Modular embedded parts transfer system

Abstract

This invention discloses a modular embedded part transfer system, relating to the field of material transfer technology. The modular embedded part transfer system includes modularly combinable standardized transfer modules, a rail-mounted transfer vehicle with wheels mounted on load-bearing guide rails, a docking mechanism consisting of a docking guide cone sleeve and a positioning cone pin, as well as a monitoring module, a path planning module, and a collaborative scheduling module. This invention achieves rapid path reconfiguration through modular design to improve production line flexibility, avoids conflicts through multi-vehicle collaborative scheduling to improve operational efficiency, and eliminates secondary positioning through floating adaptive docking to improve docking accuracy.

Description

Technical Field

[0001] This invention relates to the field of material handling technology, and in particular to a modular embedded part handling system. Background Technology

[0002] In the automated production line for embedded steel plates of bridge contact wires, frequent workpiece transfer operations are required between various stations such as welding, inspection, buffering, and unloading. Existing technologies mainly rely on fixed conveyor lines or independent automated guided vehicles for material handling, but these solutions have many technical bottlenecks.

[0003] Fixed conveyor lines, employing traditional roller or chain structures, have a completely fixed path layout, making them unsuitable for dynamic adjustments or capacity expansions. When production processes require changes to the number of workstations or the sequence of processes, the conveyor's mechanical structure must undergo large-scale modifications, involving track removal, re-laying, and system debugging. This results in lengthy modification cycles and significantly increased costs, severely hindering the flexible upgrading of production lines. While independent automated guided vehicles (AGVs) offer a degree of freedom of movement, scheduling and management face severe challenges when multiple devices operate densely within a confined space. Path intersections and localized congestion are prone to occur between devices, necessitating highly complex central scheduling algorithms and real-time traffic control mechanisms for coordination. This not only increases the difficulty of system development and maintenance but also allows a single device failure to trigger a chain reaction, leading to a decrease in overall transfer efficiency. Furthermore, the positioning accuracy between transfer equipment and workstation tooling is generally insufficient. Due to mechanical vibration, environmental interference, or system errors, secondary positioning operations are often required during workpiece transfer. This not only prolongs auxiliary time but also introduces cumulative positioning deviations, affecting subsequent processing accuracy and production continuity. The aforementioned problems collectively restrict the flexibility, operational efficiency, and docking reliability of the production line, necessitating the development of a new transfer solution that can achieve flexible combination and expansion of paths through modular design, while possessing autonomous collaborative scheduling capabilities to avoid operational conflicts and ensuring high-precision docking with workstation tooling. Summary of the Invention

[0004] The main objective of this invention is to propose a modular embedded part transfer system, which aims to achieve flexible combination and expansion of paths through modular design, while possessing autonomous collaborative scheduling capabilities to avoid operational conflicts and ensuring high-precision docking with workstation tooling.

[0005] To achieve the above objectives, the present invention proposes a modular embedded part transfer system, comprising: Multiple standardized transfer modules are provided. Each standardized transfer module includes a module base, a module track disposed on the upper surface of the module base, and a module connection interface disposed on the side of the module base. Adjacent standardized transfer modules are mechanically connected through the module connection interface. The module track includes two parallel load-bearing guide rails. Multiple rail transfer vehicles, each of which includes a vehicle body, a set of wheels located at the bottom of the vehicle body and in rolling contact with the load-bearing guide rail, a drive motor located inside the vehicle body and connected to the set of wheels for transmission, and a workpiece carrying platform located on the upper surface of the vehicle body. A docking guide cone sleeve, wherein the docking guide cone sleeve is fixed to the workstation tooling base; A positioning cone pin is provided on the workpiece bearing platform and cooperates with the docking guide cone sleeve. When the rail transfer vehicle runs to the docking position of the workstation, the positioning cone pin is inserted into the docking guide cone sleeve to achieve high-precision docking between the workpiece bearing platform and the workstation tooling. The monitoring module is used to monitor the position and status of each of the track transfer vehicles in real time; A route planning module, which is used to plan the optimal transit route; A collaborative scheduling module is used to coordinate multiple rail transfer vehicles to avoid conflicts. The monitoring module interacts with each of the rail transport vehicles via a wireless communication unit located in the standardized transport module.

[0006] The technical solution of this invention achieves rapid mechanical reconfiguration of the path by setting up a modular, standardized transfer module (including a module base, load-bearing guide rails, and module connection interfaces) and utilizing male and female connectors and locking buckles; stable transfer is achieved by a rail transfer vehicle (including a drive motor and workpiece carrying platform) with wheels mounted on the load-bearing guide rails; adaptive high-precision docking is achieved by setting positioning cone pins on the workpiece carrying platform and engaging with docking guide cone sleeves of the workstation fixtures, utilizing a floating platform carrying plate (cross-shaped guide rail pairs and a center return spring); real-time monitoring of multiple vehicles, dynamic path planning, and conflict coordination scheduling are achieved through a monitoring module (position sensors and sensing markers), a path planning module (dynamic path planning algorithm), and a collaborative scheduling module (virtual lane occupancy and speed adjustment strategy); and flexible path switching is achieved through a reversing mechanism (reversing base, reversing rails, and reversing drive components). Thus, through the synergistic effect of modular path reconfiguration, stable wheel-rail transfer, floating adaptive docking, and intelligent collaborative scheduling, the technical defects of insufficient production line flexibility, multi-vehicle operation conflicts, and low docking accuracy are systematically solved, achieving efficient, flexible, and high-precision transfer of embedded parts. Attached Figure Description

[0007] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0008] Figure 1 This is a schematic diagram of an embodiment of the modular embedded part transfer system provided by the present invention.

[0009] Explanation of icon numbers: 100. Rail transfer vehicle; 200. Docking guide cone sleeve; 300. Reversing base; 400. Workpiece bearing platform; 500. Modular track; 600. Cross-shaped guide rail pair; 700. Module connection interface.

[0010] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0011] 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 a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0012] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0013] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0014] In the automated production line for embedded steel plates of bridge contact wires, there are significant technical defects in the transfer process between welding, inspection, buffering, and unloading stations. Fixed conveyor lines, due to their fixed paths, are difficult to adapt to adjustments in production line layout or changes in processes, resulting in insufficient system flexibility. Independent AGV transfer systems, when multiple devices operate in coordination, have high scheduling complexity and are prone to path conflicts and congestion in confined spaces. In addition, the docking accuracy between transfer equipment and station tooling is limited, requiring secondary positioning during workpiece transfer, which increases auxiliary operation time and positioning errors, thus affecting key performance indicators such as production line adaptability, system operating efficiency, and docking accuracy.

[0015] For example, in actual production scenarios, when a production line needs to expand its capacity by adding a new inspection station, the existing fixed conveyor line must undergo physical structural adjustments, resulting in prolonged production line downtime. Simultaneously, when multiple AGVs operate in overlapping workstation areas, frequent traffic conflicts occur, requiring real-time intervention from a central dispatch system to coordinate the traffic order. Furthermore, during the docking of the rail-mounted transfer vehicle with the workstation, insufficient positioning accuracy leads to slight deviations between the workpiece carrying platform and the workstation fixtures, necessitating manual fine-tuning by operators. This not only prolongs the transfer cycle but also introduces human error, reducing the positioning reliability of subsequent processing steps.

[0016] If the above technical problems are not solved, the production line will not be able to quickly adjust its layout, affecting production continuity; low transfer efficiency will restrict the overall capacity increase; docking accuracy problems will lead to cumulative errors in subsequent processing steps, affecting product quality stability, thereby increasing the risk of production interruption and making quality control more difficult.

[0017] To address this technical problem, this invention proposes a modular embedded parts transfer system.

[0018] Please see Figure 1In one embodiment of the present invention, the modular embedded part transfer system includes multiple standardized transfer modules, multiple rail transfer vehicles 100, docking guide cone sleeves 200, positioning cone pins, a monitoring module, a path planning module, and a collaborative scheduling module. Each standardized transfer module includes a module base, a module track 500 disposed on the upper surface of the module base, and a module connection interface 700 disposed on the side of the module base. Adjacent standardized transfer modules are mechanically connected through the module connection interface 700. The module track 500 includes two parallel load-bearing guide rails. Each rail transfer vehicle 100 includes a vehicle body, a set of running wheels disposed at the bottom of the vehicle body and in rolling contact with the load-bearing guide rails, and a drive unit disposed in the vehicle body and connected to the running wheels for transmission. The system includes a motor and a workpiece carrying platform 400 mounted on the upper surface of the vehicle body; a docking guide cone sleeve 200 fixed to the workstation fixture base; a positioning cone pin mounted on the workpiece carrying platform 400 and cooperating with the docking guide cone sleeve 200; when the rail transfer vehicle 100 runs to the workstation docking position, the positioning cone pin inserts into the docking guide cone sleeve 200 to achieve high-precision docking between the workpiece carrying platform 400 and the workstation fixture; a monitoring module for real-time monitoring of the position and status of each rail transfer vehicle 100; a path planning module for planning the optimal transfer path; and a collaborative scheduling module for coordinating multiple rail transfer vehicles 100 to avoid conflicts; wherein, the monitoring module interacts with each rail transfer vehicle 100 through a wireless communication unit mounted on the standardized transfer module.

