RGV track trolley

Abstract

The present application provides a kind of RGV track trolley, belong to RGV trolley technical field, the present application includes trolley main body and guide rail, the trolley main body is equipped with conveying mechanism to convey material, the trolley main body is composed of main frame and the installation shell fixedly installed on main frame, further include: clutch structure, energy storage brake assembly;Through the collaborative work of clutch structure, magnetic coupling structure and energy storage brake assembly, the recycling and brake control of trolley movement kinetic energy are realized, the energy efficiency and stability of trolley are improved, when motor stops working, inertia kinetic energy of trolley is used to generate electricity, and the electric energy is stored in power storage module for subsequent use, thereby prolong the endurance of trolley, at the same time, through the flexible connection and brake control of magnetic coupling structure, the effective adjustment of trolley braking distance is realized, this design not only improves the energy utilization efficiency, also enhances the braking performance and flexibility of trolley.

Description

Technical Field

[0001] This invention relates to the field of RGV (RGV cart) technology, and more specifically, to an RGV track cart. Background Technology

[0002] RGV is an abbreviation for Rail Guided Vehicle, also known as a rail shuttle vehicle. RGV vehicles can be used in warehouses with various high-density storage methods. The vehicle aisles can be designed to be of any length, which can increase the overall storage capacity of the warehouse. Moreover, during operation and control, there is no need for forklifts to enter the aisles, which makes it safer.

[0003] Currently, most shuttles produced by domestic manufacturers are either dual-track linear shuttles or four-wheeled ring-type monorail shuttles. Dual-track linear shuttles, because they are arranged on a straight track, restrict the direction of goods transport, allowing only reciprocating transport. Furthermore, the distance between the outer and inner wheel sets changes when the existing RGV (RGV vehicle) turns, making it prone to deviation from the track and affecting operational safety. Additionally, RGVs typically rely on batteries as their power source, but batteries have limited range. This range issue not only affects the vehicle's continuous operation but may also increase the frequency of battery replacements or charging, thus reducing overall efficiency. While increasing battery capacity can improve the vehicle's range, it also increases weight, negatively impacting the vehicle's motion performance, energy consumption, and manufacturing costs.

[0004] How to invent an RGV track vehicle to solve these problems has become an urgent issue for those skilled in the art. Summary of the Invention

[0005] To overcome the above deficiencies, the present invention provides an RGV track vehicle, which aims to solve the problems mentioned in the background.

[0006] This invention is implemented as follows: This invention provides an RGV (RGV rail trolley) comprising a trolley body and a guide rail. The trolley body is equipped with a conveying mechanism for transporting materials. The trolley body consists of a main frame and a mounting housing fixedly mounted on the main frame. A first sub-shaft, a second sub-shaft, and a connecting shaft are rotatably mounted on the bottom of the main frame. Limiting wheel sets are mounted at the ends of the first sub-shaft, the second sub-shaft, and the connecting shaft. The trolley body is slidably connected to the guide rail via the limiting wheel sets. A motor for driving the trolley body to move is fixedly mounted on the bottom of the main frame. The invention also includes: Clutch structure: The clutch structure is disposed between the first split shaft and the second split shaft, and the first split shaft and the second split shaft are connected by the clutch structure for transmission. Energy storage braking assembly: The energy storage braking assembly is located at the bottom of the main frame. The energy storage braking assembly can recover and utilize the kinetic energy generated by the movement of the vehicle body when the motor stops working, so as to keep the vehicle body stationary.

[0007] Preferably, the output end of the motor is connected to a speed reducer, the output end of the speed reducer is connected to a drive shaft, a first gear is fixedly connected to the drive shaft, a second gear that meshes 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 base, a limiting rod, a sliding seat, and a second slot. The mounting base is fixedly disposed at the bottom of the main frame, and a drive handle is rotatably connected to the mounting base. The limiting rod is fixedly connected to the inner end of the first split shaft, and a limiting strip is fixedly connected to the limiting rod. The sliding seat has a groove inside that matches the limiting strip, and the sliding seat is slidably connected to the limiting strip through the groove. The end of the sliding seat is elastically connected to the first split shaft through a connecting spring.

[0009] Preferably, the sliding seat near the first split axis is provided with a toggle groove, the cross-section of the drive handle is Y-shaped, a lever is installed at the end of the drive handle near the first split axis, and the end of the drive handle away from the first split axis is hinged to the output end of the electric actuator, and the lower end of the lever is located inside the toggle groove.

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

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

[0012] Preferably, the energy storage braking assembly further includes a strip fixedly connected to the sliding seat and a first slot provided in the second pulley. The first slot is positioned facing the strip. The first pulley and the second pulley are connected by belt drive. The rectifier and the energy storage module are fixedly installed inside the mounting housing. A first locking 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 via a wire, the output end of the rectifier is connected to the input end of the energy storage module via a wire, the output end of the energy storage module is connected to the input end of the motor, the transmission shaft and the drive shaft are connected by magnetic coupling, the insert is located outside the first slot in the initial state, and the insert is located inside the first slot when the electric actuator is started.

