first sub-shaft (8) and the second sub-shaft (81) are connected in transmission via the clutch structure; Energy storage brake assembly: The energy storage brake assembly is arranged at the bottom of the main frame (10), and the energy storage brake assembly can recycle the kinetic energy generated by the movement of the trolley body (1) when the motor (5) stops working, so as to make the trolley body (1) stationary.

2. The RGV rail vehicle according to claim 1, characterized in that: The output end of the motor (5) is connected to a reducer (51), the output end of the reducer (51) is connected to a drive shaft (52), a first gear (53) is fixedly connected to the drive shaft (52), a second gear (54) meshing with the first gear (53) is fixedly connected to the second sub-shaft (81), and a gap exists between the ends of the first sub-shaft (8) and the second sub-shaft (81) located inside the main frame (10).

3. The RGV rail vehicle according to claim 2, characterized in that: The clutch structure comprises an electric actuator, a mounting seat (7), a limiting rod (82), a sliding seat (9) and a second clamping groove (811); the mounting seat (7) is fixedly arranged at the bottom of the main frame (10); a driving handle (71) is rotatably connected to the mounting seat (7); the limiting rod (82) is fixedly connected to the inner end of the first sub-shaft (8); a limiting strip (821) is fixedly connected to the limiting rod (82); a sliding groove matching the limiting strip (821) is arranged inside the sliding seat (9); the sliding seat (9) is slidably connected to the limiting strip (821) via the sliding groove; and an end of the sliding seat (9) is elastically connected to the first sub-shaft (8) via a connecting spring (93).

4. The RGV rail vehicle according to claim 3, characterized in that: A toggle groove (92) is provided on the sliding seat (9) close to the first sub-shaft (8); the cross section of the driving handle (71) is Y-shaped; a toggle rod (72) is installed at the end of the driving handle (71) close to the first sub-shaft (8); the end of the driving handle (71) away from the first sub-shaft (8) is hinged to the output end of the electric actuator; the lower end of the toggle rod (72) is located inside the toggle groove (92).

5. The RGV rail vehicle according to claim 3, characterized in that: A latch pin (813) is fixedly connected to a side wall of the sliding seat (9) near the second gear (54); a second clamping groove (811) matching the latch pin (813) is provided at the end of the second sub-shaft (81) near the sliding seat (9); a second clamping block (812) is fixedly connected inside the second clamping groove (811); the latch pin (813) is located inside the second clamping groove (811) in an initial state; and the latch pin (813) is located outside the second clamping groove (811) when the electric actuator is started.

6. The RGV rail vehicle according to claim 3, characterized in that: The energy storage brake assembly comprises a power generation module (6), a rectifier (12), a power storage module (13), a transmission shaft (61), a clamp (65), a second pulley (63) and a limit plate (66); the power generation module (6) is fixedly arranged inside the reducer (51); the transmission shaft (61) is rotatably connected to the reducer (51); one end of the transmission shaft (61) passes through the winding of the stator of the power generation module (6); the end of the transmission shaft (61) located outside the reducer (51) is fixedly connected to the first pulley (62); the clamp (65) is clamped and mounted on the first sub-shaft (8); the second pulley (63) is rotatably sleeved on the first sub-shaft (8); the limit plate (66) is fixedly arranged on the outer side wall of the reducer (51); and the second pulley (63) is double-sidedly limited by the clamp (65) and the limit plate (66).

7. The RGV rail vehicle according to claim 6, characterized in that: The energy storage brake assembly further comprises an insertion strip (91) fixedly connected to the sliding seat (9) and a first clamping groove (67) arranged in the second pulley (63); the first clamping groove (67) is arranged towards the insertion strip (91); the first pulley (62) and the second pulley (63) are connected by a belt (64); the rectifier (12) and the power storage module (13) are fixedly arranged inside the mounting housing (11); and a first clamping block (671) is fixedly connected inside the first clamping groove (67).

8. The RGV rail vehicle according to claim 7, characterized in that: The output end of the power generation module (6) is connected to the input end of the rectifier (12) via a wire, the output end of the rectifier (12) is connected to the input end of the power storage module (13) via a wire, the output end of the power storage module (13) is connected to the input end of the motor (5), the transmission shaft (61) and the drive shaft (52) are connected via magnetic coupling, the insertion strip (91) is located outside the first card slot (67) in the initial state, and the insertion strip (91) is located inside the first card slot (67) when the electric actuator is started.

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