[0019] For ease of understanding, the following explains some key terms in this embodiment: Modular Embedded Part Transfer System: This system aims to achieve flexible, efficient, and high-precision transfer of embedded parts between various workstations in an automated production line. Its core concept is to modularize the transfer paths and equipment to adapt to rapid adjustments and expansions in the production line layout.

[0020] Standardized transfer module: This module is the basic unit that constitutes the transfer path, with uniform dimensions and connection standards. By splicing multiple standardized transfer modules, transfer paths can be quickly built or modified, thereby improving the system's flexibility.

[0021] Modular track 500: This modular track 500 is a load-bearing structure set on the upper surface of the standardized transfer module, used to guide the rail transfer vehicle 100 to run along a preset path. It usually consists of two parallel load-bearing guide rails, providing stable support and guidance for the rail transfer vehicle 100.

[0022] Rail transfer vehicle 100: This rail transfer vehicle 100 is a mobile unit responsible for carrying and transferring embedded parts. It runs on the modular track 500, and achieves autonomous movement through a drive motor and a set of wheels, transferring workpieces from one workstation to another.

[0023] Workpiece support platform 400: This workpiece support platform 400 is a structure installed on the upper surface of the rail transfer vehicle 100, used for placing and fixing the embedded parts to be transferred. Its design must ensure the stability and safety of the workpiece during the transfer process.

[0024] The docking guide cone sleeve 200 and the positioning cone pin: The docking guide cone sleeve 200 is usually fixed to the base of the workstation fixture, while the positioning cone pin is set on the workpiece carrying platform 400 of the rail transfer vehicle 100. The two work together to achieve high-precision positioning and docking between the workpiece carrying platform 400 and the workstation fixture by inserting the cone pin into the cone sleeve when the rail transfer vehicle 100 arrives at the workstation, thereby reducing the need for secondary positioning.

[0025] Monitoring Module: This module is responsible for acquiring real-time information on the location, speed, and operating status of each track-transfer vehicle 100 in the system. This data is the foundation for path planning and coordinated scheduling, ensuring the safe and efficient operation of the system.

[0026] Route planning module: Based on data provided by the monitoring module and the transfer task requirements, this module calculates the optimal operating route for each rail transfer vehicle. Its goal is to optimize transfer efficiency, avoid congestion, and reduce energy consumption.

[0027] Coordinated Scheduling Module: This module coordinates the operation of multiple rail transfer vehicles 100 on a shared track, avoiding potential conflicts and collisions. Through a reasonable scheduling strategy, the overall transfer capacity and efficiency of the system can be maximized.

[0028] Wireless communication unit: This wireless communication unit is a communication device installed on the standardized transfer module. It is used to conduct wireless data exchange between the monitoring module and the rail transfer vehicle 100, so as to realize the real-time transmission of information and the issuance of instructions.

[0029] This embodiment provides a modular embedded part transfer system, whose main technical features include multiple standardized transfer modules, multiple rail transfer vehicles 100, docking guide cone sleeves 200, positioning cone pins, monitoring modules, path planning modules, and collaborative scheduling modules.

[0030] The system comprises multiple standardized transfer modules. Each standardized transfer module can consist of a simple rectangular or square base, which can be a welded steel plate structure or an aluminum profile frame structure. A module track 500 can be installed on the upper surface of the module base, for example, by directly welding or bolting two steel rails to the module base. A module connection interface 700 can be installed on the side of the module base, for example, by providing simple bolt holes and bolts at the edge of the module base, through which adjacent standardized transfer modules are mechanically connected. The module track 500 can include two parallel load-bearing guide rails, which can be ordinary rectangular cross-section steel bars or circular cross-section steel rods, used to support and guide the rail transfer vehicle 100.

[0031] The system also includes multiple rail transfer vehicles 100. Each rail transfer vehicle 100 can consist of a vehicle body, which can be a simple box structure. A set of wheels can be installed at the bottom of the vehicle body, for example, by directly mounting multiple ordinary rollers on the bottom of the vehicle body and making them roll in contact with the load-bearing guide rails. A drive motor, for example, a DC motor, can be installed inside the vehicle body, connected to the set of wheels via a belt or chain to drive the rail transfer vehicle 100 to move. A workpiece bearing platform 400, for example, a flat metal plate, can be installed on the upper surface of the vehicle body for placing embedded parts.

[0032] To facilitate docking at workstations, the system is equipped with a docking guide cone sleeve 200. This docking guide cone sleeve 200 can be a simple metal tapered hole structure, which is fixed to the workstation fixture base by welding or bolting.

[0033] The positioning cone pin mates with the docking guide cone sleeve 200. This positioning cone pin can be a simple conical metal pin, which is fixed to the bottom of the workpiece carrying platform 400 by bolts. When the rail transfer car 100 moves to the docking position, the positioning cone pin is designed to insert into the docking guide cone sleeve 200, thereby achieving the initial positioning of the workpiece carrying platform 400 and the station tooling.

[0034] To manage and control the system, a monitoring module is also included. This monitoring module can consist of a series of simple photoelectric sensors or limit switches arranged along the length of the module track 500 to detect whether the track transfer vehicle 100 has passed a specific location. These sensors can roughly determine the position and operating status of each track transfer vehicle 100. The monitoring module interacts with each track transfer vehicle 100 via a wireless communication unit located on the standardized transfer module; for example, it transmits sensor signals to the central control system via a simple radio transceiver module.

[0035] The system further includes a path planning module. This module can be a preset fixed path table, which assigns a fixed transfer path to each rail transfer vehicle 100 based on the transfer task. When there are multiple transfer tasks, the system executes them sequentially according to a preset priority order.

[0036] In addition, the system also includes a collaborative scheduling module. This module can employ a simple queuing mechanism, where when multiple rail transfer vehicles 100 need to pass through the same track segment, the vehicles that arrive first have priority, while the vehicles that arrive later stop and wait until the track ahead is cleared.

[0037] The following example will provide a more detailed explanation of the above technical solution: In an automated production line for embedded steel plates used in bridge contact wire systems, there are welding stations, inspection stations, and unloading stations. These stations require frequent transfer of embedded parts. To address the issues of insufficient flexibility in traditional fixed conveyor lines and complex independent AGV scheduling, and to improve the accuracy of station docking, a modular embedded part transfer system is deployed in this embodiment.

[0038] First, based on the production line layout, multiple standardized transfer modules are quickly assembled to form a circular or branching transfer path. Each standardized transfer module includes a module base, a module track 500, and a module connection interface 700. For example, where a turn is required, a standardized transfer module with an arc-shaped track can be assembled. The module track 500 consists of two parallel load-bearing guide rails, providing the running foundation for the track transfer vehicle 100.

[0039] After an embedded part is processed at the welding station, it needs to be transferred to the inspection station. A rail transfer vehicle 100 is dispatched to the welding station. The rail transfer vehicle 100 includes a vehicle body, a set of wheels, a drive motor, and a workpiece support platform 400. The embedded part is placed on the workpiece support platform 400.

[0040] At this point, the monitoring module begins operation, monitoring the position and status of the rail transfer vehicle 100 in real time. For example, position sensors installed on the module track 500 can detect the nodes passed by the rail transfer vehicle 100. This position information is transmitted to the central control system via the wireless communication unit on the standardized transfer module.

[0041] After receiving a transfer request (from the welding station to the inspection station) and the current track occupancy status, the path planning module will plan an optimal transfer path for the track transfer vehicle 100. For example, if there are multiple paths to the inspection station, the path planning module will select the shortest and unobstructed path.

[0042] As the track transfer vehicle 100 moves along the planned path towards the inspection station, the collaborative scheduling module comes into play. Suppose that another track transfer vehicle 100 is moving from the inspection station towards the buffer area, and its path conflicts with the first track transfer vehicle 100 at a certain intersection. The collaborative scheduling module will, according to a preset scheduling strategy, such as by allocating virtual lane occupancy intervals, control one of the track transfer vehicles 100 to slow down or stop and wait until the conflict is resolved, ensuring the safe passage of multiple track transfer vehicles 100 on the shared track.

[0043] When the first rail transfer vehicle 100 reaches the docking position at the inspection station, the positioning cone pin on its workpiece carrying platform 400 engages with the docking guide cone sleeve 200 fixed on the inspection station fixture base. The positioning cone pin inserts into the docking guide cone sleeve 200, thereby achieving high-precision docking between the workpiece carrying platform 400 and the inspection station fixture. This docking method ensures that the embedded parts are accurately positioned when transferred to the inspection fixture, avoiding the need for manual secondary adjustments, thus improving transfer efficiency and inspection accuracy.

[0044] Throughout the process, the monitoring module continuously provides feedback on the position and status of each track transfer vehicle 100, the path planning module dynamically adjusts the path based on real-time conditions, and the coordination and scheduling module coordinates the vehicles to avoid conflicts, ensuring that the embedded parts are efficiently and accurately transferred from the welding station to the testing station.

[0045] Based on the above examples, the modular embedded part transfer system of this embodiment demonstrates significant technical contributions.

[0046] First, by employing multiple standardized transfer modules, this system addresses the lack of flexibility in traditional fixed conveyor lines. Compared to traditional conveyor lines that require overall modification, this system allows users to quickly adjust transfer paths and production line layouts according to production needs by simply splicing or disassembling standardized transfer modules. For example, in the example above, if a cleaning station needs to be added, a new standardized transfer module can be inserted between existing modules without requiring a large-scale modification of the entire conveyor line, significantly reducing modification time and costs.