[0014] The beneficial effects of this invention are: Through the coordinated operation of the clutch structure, magnetic coupling structure, and energy storage braking components, the kinetic energy of the vehicle is recovered and utilized, and braking control is achieved, improving the vehicle's energy efficiency and stability. When the electric motor stops working, the vehicle's inertial kinetic energy is used to generate electricity, which is then stored in the energy storage module for later use, thereby extending the vehicle's range. At the same time, through the flexible connection and braking control of the magnetic coupling structure, the braking distance of the vehicle can be effectively adjusted. This design not only improves energy utilization efficiency but also enhances the vehicle's braking performance and flexibility. Driven by electric actuators, rapid and precise control of the connection and disconnection between the first and second axles is achieved. This flexibility allows the vehicle to quickly adapt to different working environments and task requirements. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the overall structure of an RGV track trolley provided by the present invention; Figure 2 This is a top view schematic diagram of an RGV track trolley provided by the present invention; Figure 3 This is a schematic diagram of the lower view structure of an RGV track trolley provided by the present invention; Figure 4 This is a schematic diagram of the bottom structure of an RGV track trolley provided by the present invention; Figure 5This invention provides an RGV track vehicle. Figure 4 Enlarged structural diagram at point A in the middle; Figure 6 This is a schematic diagram of the RGV track trolley clutch structure when it is not in operation, provided by the present invention; Figure 7 This invention provides an RGV track vehicle. Figure 6 Enlarged structural diagram at point B; Figure 8 This is a schematic diagram of a limiting wheel set structure for an RGV track trolley provided by the present invention; Figure 9 This is a schematic diagram of the working structure of the RGV track trolley clutch structure provided by the present invention; Figure 10 This invention provides an RGV track vehicle. Figure 9 Enlarged structural diagram at point C; Figure 11 This is a schematic diagram of the energy storage braking component structure of an RGV track trolley provided by the present invention.

[0017] In the diagram: 1. Cart body; 2. Conveying mechanism; 3. Limiting wheel set; 4. Guide rail; 5. Motor; 6. Power generation module; 7. Mounting base; 8. First sub-shaft; 9. Sliding seat; 10. Main frame; 11. Mounting housing; 12. Rectifier; 13. Energy 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 rod; 83. Connecting shaft; 91. Insert bar; 92. Actuating groove; 93. Connecting spring; 671. First locking block; 811. Second slot; 812. Second locking block; 813. Pin; 821. Limiting strip. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example 1, refer to Figures 1-10An RGV (RGV track trolley) includes a trolley body 1 and a guide rail 4. A conveying mechanism 2 for conveying materials is installed on the trolley body 1. The trolley body 1 consists of a main frame 10 and a mounting housing 11 fixedly installed 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. Limiting wheel sets 3 are installed at the ends of the first sub-shaft 8, the second sub-shaft 81, and the connecting shaft 83. The trolley body 1 is slidably connected to the guide rail 4 through the limiting wheel sets 3. A motor 5 for driving the trolley body 1 to move is fixedly installed at the bottom of the main frame 10. The trolley body 1 also includes: Clutch structure: The clutch structure is located between the first split shaft 8 and the second split shaft 81, and the first split shaft 8 and the second split shaft 81 are connected by the clutch structure. Energy storage braking component: The energy storage braking component is located at the bottom of the main frame 10. The energy storage braking component can recover and utilize the kinetic energy generated by the movement of the main body 1 when the motor 5 stops working, so as to keep the main body 1 of the vehicle stationary.

[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 that meshes 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 starts, 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, which in turn can 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, which can be a cylinder, hydraulic cylinder, or motor, etc.), a mounting base 7, a limit rod 82, a sliding seat 9, and a second slot 811. The mounting base 7 is fixedly installed at the bottom of the main frame 10. A drive handle 71 is rotatably connected to the mounting base 7. The limit rod 82 is fixedly connected to the inner end of the first split shaft 8. A limit strip 821 is fixedly connected to the limit rod 82. The sliding seat 9 has a groove inside that matches the limit strip 821. The sliding seat 9 is slidably connected to the limit strip 821 through the groove. The end of the sliding seat 9 is elastically connected to the first split shaft 8 through a connecting spring 93.

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

[0023] It should be noted that a pin 813 is fixedly connected to the side wall of the sliding seat 9 near the second gear 54. A second slot 811 matching the pin 813 is provided at the end of the second sub-shaft 81 near the sliding seat 9. A second block 812 is fixedly connected inside the second slot 811. In the initial state, the pin 813 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 pin 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 independent of each other.