[0047] Secondly, this system effectively solves the problems of high complexity, easy conflict, and congestion in the scheduling of multiple independent AGVs by coordinating the monitoring module, path planning module, and collaborative scheduling module. In the example above, when two rail transport vehicles 100 may conflict at an intersection, the collaborative scheduling module can intervene in time to coordinate through speed adjustment or stopping and waiting strategies. Compared with the complex and global traffic control system required for independent AGVs, this system, through its modular scheduling mechanism, can manage the operation of multiple vehicles more efficiently and intelligently, thereby improving overall transport efficiency and reducing system complexity.

[0048] Furthermore, this system achieves high-precision docking between the workpiece carrying platform 400 and the workstation fixture through the cooperation of the positioning cone pin and the docking guide cone sleeve 200. In the example above, when the rail transfer vehicle 100 arrives at the inspection station, the insertion of the positioning cone pin ensures the accurate position of the embedded part when it is transferred to the inspection fixture. Compared with the existing technology where the positioning accuracy between the transfer equipment and the workstation is limited and secondary positioning is required, this system significantly reduces auxiliary time and positioning errors, and improves production efficiency and product quality.

[0049] In summary, the modular embedded part transfer system of this embodiment provides a flexible, efficient and accurate embedded part transfer solution through its modular design, intelligent collaborative scheduling and high-precision docking mechanism, effectively overcoming the technical problems of insufficient flexibility, complex scheduling and low docking accuracy in the prior art.

[0050] In other embodiments, this application proposes a modular embedded part transfer system. The system includes multiple standardized transfer modules. Each standardized transfer module includes a module base, a module track 500 disposed on the upper surface of the module base, and a module connection interface 700 disposed on the side of the module base. Adjacent standardized transfer modules are mechanically connected through the module connection interface 700. The module track 500 includes two parallel load-bearing guide rails. The system also includes multiple track transfer vehicles 100. Each track transfer vehicle 100 includes a vehicle body, a set of wheels disposed at the bottom of the vehicle body and in rolling contact with the load-bearing guide rails, a drive motor disposed within the vehicle body and connected to the drive wheels, and a drive motor disposed on the vehicle body. The system includes a workpiece support platform 400, a docking guide cone sleeve 200 fixed to the workstation fixture base, a positioning cone pin set on the workpiece support platform 400 and cooperating with the docking guide cone sleeve 200, whereby the positioning cone pin inserts into the docking guide cone sleeve 200 when the rail transfer vehicle 100 moves to the workstation docking position, achieving high-precision docking between the workpiece support platform 400 and the workstation fixture; a monitoring module for real-time monitoring of the position and status of each rail transfer vehicle 100; a path planning module for planning the optimal transfer path; and a collaborative scheduling module for coordinating multiple rail transfer vehicles 100 to avoid conflicts. The monitoring module interacts with each rail transfer vehicle 100 via a wireless communication unit set in the standardized transfer module.

[0051] In an embodiment of the present invention, the module connection interface 700 includes a male connector disposed on one side of the module base and a female connector disposed on the opposite side. The male connector and the female connector have matching positioning cone surfaces and locking buckles. When adjacent standardized transfer modules are spliced, the male connector is inserted into the female connector and a quick mechanical connection is achieved through the locking buckle.

[0052] The module connection interface 700 is a key structure for achieving mechanical connections between standardized transport modules, ensuring physical connections and track continuity between modules. The male connector, as part of the module connection interface 700, is typically designed as a protruding or insert-type structure to mate with the female connector of another module. For example, it can be a pin, protrusion, or connector with a specific geometry and guiding features. The female connector, as another part of the module connection interface 700, is typically designed as a recessed or receiving structure to accommodate the male connector. For example, it can be a hole, slot, or guide cavity that matches the male connector. The positioning cone is a structural feature on the male connector and female connector used to achieve accurate alignment. Matching positioning cones refer to the cones on the male connector and female connector having mutually matching geometries and angles. When they contact, they guide the male connector accurately into the female connector and eliminate radial and axial deviations during the connection process. Besides cones, other geometric features with guiding and positioning functions can also be used, such as bevels, V-grooves, or U-grooves. A locking buckle is a mechanical device used to securely lock two modules after the male connector is inserted into the female connector. It can be a spring pin, a rotary buckle, a lever-type lock, a bolt fastener, or a magnetic engagement mechanism, etc. Its function is to provide sufficient locking force to prevent the modules from loosening or separating during operation, ensuring the stability and reliability of the connection. A quick mechanical connection refers to the ability to complete the mechanical connection between two standardized transfer modules with less time and fewer operation steps through the cooperation of the aforementioned male connector, female connector, positioning cone surface, and locking buckle. Besides the buckle-type connection, it can also be achieved through quick-plug mechanisms, self-locking mechanisms, or automated connection devices.

[0053] Based on the aforementioned modular pre-embedded component transfer system, this application addresses the connection issue between standardized transfer modules by optimizing the design of the module connection interface 700. The module connection interface 700 includes a male connector on one side of the module base and a female connector on the opposite side. During module assembly, the male connector is designed to insert into the female connector, and both the male connector and the female connector have matching positioning conical surfaces. These positioning conical surfaces provide accurate guidance during the insertion of the male connector into the female connector, guiding the two modules to align quickly and accurately, effectively solving the problems of high alignment accuracy requirements and complex operations in traditional connection methods. Once the male connector is inserted into the female connector and aligned, the locking buckle activates, firmly locking the two modules together to prevent loosening or separation due to vibration or external forces during system operation, ensuring the stability and reliability of the connection. This design simplifies the assembly process of adjacent standardized transfer modules, significantly improves connection efficiency, and provides a foundation for rapid system deployment and flexible configuration. This structured connection method not only ensures the strength and precision of the mechanical connections between modules, but also facilitates the rapid construction and adjustment of modular systems, thereby improving the operational efficiency and adaptability of the entire transfer system.

[0054] In one specific implementation, the module connection interface 700 can be designed as follows: the male connector is a pin structure with a tapered front end, which is fixed to one side of the module base; the female connector is a tapered hole that matches the tapered front end of the pin, located on the opposite side of the module base. When two standardized transport modules need to be spliced, the operator aligns the male connector of one module with the female connector of the other module. Due to the matching positioning tapered surface, the male connector can be guided smoothly into the female connector. After insertion, the locking buckle can adopt a spring-loaded self-locking pin structure. When the male connector is fully inserted, the self-locking pin automatically pops out and engages with the preset slot on the male connector, thereby achieving a quick and secure mechanical connection. To disengage, simply press the self-locking pin.

[0055] Through the above technical solutions, the connection operation between standardized transfer modules becomes simpler and more efficient. Matching positioning cones ensure accurate alignment of modules during assembly, reducing the time and difficulty of manual adjustments and effectively avoiding connection problems or track discontinuities caused by misalignment. The introduction of locking clips guarantees the robustness and stability of the connection; even under long-term system operation or load conditions, modules maintain a reliable connection, thereby improving the operational efficiency and reliability of the entire modular embedded parts transfer system and reducing the complexity of on-site installation and maintenance.

[0056] In an embodiment of the present invention, the walking wheel set includes an axle fixed to the bottom of the vehicle body and a walking wheel rotatably supported on the axle. The walking wheel is provided with a V-shaped wheel groove or a U-shaped wheel groove that cooperates with the load-bearing guide rail. The walking wheel is mounted on the load-bearing guide rail through the wheel groove. The drive motor is connected to the wheel axle of the walking wheel set through a reducer, or the drive motor is a hub motor directly integrated into the walking wheel.

[0057] The running wheelset is the core component of the rail transport vehicle 100, enabling it to move on the track. Its concept lies in distributing the vehicle's weight across the track and achieving low-friction motion through rolling contact. The axle is a key structural component supporting the running wheels and transmitting loads. Fixed to the bottom of the vehicle body, it ensures a rigid connection between the running wheelset and the vehicle body, providing a foundation for stable vehicle operation. The running wheels are the components that directly contact the load-bearing guide rail. They are mounted on the axle via bearings or other means, allowing free rotation and enabling the rail transport vehicle 100 to move along the track. V-shaped or U-shaped wheel grooves are crucial structures for the interaction between the running wheels and the load-bearing guide rail, providing guidance and preventing derailment. V-shaped wheel grooves typically offer stronger self-centering capabilities, while U-shaped wheel grooves may offer a larger contact area and better load-bearing capacity. This "riding" configuration ensures a tight fit between the running wheels and the load-bearing guide rail. By utilizing the shape of the wheel grooves to cover or clamp the guide rail, it achieves accurate vehicle guidance and stable operation, effectively preventing lateral deviation or derailment during transport. The drive motor is connected to the wheel axle of the walking wheel assembly via a reducer. The drive motor provides power, and the reducer converts the high speed of the motor into the low speed and high torque required by the walking wheel assembly to drive the vehicle smoothly from start to finish. This transmission method is a common mechanical transmission solution. Alternatively, the drive motor can be a hub motor directly integrated into the walking wheel. A hub motor is a drive method where the motor is directly mounted inside the wheel, eliminating the need for traditional intermediate transmission components such as drive shafts and reducers. This integration method simplifies the mechanical structure, improves transmission efficiency, and saves space.

[0058] In the modular embedded part transfer system of this application, the rail transfer vehicle 100 runs on the load-bearing guide rail of the standardized transfer module. To ensure the stability, guiding accuracy, and driving efficiency of the rail transfer vehicle 100, this application optimizes the walking wheel set and the drive method. Specifically, the walking wheel set constructs a robust support structure by fixing the wheel axle to the bottom of the vehicle body and supporting the rotation of the walking wheels on the wheel axle. The walking wheels are provided with V-shaped or U-shaped wheel grooves, which fit tightly with the load-bearing guide rail, allowing the walking wheels to "ride" on the guide rail. This riding structure not only provides stable vertical support, but more importantly, the geometric fit between the wheel groove and the guide rail forms an effective lateral guiding mechanism. Even when the vehicle is running at high speed or encounters a slight impact, it can effectively prevent the vehicle from shifting laterally or derailing, thereby ensuring the smoothness and safety of the transfer process. In terms of drive, this application provides two efficient power transmission schemes. The first scheme is that the drive motor is connected to the wheel axle of the walking wheel set through a reducer. In this configuration, the high-speed, low-torque power generated by the drive motor is accurately transmitted to the wheel axle after being reduced in speed and increased in torque by the reducer, thereby driving the walking wheels to rotate. The introduction of a speed reducer allows the motor to operate within its efficient speed range, while providing sufficient starting and running torque to ensure smooth acceleration and accurate control when carrying heavy loads. The second option is to use a hub motor, directly integrated into the wheels. This design greatly simplifies the transmission chain, eliminating energy loss and mechanical wear associated with traditional speed reducers and drive shafts, improving transmission efficiency and system response speed. The hub motor directly drives the wheels, making power transmission more direct and compact, saving internal space and reducing overall system maintenance requirements. Through the optimization of the wheel assembly's guiding structure and drive method, the rail transport vehicle 100 operates more stably and accurately on the load-bearing guide rails, with higher power transmission efficiency and faster response. This enables the rail transport vehicle 100 to more reliably transport embedded parts on modular rails, especially in workstations requiring high-precision docking, where a stable operating foundation is a prerequisite for accurate docking.

[0059] The following is a specific example illustrating the configuration of the rail transfer vehicle 100: Two parallel axles are welded to the bottom of the vehicle body. Each axle supports a traveling wheel via two deep groove ball bearings, ensuring smooth rotation of the traveling wheel. U-shaped grooves are integrally machined onto the outer circumference of these traveling wheels. The inner wall of these U-shaped grooves fits tightly against the outer surface of the load-bearing guide rail of the standardized transfer module, while the bottom of the U-shaped groove rests on the top surface of the load-bearing guide rail. This structure allows the traveling wheels to firmly grip the load-bearing guide rail, providing bidirectional guidance and support. For drive, a DC brushless drive motor can be used. This motor is connected to one end of one of the axles via a coupling through a planetary gear reducer. The power generated by the drive motor, after being reduced in speed and increased in torque by the planetary gear reducer, drives the axle to rotate, which in turn drives the traveling wheel on it, thus propelling the rail transfer vehicle 100 forward. To achieve differential turning or more flexible control, an independent drive motor and reducer can also be configured on each axle. Alternatively, as another driving method, the rail transfer vehicle 100 can employ hub motors. In this case, a permanent magnet synchronous hub motor is integrated inside each traveling wheel. The stator of this hub motor is fixed to the axle at the bottom of the vehicle body, while the rotor is integrated with the hub of the traveling wheel. When the motor is energized, the rotor directly drives the traveling wheel to rotate, eliminating the need for additional reducers or transmission components. This integrated design is not only compact but also has a fast response speed, enabling independent and accurate control of each traveling wheel, thereby further improving the motion performance and control precision of the rail transfer vehicle 100.

[0060] Through the aforementioned technical solutions, a stable and accurate mating fit is achieved between the traveling wheelset of the rail transfer vehicle 100 and the load-bearing guide rail. The V-shaped or U-shaped wheel groove design effectively enhances the vehicle's lateral guiding capability and anti-derailment performance. This significantly improves the stability of the rail transfer vehicle 100 running on the modular track, especially during turning, acceleration, or deceleration, effectively suppressing lateral swaying and deviation, ensuring the smoothness of the embedded parts transfer process. Simultaneously, the drive motor is connected to the wheel axle via a reducer, or a hub motor is directly integrated into the traveling wheels, providing efficient and reliable power transmission. The reducer solution ensures sufficient driving torque and precise speed control, while the hub motor solution simplifies the mechanical structure and improves transmission efficiency and response speed. These improvements work together to enable the rail transfer vehicle 100 to operate to the docking position with higher precision and a more stable posture, providing a solid foundation for the high-precision fit between the positioning cone pin and the docking guide cone sleeve 200, thereby ensuring the overall reliability and operational efficiency of the embedded parts transfer system. The improved stability of vehicle operation also reduces the requirements for track flatness and decreases maintenance costs.

[0061] In an embodiment of the present invention, the workpiece bearing platform 400 includes a platform base fixedly connected to the vehicle body and a floating bearing plate connected by a cross-shaped guide rail pair 600 and a central reset spring. The cross-shaped guide rail pair 600 is arranged in the X and Y directions, and the central reset spring is used to reset the floating bearing plate so that the floating bearing plate can adaptively adjust its position in the horizontal plane when the positioning cone pin is inserted into the docking guide cone sleeve 200. The upper surface of the floating bearing plate is provided with a contour positioning groove and a vacuum adsorption hole array. The vacuum adsorption hole array is connected to the vehicle-mounted vacuum pump provided in the vehicle body through a vacuum pipeline.

[0062] The platform base is the fundamental structure of the workpiece bearing platform 400, fixedly connected to the vehicle body, providing stable support for the entire workpiece bearing platform 400. This platform base can be made of high-strength metal materials, such as steel or aluminum alloy, or composite materials, and is securely installed on the vehicle body via bolts, welding, or other mechanical connections. Its main function is to serve as the lower support for the floating bearing plate of the platform and to bear the weight of the floating bearing plate and the workpiece on it. The cross-shaped guide rail pair 600 is a mechanical guiding mechanism consisting of two sets of mutually perpendicular linear guide rails, providing accurate linear movement along the X and Y directions respectively. It can be in the form of ball linear guides, sliding guides, or crossed roller guides, etc. Its function is to allow the floating bearing plate of the platform to make small-range, low-friction adaptive displacements in the horizontal plane to compensate for minor deviations during the docking process. The center return spring is an elastic element used to restore the floating bearing plate of the platform to its initial center position after deformation under external force. It can be in the form of a helical compression spring, disc spring, or rubber spring, and is usually symmetrically arranged below or around the floating bearing plate. Its function is to allow the floating support plate to automatically return to center after docking is completed or during docking, when the external correction force disappears, maintaining the stability and repeatability of the system. The platform floating support plate is the upper structure of the workpiece carrying platform 400, directly supporting the workpiece to be transferred. It is connected to the platform base through the cross-shaped guide rail pair 600 and the central return spring, thereby gaining the ability to adaptively adjust its position in the horizontal plane. This floating support plate is usually made of lightweight, high-strength materials, and its upper surface is designed with structures for workpiece positioning and adsorption. The contour positioning groove is a groove structure on the upper surface of the floating support plate that matches the shape of the workpiece to be transferred. It can be a V-shaped groove, U-shaped groove, rectangular groove, or an irregularly shaped groove designed according to the specific contour of the workpiece. Its function is to provide preliminary, coarse positioning for the workpiece, prevent the workpiece from sliding or shifting during transfer, and guide the workpiece to fall accurately into the adsorption area. The vacuum adsorption hole array is a set of small holes on the upper surface of the floating support plate. These small holes are connected to the vacuum pipeline through internal channels. When the vacuum pump is working, negative pressure is generated through these holes, thereby firmly adsorbing the workpiece onto the floating support plate. The array can be optimized according to the size and shape of the workpiece to ensure uniform and reliable adsorption force. The vacuum pipeline is the piping system connecting the vacuum adsorption pore array to the vehicle-mounted vacuum pump. It is typically constructed of flexible or rigid tubing and is responsible for transmitting vacuum pressure. Its function is to establish the negative pressure channel required for vacuum adsorption, ensuring that the suction force generated by the vacuum pump can effectively act on the workpiece. The vehicle-mounted vacuum pump is a vacuum generating device installed inside or outside the vehicle body. It can be a rotary vane vacuum pump, diaphragm pump, or Venturi vacuum generator, etc. Its function is to generate and maintain the negative pressure required for the vacuum adsorption pore array, thereby achieving reliable adsorption and fixation of the workpiece.