[0024] In this embodiment, the initial state (connection state) is as follows: In the initial state, the pin 813 is located inside the second slot 811, and the second slot 812 is fixed inside the second slot 811. This design ensures that the pin 813 can be stably held in the second slot 811 when it is not subjected to external force, thereby maintaining the synchronous rotation between the first sub-shaft 8 and the second sub-shaft 81.

[0025] When the motor 5 starts, it drives the reducer 51, which in turn drives the drive shaft 52 to rotate. The first gear 53 on the drive shaft 52 meshes with the second gear 54 on the second sub-shaft 81, so the second sub-shaft 81 also starts 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, thus 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 limit wheel set 3.

[0026] Electric actuator start-up state (disconnected 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. It drives the drive handle 71 to rotate, which in turn moves the sliding seat 9 through the lever 72. As the sliding seat 9 moves, the pin 813 fixed on its side wall also moves and eventually disengages from the second slot 811. Once the pin 813 is no longer 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 meshing 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 mechanism is disengaged, if the motor 5 continues to operate and attempts to drive the trolley to move, only the part directly connected to the second split shaft 81 will continue to move; while the part connected to the first split shaft 8 will remain stationary or move at different speeds. This allows for flexible control of the moving and stationary parts of the trolley when needed, avoiding the situation where existing trolleys tend to deviate from the track when turning.

[0028] In summary, this clutch structure, through the driving of the electric actuator, the rotation of the drive handle 71, the actuation of the sliding seat 9 by the lever 72, and the engagement of the pin 813 and the second slot 811, achieves flexible control over the connection and disconnection between the first and second sub-shafts 8 and 81. This enables flexible control over both the moving and stationary parts of the trolley, allowing the trolley to adapt to different working environments and task requirements. For example, in situations requiring rapid changes in motion mode or trajectory, the clutch structure can quickly respond and adjust the trolley's operating state. These advantages make this RGV railcar have broader application prospects in fields such as automated material handling and production line management.

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

[0030] Furthermore, the energy storage braking assembly also includes a strip 91 fixedly connected to the sliding seat 9 and a first slot 67 provided in the second pulley 63. The first slot 67 is positioned facing the strip 91. The first pulley 62 and the second pulley 63 are connected by a belt 64. The rectifier 12 and the energy storage module 13 are fixedly installed inside the mounting housing 11. A first locking block 671 is fixedly connected inside the first slot 67. When the clutch mechanism is not activated, even if the first pulley 62 rotates, the second pulley 63 will only rotate freely on the first split shaft 8 under the drive of the belt 64. When the clutch mechanism is activated, the connection between the first split shaft 8 and the second split shaft 81 is disconnected, and the strip 91 will 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 split 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 via a wire, the output end of the rectifier 12 is connected to the input end of the energy storage module 13 via a wire, and the output end of the energy storage module 13 is connected to the input end of the motor 5. The AC power generated by the power generation module 6 is converted into DC power by the rectifier 12 and stored in the energy storage module 13, which can then provide power to the motor 5. The transmission shaft 61 and the drive shaft 52 are connected by magnetic coupling. By controlling the magnitude of the magnetic field 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. In the initial state, the insert 91 is located outside the first slot 67, and at this time the second pulley 63 will only rotate freely. When the electric actuator is started, the insert 91 is located inside the first slot 67, and 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 activated, the first split shaft 8 and the second split shaft 81 are connected by 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 insert 91 is located outside the first slot 67, the second pulley 63 will only spin on the first split shaft 8 and will not rotate synchronously with the first split 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] Clutch mechanism activation: When it is necessary to disconnect the connection between the first split shaft 8 and the second split shaft 81, the electric actuator is activated, driving the pin 813 to disengage from the second slot 811, thereby disconnecting the connection between the first split shaft 8 and the second split shaft 81. At the same time, the insert 91 moves with the sliding seat 9 and inserts into the first slot 67 of the second pulley 63. At this time, the second pulley 63 will rotate synchronously with the first split shaft 8. When braking is required (for example, the trolley needs to decelerate 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 the magnetic coupling structure does not work immediately when the clutch mechanism is activated; it is only activated when braking is required.

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

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

[0037] In summary, this embodiment achieves the recovery and utilization of the kinetic energy of the vehicle and braking control through the coordinated operation of the clutch structure, magnetic coupling structure, and energy storage braking component, thereby improving the vehicle's energy efficiency and stability. When the motor 5 stops working, the vehicle's inertial kinetic energy is used to generate electricity, which is then stored in the energy 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 vehicle is effectively adjusted. This design not only improves energy utilization efficiency but also enhances the vehicle's braking performance and flexibility.

[0038] In this invention, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," "link," and "fix" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, a direct connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0039] The control method of this invention is automatic control through a controller. The control circuit of the controller can be implemented by simple programming by those skilled in the art. The power supply is also common knowledge in the art. Furthermore, since this invention is mainly used to protect mechanical devices, the control method and circuit connection will not be explained in detail here.

[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 energy 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 merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the invention by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the invention should be included within the scope of protection of the invention.

Claims

1. An RGV track trolley, comprising a trolley body (1) and a guide rail (4), wherein a conveying mechanism (2) for conveying materials is provided on the trolley body (1), the trolley body (1) is composed of a main frame (10) and an mounting housing (11) fixedly installed on the main frame (10), wherein a first sub-shaft (8), a second sub-shaft (81) and a connecting shaft (83) are rotatably provided at the bottom of the main frame (10), wherein a limit wheel set (3) is installed at the end of the first sub-shaft (8), the second sub-shaft (81) and the connecting shaft (83), the trolley body (1) is slidably connected to the guide rail (4) through the limit wheel set (3), and a motor (5) for driving the trolley body (1) to move is fixedly installed at the bottom of the main frame (10), characterized in that, Also includes: Clutch structure: The clutch structure is located between the first split shaft (8) and the second split shaft (81), and the first split shaft (8) and the second split shaft (81) are connected by the clutch structure for transmission; the output end of the motor (5) is connected to the reducer (51), the output end of the reducer (51) is connected to the drive shaft (52), the drive shaft (52) is fixedly connected to the first gear (53), and the second split shaft (81) is fixedly connected to the second gear (54) that meshes with the first gear (53). The first gear (54) located inside the main frame (10) is... There is a gap between the ends of the first and second split shafts (81); the clutch structure includes an electric actuator, a mounting base (7), a limiting rod (82), a sliding seat (9), and a second slot (811). The mounting base (7) is fixedly installed at the bottom of the main frame (10). A drive handle (71) is rotatably connected to the mounting base (7). The limiting rod (82) is fixedly connected to the inner end of the first split shaft (8). A limiting strip (821) is fixedly connected to the limiting rod (82). The sliding seat (9) is provided with a fitting that matches the limiting strip (821). The sliding seat (9) is slidably connected to the limiting strip (821) through the sliding groove. The end of the sliding seat (9) is elastically connected to the first split shaft (8) through a connecting spring (93). The sliding seat (9) near the first split shaft (8) is provided with a toggle groove (92). The cross-section of the drive handle (71) is Y-shaped. The end of the drive handle (71) near the first split shaft (8) is equipped with a lever (72). The end of the drive handle (71) away from the first split shaft (8) is hinged to the output end of the electric actuator. The lever (72) 2) The lower end is located inside the actuating groove (92); a pin (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 pin (813) is provided at the end of the second split shaft (81) near the sliding seat (9). A second block (812) is fixedly connected inside the second slot (811). In the initial state, the pin (813) is located inside the second slot (811), and when the electric actuator is started, the pin (813) is located outside the second slot (811). Energy storage braking assembly: The energy storage braking assembly is located at the bottom of the main frame (10). The energy storage braking assembly can recover and utilize the kinetic energy generated by the movement of the trolley body (1) when the motor (5) stops working, so as to keep the trolley body (1) stationary.

2. The RGV track vehicle according to claim 1, characterized in that, The energy storage braking assembly includes a power generation module (6), a rectifier (12), an energy storage module (13), a drive shaft (61), a clamp (65), a second pulley (63), and a limiting plate (66). The power generation module (6) is fixedly installed inside the reducer (51). The drive shaft (61) is rotatably connected to the reducer (51). One end of the drive shaft (61) passes through the winding of the stator of the power generation module (6). The end of the drive shaft (61) located outside the reducer (51) is fixedly connected to a 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 limiting plate (66) is fixedly installed on the outer wall of the reducer (51). The second pulley (63) is limited on both sides by the clamp (65) and the limiting plate (66).

3. The RGV track vehicle according to claim 2, characterized in that, The energy storage braking assembly also includes a strip (91) fixedly connected to the sliding seat (9) and a first slot (67) provided in the second pulley (63). The first slot (67) is positioned facing the strip (91). The first pulley (62) and the second pulley (63) are connected by a belt (64). The rectifier (12) and the energy storage module (13) are fixedly installed inside the mounting housing (11). A first locking block (671) is fixedly connected inside the first slot (67).

4. The RGV track vehicle according to claim 3, characterized in 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 energy storage module (13) through a wire. The output end of the energy storage module (13) is connected to the input end of the motor (5). The transmission shaft (61) and the drive shaft (52) are connected by magnetic coupling. In the initial state, the insert (91) is located outside the first slot (67). When the electric actuator is started, the insert (91) is located inside the first slot (67).

Images