[0063] The proposed solution designs the workpiece carrying platform 400 as a structure comprising a platform base and a floating platform carrying plate. The platform base is fixedly connected to the vehicle body, while the floating platform carrying plate is connected to the platform base via a cross-shaped guide rail pair 600 and a central return spring. The cross-shaped guide rail pair 600 allows the floating carrying plate to float freely within a small range in the horizontal X and Y directions, while the central return spring ensures that the floating carrying plate automatically returns to the center position when no external force is applied. When the rail transfer vehicle 100 reaches the docking position at the workstation, the positioning cone pin on the workpiece carrying platform 400 begins to insert into the docking guide cone sleeve 200 fixed to the workstation fixture base. Due to the floating capability of the floating carrying plate, even if there is a slight horizontal deviation between the rail transfer vehicle 100 and the workstation, the positioning cone pin, guided by the docking guide cone sleeve 200, can drive the floating carrying plate to self-adjust in the horizontal plane, thereby ensuring that the positioning cone pin smoothly and stress-free inserts into the docking guide cone sleeve 200, achieving high-precision docking between the workpiece carrying platform 400 and the workstation fixture. Furthermore, the contour positioning grooves on the upper surface of the floating support plate provide initial physical positioning for the workpiece, while the vacuum adsorption hole array is connected to the on-board vacuum pump via vacuum pipelines. When the on-board vacuum pump operates, it generates negative pressure, firmly adsorbing the workpiece onto the floating support plate. This design ensures that the workpiece is stably fixed during transport, and during docking, the adaptive adjustment capability of the floating support plate effectively overcomes the cumulative error of the system, ensuring the accuracy and reliability of the docking, and avoiding the impact and wear that may be caused by rigid docking.

[0064] As a specific implementation, the workpiece bearing platform 400 can be implemented as follows: the platform base is made of 10mm thick aluminum alloy sheet, which is fixed to the top of the vehicle body by bolts. The cross-shaped guide rail pair 600 can be made of two sets of miniature ball linear guides, each set consisting of two parallel guide rails and two sliders, which are installed on the platform base along the X and Y axes respectively. The floating bearing plate of the platform is connected to the cross-shaped guide rail pair 600 by four sliders, so that it can move freely in the horizontal plane. The center return spring can be made of four helical compression springs, symmetrically arranged between the platform base and the floating bearing plate, to ensure that the floating bearing plate can automatically return to center when no force is applied. The upper surface of the floating bearing plate can be machined with corresponding contour positioning grooves according to the shape of the embedded part. For example, if the embedded part is rectangular, a rectangular groove is machined. The vacuum adsorption hole array can be composed of adsorption holes with a diameter of 5mm, which are evenly distributed in the inner area of ​​the contour positioning groove at a spacing of 20mm. These adsorption holes are connected to a flexible vacuum pipeline through the flow channels inside the floating support plate. This vacuum pipeline is then connected to a miniature diaphragm vacuum pump installed inside the vehicle body. When the rail transfer vehicle 100 transports the embedded part to the workstation, the on-board vacuum pump is activated, and the embedded part is firmly adsorbed onto the floating support plate through the vacuum adsorption hole array. During the docking process, the positioning cone pin, guided by the docking guide cone sleeve 200, drives the floating support plate to make fine adjustments on the cross-shaped guide rail pair 600 until the positioning cone pin is fully inserted into the docking guide cone sleeve 200, completing the high-precision docking.

[0065] Through the above technical solution, the workpiece carrying platform 400 adopts a separate design of platform base and platform floating carrying plate, and introduces cross-shaped guide rail pair 600 and central return spring, enabling the platform floating carrying plate to self-adjust in the horizontal plane. This effectively solves the problem of slight deviation between the positioning cone pin and the docking guide cone sleeve 200 caused by system cumulative error when the rail transfer car 100 runs to the docking position. Under the guidance of the docking guide cone sleeve 200, the positioning cone pin can drive the floating carrying plate to perform flexible centering, ensuring the smooth insertion of the positioning cone pin and avoiding the impact, wear and positioning accuracy reduction that may be caused by rigid docking. At the same time, the contour positioning groove and vacuum adsorption hole array set on the floating carrying plate, combined with the vehicle-mounted vacuum pump, provide a reliable positioning and fixing method for the workpiece, ensuring the stability of the workpiece during the transfer process. This design significantly improves the accuracy, reliability and smoothness of docking between the workpiece carrying platform 400 and the workpiece tooling, reduces mechanical stress during the docking process, extends the service life of the equipment, and improves the automation level and operating efficiency of the entire modular embedded part transfer system.

[0066] In an embodiment of the present invention, the docking guide cone sleeve 200 includes a cone sleeve base fixed to the workstation fixture and a floating cone sleeve floatingly disposed within the cone sleeve base. The floating cone sleeve and the cone sleeve base are connected by a compression spring. The center of the floating cone sleeve is provided with a tapered guide hole that is larger at the top and smaller at the bottom. The positioning cone pin has a tapered guide section that matches the tapered guide hole.

[0067] The cone sleeve base is a structure fixed to the workstation fixture, providing a stable mounting foundation and support for the floating cone sleeve. This base can be a single-piece metal component, formed by casting or precision machining, or a combination of multiple components connected by bolts, welding, or other methods. The floating cone sleeve is a component located inside the cone sleeve base, allowing for minute displacement within a certain range. Its floating mechanism can be achieved by using sliding guide grooves or guide posts within the cone sleeve base, or by using rolling elements such as balls or rollers between the floating cone sleeve and the cone sleeve base to reduce friction, thus ensuring free movement in the horizontal plane. A compression spring connects the floating cone sleeve and the cone sleeve base, providing elastic support and a restoring force. This spring can be a helical spring, disc spring, or wave spring, and one or more can be used depending on actual needs to ensure reliable restoring of the floating cone sleeve after being subjected to force. The floating cone sleeve has a tapered guide hole at its center, wider at the top and narrower at the bottom, designed to provide a wide initial capture range and accurate positioning guidance for the positioning cone pin through gradual convergence. The tapered guide section on the positioning tapered pin has a shape and size that accurately matches the tapered guide hole of the floating tapered sleeve to ensure smooth, jam-free guidance and accurate alignment during insertion.

[0068] The solution of this application, through the aforementioned structure, ensures that when the track transfer vehicle 100 reaches the docking position, even with minor initial positioning deviations in either the track transfer vehicle 100 or the docking fixture, the tapered guide section on the positioning cone pin will first contact the tapered guide hole of the floating cone sleeve when inserted into the docking guide cone sleeve 200. Since the floating cone sleeve is floating within the cone sleeve base via a compression spring, the lateral force generated by the positioning cone pin during insertion causes the floating cone sleeve to undergo minor lateral or longitudinal displacement within the cone sleeve base under the elastic action of the compression spring, thus achieving self-adaptive centering of the floating cone sleeve. As the positioning cone pin is further inserted, the fit between its tapered guide section and the tapered guide hole of the floating cone sleeve gradually tightens, while the compression spring is further compressed, ultimately achieving accurate centering between the positioning cone pin and the floating cone sleeve, thereby enabling high-precision docking between the workpiece carrying platform 400 and the docking fixture. When the positioning cone pin is pulled out, the elastic restoring force of the compression spring will return the floating cone sleeve to its initial position, preparing for the next docking.

[0069] In one specific implementation, the tapered sleeve base can be a square or round block made of high-strength aluminum alloy or stainless steel, fixed to the pre-drilled holes in the workpiece base using countersunk screws. The floating tapered sleeve can be made of wear-resistant steel (such as GCr15 bearing steel), with a radial gap of approximately 0.5 mm to 1 mm between its outer circumference and the inner cavity of the tapered sleeve base. Several miniature ball bearings can be evenly arranged within this gap to ensure low-friction floating of the floating tapered sleeve in the horizontal plane. The compression spring connecting the floating tapered sleeve and the tapered sleeve base can be a set of four evenly distributed helical springs, installed in corresponding grooves at the bottom of the floating tapered sleeve and the tapered sleeve base to provide balanced elastic support. The tapered guide hole at the center of the floating tapered sleeve can have an upper inlet diameter that is 1.2 times the maximum diameter of the positioning tapered pin, while the lower outlet diameter precisely matches the minimum diameter of the positioning tapered pin. The inner wall of the tapered guide hole can be finely ground or hard chrome plated to improve surface hardness and smoothness. The tapered guide section of the positioning pin can be made of hard alloy material or alloy steel that has been carburized and quenched to ensure sufficient hardness and wear resistance.

[0070] Through the above technical solution, the docking guide cone sleeve 200 can achieve self-adjustment of its position through the cooperation of the floating cone sleeve and the compression spring, effectively compensating for the slight positioning deviation of the rail transfer vehicle 100 during docking and the installation error of the workstation fixture. This significantly improves the success rate and smoothness of the insertion of the positioning cone pin into the docking guide cone sleeve 200, avoids the impact and wear that may be caused by rigid docking, and thus extends the service life of the components. Ultimately, it ensures high-precision and reliable docking between the workpiece carrying platform 400 and the workstation fixture, and improves the automation level and operational stability of the entire modular embedded part transfer system.

[0071] In an embodiment of the present invention, the monitoring module includes position sensors arranged at equal intervals along the length of the module track 500 in each standardized transfer module, and the track transfer vehicle 100 is provided with sensing marks for triggering the position sensors to realize real-time and accurate position detection of the track transfer vehicle 100.

[0072] The position sensor is a device used to detect the position information of an object. In this application, it is used to detect the specific position of the rail transport vehicle 100 on the module track 500. The position sensor can be implemented using various technologies. For example, it can be a photoelectric sensor, which determines the existence or passage of an object by detecting the obstruction or reflection of a light beam; it can also be a Hall sensor, which senses the position of a magnetic object by detecting changes in a magnetic field; or it can be an ultrasonic sensor, which measures distance and calculates position by emitting and receiving ultrasonic waves. These sensors can convert the detected physical position information into electrical signals for processing by the monitoring module. The sensing marker is a physical identifier set on the rail transport vehicle 100 that can be sensed by the position sensor. It works in conjunction with the position sensor as a trigger signal source, enabling the position sensor to accurately identify the moment when the rail transport vehicle 100 passes through its detection area. The sensing marker can be designed according to the type of position sensor used. For example, if the position sensor is a photoelectric sensor, the sensing marker can be a reflector or an obstruction with a specific shape; if the position sensor is a Hall sensor, the sensing marker can be a permanent magnet or a block of ferromagnetic material. The design of these markers should ensure that the position sensor can be reliably triggered during the operation of the rail transport vehicle 100. Position sensors are evenly spaced along the length of the modular track 500 in each standardized transfer module, forming an equidistant physical layout. This equidistant arrangement ensures that the position of the rail transfer vehicle 100 can be continuously and uniformly monitored throughout the entire modular track 500, providing high-density position information. The equidistant arrangement simplifies position calculation logic and guarantees similar detection accuracy at any location. Real-time accurate position detection means that the system can acquire the current position information of the rail transfer vehicle 100 with extremely low latency and high accuracy. This is the foundation for efficient path planning, coordinated scheduling, and conflict avoidance. It ensures that the system's control commands to the rail transfer vehicle 100 are based on the latest and most accurate position data, thereby improving the operational efficiency and safety of the entire transfer system.

[0073] The solution proposed in this application constructs a high-precision position detection network by deploying physical position sensors on the modular track 500 in conjunction with sensing markers on the rail transfer vehicle 100. Specifically, position sensors are arranged at equal intervals along the length of the modular track 500 on each standardized transfer module, forming a continuous detection area. When the rail transfer vehicle 100 runs on the modular track 500, the sensing markers on its body will sequentially pass these position sensors. Whenever a sensing marker triggers a position sensor, the sensor immediately sends a signal to the monitoring module, indicating that the rail transfer vehicle 100 has reached the position of that sensor. After receiving these signals, the monitoring module, combined with the pre-stored accurate coordinate information of each position sensor, can determine the current position of the rail transfer vehicle 100 in the entire transfer system in real time and accurately. This physical trigger-based detection method effectively compensates for the lack of accuracy and susceptibility to interference that may exist in location estimation relying solely on wireless communication. It provides reliable and high-precision location data input for subsequent path planning and collaborative scheduling modules, thereby ensuring the efficient and safe operation of multiple rail transfer vehicles 100 in complex rail networks and avoiding scheduling conflicts or low operating efficiency caused by inaccurate location information.

[0074] The following is a concrete example: the monitoring module can use photoelectric sensors as position sensors, and these sensors are installed at equal intervals along the length of the module track 500 on the side of the standardized transfer module's base, for example, one photoelectric sensor every meter. Correspondingly, a reflector can be fixed to the bottom of each track transfer vehicle 100 as a sensing marker. When the track transfer vehicle 100 runs along the module track 500, the reflector passes each photoelectric sensor sequentially. When the reflector enters the detection area of ​​the photoelectric sensor, the sensor detects the change in reflected light and immediately outputs an electrical signal. This signal is transmitted to the monitoring module via wired or wireless means. After receiving the signal, the monitoring module determines the precise position of the track transfer vehicle 100 based on the trigger sensor's ID and its preset accurate position. For example, if the reflector on the track transfer vehicle 100 triggers a sensor located at 10 meters on the module track 500, the monitoring module can immediately identify that the track transfer vehicle 100 is currently at the 10-meter position. In this way, the monitoring module can continuously track the position of the rail transfer vehicle 100 and update its position information with high precision.

[0075] Through the above technical solution, this application overcomes the problems of insufficient accuracy and susceptibility to environmental interference that may exist in existing technologies that rely solely on wireless communication for position monitoring. By arranging position sensors at equal intervals on the modular track 500 and having the track transport vehicle 100 carry sensing markers for physical triggering, the system can obtain high-precision and high-reliability real-time position data. This accurate position information is crucial for the path planning module and the collaborative scheduling module, enabling the system to plan the optimal transport path more accurately and coordinate multiple track transport vehicles 100 more effectively to avoid conflicts, especially in critical areas such as track intersections and merging points, significantly improving the operational efficiency, safety, and stability of the entire modular pre-embedded part transport system.

[0076] In an embodiment of the present invention, the path planning module plans the optimal transfer path for each rail transfer vehicle 100 based on the transfer requests of each workstation and the current track occupancy status, using a dynamic path planning algorithm that comprehensively considers path length, estimated running time and energy consumption factors, and dynamically adjusts the path according to real-time traffic conditions during operation.

[0077] The path planning module is the core component responsible for determining the optimal route for each rail-mounted transfer vehicle 100 from its current position to its designated destination. It can be a standalone embedded controller, such as a computing unit based on a high-performance microprocessor (e.g., the ARM Cortex series), specifically responsible for path calculation and decision-making; or it can be a software module integrated into the central control system, running on an industrial PC or server, interacting with other components in the system via a network. Transfer requests from different workstations refer to the demands from different workstations within the system for the rail-mounted transfer vehicle 100 to move workpieces. These requests can be manually input by operators through a human-machine interface, or signals automatically triggered by sensors on the automated production line or by the upper-level control system based on the production plan. The current track occupancy status refers to the real-time information on which segments of the module track 500 are occupied by the rail-mounted transfer vehicle 100 or other obstacles, and which track segments are available. This can be obtained by summarizing and analyzing real-time position sensor data collected by the monitoring module and the status reports of the rail-mounted transfer vehicle 100 itself, or by dynamically updating the track segment occupancy status by setting RFID tags or a visual recognition system on the track, combined with the vehicle's ID information. Taking into account path length, estimated travel time, and energy consumption, path planning involves not only pursuing the shortest path but also balancing multiple performance indicators. Path length can be determined by calculating the sum of the geometric lengths of the 500 segments of the standardized transfer modules along the path. Estimated travel time can be estimated by combining path length, the maximum operating speed of the rail transfer vehicle 100, acceleration / deceleration performance, and estimated waiting time. Energy consumption can be quantified by considering the power consumption of the rail transfer vehicle 100 at different speeds, load conditions, and energy losses during acceleration / deceleration. Dynamic path planning algorithms are algorithms that adaptively adjust planning decisions based on real-time changing system conditions (such as track occupancy, new requests, and vehicle malfunctions). These algorithms can employ graph search-based algorithms, such as the A* algorithm or variants of Dijkstra's algorithm, combined with heuristic functions and real-time updated weights to find the optimal path. Alternatively, they can utilize artificial intelligence methods such as reinforcement learning or genetic algorithms, learning and iteratively optimizing to adapt to complex dynamic environments and generate efficient paths. The optimal transfer route is the output of the route planning module, representing the most efficient driving sequence of the rail transfer vehicle 100 under the optimization criteria. It can be a sequence consisting of a series of track segment IDs or node coordinates, or a detailed motion trajectory including speed curves and acceleration / deceleration commands. During operation, the route is dynamically adjusted according to real-time traffic conditions, emphasizing the system's ability to flexibly correct the route during operation. When the monitoring module detects that the preceding track segment is unexpectedly occupied, a new emergency transfer request is inserted, or a rail transfer vehicle 100 malfunctions, the route planning module immediately recalculates and issues new route commands.In addition, the effectiveness of the current path can be periodically reassessed and compared with alternative paths, and a switch can be made once a better solution is found or the current path is blocked.

[0078] The solution in this application utilizes a path planning module, a crucial component of the modular pre-embedded part transfer system, to continuously receive and process critical operational data. Specifically, it acquires transfer requests from various workstations and combines this with real-time track occupancy information provided by the monitoring module. Based on these inputs, the path planning module employs its built-in dynamic path planning algorithm. This algorithm does not simply search for the shortest path but comprehensively evaluates multiple dimensions such as path length, estimated travel time, and energy consumption to plan the optimal transfer path for each rail transfer vehicle 100 under the current conditions. This multi-objective optimization ensures that the transfer task is not only completed efficiently but also achieves a balance between time and energy consumption. Furthermore, the system does not employ a statically planned path. During the actual operation of the rail transfer vehicle 100, the path planning module continuously monitors real-time traffic conditions fed back by the monitoring module, such as sudden occupancy of the track segment ahead, unexpected stops of other rail transfer vehicles 100, or the insertion of new transfer tasks. Once these changes are detected, the path planning module can respond quickly, dynamically reassessing and adjusting the current travel path of the rail transfer vehicle 100. This dynamic adjustment mechanism enables the system to flexibly respond to complex and ever-changing operating environments, avoiding congestion, delays, or resource waste caused by fixed paths. In this way, a closed-loop control system is formed between the path planning module, the monitoring module, and the rail transport vehicle 100, ensuring that the entire modular pre-embedded part transport system can operate in a highly adaptive and optimized manner, thereby effectively solving problems such as poor path selection and low efficiency in multi-vehicle collaborative transport.

[0079] The following is a concrete example to illustrate this. The path planning module can be deployed in a central control unit equipped with a high-performance processor and ample memory to run complex dynamic path planning algorithms. For example, when the system receives a transfer request from workstation A to transport an embedded part from workstation A to workstation B, the path planning module first queries the current occupancy status of the entire module track network 500. This information is collected in real time by position sensors distributed on each standardized transfer module and aggregated by the monitoring module. Assuming that another rail transfer vehicle 100 is currently traveling on a section of track between workstation A and workstation B, the path planning module will use a variant of the A* algorithm, combined with preset weighting factors (e.g., path length weight 0.4, time weight 0.3, energy consumption weight 0.3), to calculate a path that avoids the currently occupied track segment and has the lowest overall cost. During the journey of the rail transfer vehicle 100 along the planned path, if the monitoring module reports that another rail transfer vehicle 100 suddenly needs to pass first at an intersection ahead, or if a temporary fault occurs on a track segment, the path planning module will immediately trigger path replanning. At this point, it will reassess the current position of the rail transfer vehicle 100, the target, and the latest track occupancy status, and quickly generate a new path adapted to the current real-time traffic conditions. For example, it may instruct the rail transfer vehicle 100 to slow down and wait, or select an alternative detour route. After receiving the new instructions, the onboard drive motor will adjust the speed and direction of the rail transfer vehicle 100 accordingly to ensure the smooth progress of the transfer task.

[0080] Through the above technical solution, the modular embedded part transfer system of this application can plan the optimal transfer path for each rail transfer vehicle 100 based on real-time workstation transfer requests and current track occupancy status. This dynamic path planning not only considers the geometric length of the path but also takes into account the expected running time and energy consumption factors, thereby significantly improving transfer efficiency and reducing operating costs. More importantly, during the operation of the rail transfer vehicle 100, the system can dynamically adjust the path according to real-time traffic conditions, effectively avoiding congestion and delays caused by unforeseen circumstances (such as track occupancy or malfunctions), greatly enhancing the robustness and adaptability of the system. This enables multiple rail transfer vehicles 100 to efficiently and collaboratively complete transfer tasks in a complex modular track network 500, avoiding the inefficiency and conflicts that may result from traditional fixed path planning, and ensuring the smoothness and reliability of the embedded part transfer process.

[0081] In other embodiments, this application proposes a modular embedded part transfer system, which includes multiple standardized transfer modules, multiple rail transfer vehicles 100, docking guide cone sleeves 200, positioning cone pins, a monitoring module, a path planning module, and a collaborative scheduling module. Each standardized transfer module includes a module base, a modular track 500 disposed on the upper surface of the module base, and a module connection interface 700 disposed on the side of the module base. Adjacent standardized transfer modules are mechanically connected through the module connection interface 700. The modular track 500 includes two parallel load-bearing guide rails. Each rail transfer vehicle 100 includes a vehicle body, a set of wheels disposed at the bottom of the vehicle body and in rolling contact with the load-bearing guide rails, a drive motor disposed within the vehicle body and connected to the wheels for transmission, and a workpiece carrying platform 400 disposed on the upper surface of the vehicle body. The docking guide cone sleeve 200 is fixed to the workstation fixture base, and the positioning cone pin is set on the workpiece bearing platform 400 and cooperates with the docking guide cone sleeve 200. When the rail transfer car 100 runs to the docking position of the workstation, the positioning cone pin inserts into the docking guide cone sleeve 200, realizing high-precision docking between the workpiece bearing platform 400 and the workstation fixture. The monitoring module is used to monitor the position and status of each rail transfer car 100 in real time, the path planning module is used to plan the optimal transfer path, and the collaborative scheduling module is used to coordinate multiple rail transfer cars 100 to avoid conflicts. The monitoring module interacts with each rail transfer car 100 through the wireless communication unit set in the standardized transfer module.

[0082] In an embodiment of the present invention, the collaborative scheduling module coordinates the passage order of multiple rail transfer vehicles 100 at track intersections and merging points through speed adjustment and stopping waiting strategies, and allocates virtual lane occupancy intervals to each rail transfer vehicle 100. When the virtual lane occupancy intervals of two rail transfer vehicles 100 overlap, the rail transfer vehicle 100 that enters the overlapping area is controlled to decelerate or stop and wait.

[0083] Speed ​​regulation and stopping / waiting strategies are methods for dynamically controlling the operating status of the rail transport vehicle 100. Speed ​​regulation refers to dynamically adjusting the operating speed of the rail transport vehicle 100 based on real-time traffic conditions or dispatch instructions, such as switching from high-speed operation to low-speed operation, or maintaining a constant speed in a specific area. The stopping / waiting strategy involves instructing the rail transport vehicle 100 to come to a complete stop when a potential conflict or the need to yield is detected, until the conflict is resolved or the passage conditions are met. As another implementation method, speed regulation can include tiered speed control, such as preset multiple speed levels, with the dispatch module selecting the appropriate level based on priority and congestion level; the stopping / waiting strategy can be combined with reversing or yielding maneuvers to provide greater flexibility in narrow areas.

[0084] Coordinating the passage sequence of multiple rail transfer vehicles 100 at track intersections and merging points aims to resolve potential conflicts that may occur when multiple vehicles share a rail network. A track intersection is an area where two or more tracks intersect, and a merging point is an area where multiple tracks converge into a single track. In these areas, if multiple rail transfer vehicles 100 arrive simultaneously or attempt to pass, a mechanism is needed to determine which vehicle goes first and which waits. Specifically, this coordination can be achieved through priority rules (e.g., first-come-first-served, based on task importance, or preset vehicle priorities), or through time-slice allocation or traffic light control.

[0085] The allocation of a virtual lane occupancy section refers to a logical segment of track space reserved for each rail transport vehicle 100 within the track network. This section is not physically isolated, but rather a "dedicated" path planned and managed by the scheduling system at the software level for the vehicle. Once a rail transport vehicle 100 is allocated a virtual lane occupancy section, the scheduling system considers that section "occupied" by that vehicle, and other vehicles will avoid this section during their planned routes or operation, or wait before entering it. This section can be a fixed-length segment or a variable-length segment dynamically calculated based on vehicle speed and braking distance. Furthermore, the virtual lane occupancy section can be further subdivided into multiple sub-sections for more refined scheduling management.

[0086] When the virtual lane occupancy sections of two rail transfer vehicles 100 overlap, the system controls the rail transfer vehicle 100 that enters the overlapping area later to slow down or stop and wait. This is the core conflict resolution mechanism of the collaborative scheduling module. When the scheduling system detects that the virtual lane occupancy sections allocated to different rail transfer vehicles 100 overlap spatially, it signifies a potential conflict. At this time, the system will determine which vehicle should have priority and which vehicle should yield according to preset rules. Typically, the vehicle that enters the overlapping area later will be instructed to slow down or stop completely until the overlap is resolved, i.e., the vehicle that entered first leaves the overlapping area. As an alternative, in addition to slowing down or stopping and waiting, the system can also, depending on the specific situation, instruct the vehicle that enters later to choose an alternative route to detour, or, in certain specific scenarios, allow the two vehicles to pass each other at extremely low speeds, provided that the track structure allows it and a safe distance is guaranteed.

[0087] The collaborative scheduling module of this application introduces the concept of virtual lane occupancy intervals and combines speed adjustment and stopping waiting strategies to effectively coordinate the passage order of multiple rail transfer vehicles 100 in a complex rail network. Specifically, the monitoring module acquires the position and status information of each rail transfer vehicle 100 in real time and transmits it to the collaborative scheduling module. The path planning module considers this real-time information when planning the optimal path. Based on this, the collaborative scheduling module dynamically allocates a virtual lane occupancy interval to each rail transfer vehicle 100, which represents the rail resources currently "occupied" by the vehicle and its predicted path. When the collaborative scheduling module detects that the virtual lane occupancy intervals of different rail transfer vehicles 100 overlap in shared areas such as track intersections or merging points, it determines that there is a potential conflict. At this time, the collaborative scheduling module identifies the rail transfer vehicle 100 that should be yielded to based on preset scheduling logic, such as the "first-come, first-served" principle or rules based on task priority. For rail transfer vehicles 100 identified as needing to be yielded to, especially those entering the overlapping area later, the collaborative scheduling module immediately issues instructions to control them to implement a deceleration or stopping waiting strategy. The vehicle will remain decelerated or stopped until the preceding vehicle has completely left the overlapping area, and its virtually occupied lane section no longer overlaps with the preceding vehicle, thus resolving the conflict. Through this mechanism, the collaborative scheduling module can dynamically manage track resources, ensuring the safe and efficient passage of multiple rail transfer vehicles 100 in a shared track area, avoiding collisions and congestion, and thus guaranteeing the smooth operation of the entire modular pre-embedded component transfer system.

[0088] The following is a concrete example. The collaborative scheduling module can be deployed on a central control server and interacts with each rail transfer vehicle 100 via a wireless communication unit. When two rail transfer vehicles 100, such as rail transfer vehicle 100A and rail transfer vehicle 100B, simultaneously approach a track intersection, the monitoring module continuously reports their positions to the collaborative scheduling module. Based on the current position, speed, and path planning information of rail transfer vehicles 100A and 100B, the collaborative scheduling module calculates and allocates their respective virtual lane occupancy intervals. Suppose that the virtual lane occupancy interval of rail transfer vehicle 100A first covers the intersection, and then the virtual lane occupancy interval of rail transfer vehicle 100B subsequently covers the intersection, i.e., overlap occurs. The collaborative scheduling module will determine that rail transfer vehicle 100B entered the overlapping area later. At this time, the collaborative scheduling module will immediately send a command to rail transfer vehicle 100B to control its drive motor to reduce its output power, causing it to slow down, or completely stop the rotation of its wheelsets, causing it to stop and wait. The rail transfer vehicle 100B will remain decelerated or stopped until the rail transfer vehicle 100A has completely passed the intersection, and its virtually occupied lane section no longer overlaps with that of the rail transfer vehicle 100B. Once the overlap is resolved, the collaborative scheduling module will send a command to the rail transfer vehicle 100B to resume normal operation, allowing it to continue along the planned path. This scheduling mechanism ensures that the rail transfer vehicle 100B can pass through key areas such as rail intersections and merging points in an orderly manner, avoiding potential collision risks.

[0089] Through the above technical solution, the modular embedded part transfer system of this application can effectively solve the conflict problem that may occur when multiple rail transfer vehicles 100 are in a shared rail network. Building upon the basic path planning function, the collaborative scheduling module introduces virtual lane occupancy sections and combines speed adjustment and stopping / waiting strategies to achieve refined management of the passage sequence at track intersections and merging points. This not only significantly improves the safety of multi-vehicle operation and avoids collisions, but also reduces system stagnation and delays caused by conflict waiting by optimizing passage efficiency, thereby improving the overall operational efficiency and reliability of the transfer system. This solution enables the system to adapt to more complex transfer tasks and higher traffic density, ensuring the smooth and timely transfer of embedded parts.

[0090] In an embodiment of the present invention, the modular pre-embedded part transfer system further includes a reversing base 300 disposed at the intersection of standardized transfer modules, a reversing track rotatably disposed on the reversing base 300, and a reversing drive component for driving the reversing track to switch between multiple directions. The two ends of the reversing track are respectively provided with connection ends that match the module connection interface 700 of the adjacent standardized transfer module.

[0091] The reversing base 300 is the structural foundation for supporting and fixing the reversing track and the reversing drive. It can be a robust platform or frame, such as a circular or square base fixed to the ground or a supporting structure, integrating bearings, shaft supports, etc., to ensure the stable and accurate rotation of the reversing track. The reversing track is a rotatable track segment in the modular pre-embedded part transfer system, its function being to guide the track transfer vehicle 100 to change its direction of travel at track intersections. This reversing track is typically similar in structure to the modular track 500 of the standardized transfer module, also featuring two parallel load-bearing guide rails. The reversing track can be a rotating platform with load-bearing guide rails, or a rotatable structure assembled from multiple short track segments, mounted on the reversing base 300 via a central shaft or annular guide rails, allowing it to rotate around a vertical axis. The reversing drive is the actuator used to drive the reversing track to rotate, aligning it with the tracks of the standardized transfer modules in different directions. The drive component can take various forms, such as a servo motor or stepper motor, driving the reversing track to rotate via a reducer and rack and pinion mechanism, worm gear mechanism, or chain drive mechanism. Alternatively, it can be a hydraulic or pneumatic actuator, using a linkage mechanism to switch the angle of the reversing track. Each end of the reversing track has a connection end that matches the module connection interface 700 of the adjacent standardized transfer module. These connection ends are key structures ensuring a seamless connection between the reversing track and the adjacent standardized transfer module. They are designed to have matching geometry and connection method with the module connection interface 700 of the standardized transfer module (e.g., male connector and female connector) so that when the reversing track rotates into position, it can accurately align with the track of the adjacent standardized transfer module and achieve a mechanical connection. For example, a combination of tapered locating pins and locating holes, or a quick-locking mechanism, can be used to ensure the stability of the connection and the continuity of the track.

[0092] This application's solution solves the problem of direction switching for the rail transport vehicle 100 in complex track networks by setting a reversing base 300, a reversing track, and a reversing drive at the intersection of standardized transport modules, and by providing connection ends at both ends of the reversing track that match the module connection interfaces 700 of adjacent standardized transport modules. Specifically, the reversing base 300 provides stable rotational support for the reversing track. When the rail transport vehicle 100 needs to move from a standardized transport module in one direction to a standardized transport module in another direction, the collaborative scheduling module will instruct the reversing drive to drive the reversing track to rotate accurately based on the path planning results. During the rotation of the reversing track, the connection ends at both ends will match and align with the module connection interfaces 700 of the standardized transport module in the target direction. Once the reversing track has rotated into position and formed a continuous path with the target track, the rail transport vehicle 100 can smoothly and unimpededly pass through the reversing track, achieving a seamless switch from one direction to another. This design enables the entire modular embedded parts transfer system to build a highly flexible track network, supporting multi-path selection and dynamic scheduling, which greatly improves the system's adaptability and transfer efficiency in complex production environments.

[0093] The following is a concrete example. At the intersection of a cross-shaped track, the modular pre-embedded part transfer system can be equipped with a reversing base 300, which is a circular platform fixed to the ground with a vertical rotating shaft at its center. The reversing track can be a cross-shaped rotating disk with two load-bearing guide rails, which is mounted on the reversing base 300 via a central rotating shaft. The reversing drive can be a servo motor mounted on the side of the reversing base 300, which drives the rotating disk to rotate accurately through gear meshing with a gear ring at the bottom of the rotating disk. When the track transfer vehicle 100 needs to switch from a standardized transfer module in the X direction to a standardized transfer module in the Y direction, the servo motor drives the reversing track to rotate 90 degrees, so that its two ends are accurately aligned with the module connection interfaces 700 of the standardized transfer modules in the X and Y directions, respectively. At this time, the track transfer vehicle 100 can smoothly complete the direction switch via the reversing track.

[0094] Through the aforementioned technical solutions, the modular embedded parts transfer system enables the rail transfer vehicle 100 to flexibly turn and switch paths at track intersections. This significantly enhances the system's flexibility and adaptability, allowing it to handle more complex transfer tasks and changing production layouts. The rail transfer vehicle 100 is no longer limited to a single linear path but can seamlessly switch between multiple directions, effectively avoiding transfer bottlenecks and improving overall transfer efficiency and system throughput.

[0095] In an embodiment of the present invention, the modular embedded part transfer system further includes a stop and buffer device disposed at the end of the modular track 500. The stop and buffer device includes a buffer bracket fixed to the module base and an elastic buffer block disposed on the buffer bracket, which is used to provide mechanical stop and buffer protection when the track transfer vehicle 100 exceeds its travel distance.

[0096] A stop and buffer device is a mechanical device used to limit the operating range of a rail transport vehicle 100 and absorb its kinetic energy. Its main function is to provide physical obstruction when the rail transport vehicle 100 exceeds its predetermined operating end point, preventing derailment or rigid collision with the end of the track, while simultaneously mitigating the impact through a buffering mechanism. This device can be composed of a robust metal structure and elastic materials (such as rubber or polyurethane), or it can employ a hydraulic or pneumatic buffer that absorbs impact energy through fluid damping. The buffer bracket is the main structural component of the stop and buffer device, used to firmly fix the buffer device to the module base and provide a stable mounting base for the elastic buffer block. It needs to withstand the impact force generated when the rail transport vehicle 100 impacts and transmit the force to the module base. The buffer bracket can be a U-shaped, L-shaped, or box-shaped structure welded or cast from high-strength steel or alloy materials, fixed to the module base by bolts or welding; or integrated into the end of the module base, formed through reinforcing ribs or an integrated design to improve overall rigidity and load-bearing capacity. The elastic buffer block is the core component of the stop and buffer device that directly contacts the rail transfer vehicle 100 and absorbs impact energy. Its elastic deformation capability allows it to convert kinetic energy into elastic potential energy upon collision, thereby reducing the impact force and protecting the rail transfer vehicle 100 and the track structure. The elastic buffer block can be made of highly elastic, wear-resistant rubber, polyurethane, or composite materials in block, cylindrical, or conical shapes; it can also be an air bladder or hydraulic bladder filled with gas or liquid, providing cushioning by compressing the gas or liquid.

[0097] In the modular embedded part transfer system, the rail transfer vehicle 100 runs on the modular track 500, and its operation is controlled by the monitoring module, path planning module, and collaborative scheduling module. However, even with these controls, there is still a risk that the rail transfer vehicle 100 may overtravel due to sensor failure, control system malfunction, or operational error. To address this potential risk, this application provides a stop and buffer device at the end of the modular track 500. This stop and buffer device includes a buffer bracket fixed to the module base and an elastic buffer block disposed on the buffer bracket. When the rail transfer vehicle 100 unexpectedly exceeds its preset stopping position, its body or a specific part will come into contact with the elastic buffer block of the stop and buffer device. At this time, the buffer bracket acts as a fixed support, firmly holding the elastic buffer block in place, while the elastic buffer block absorbs part of the kinetic energy of the rail transfer vehicle 100 through its own elastic deformation, thereby providing mechanical stopping and mitigating impact force. This design effectively prevents the rail transfer vehicle 100 from rigidly colliding with the end of the track, avoiding the risk of vehicle derailment, damage, or workpiece falling. In this way, the stop and buffer device complements the system's original monitoring, planning, and scheduling functions, providing a physical safety barrier for the entire transfer system and ensuring the reliability and safety of system operation.

[0098] The following is a concrete example illustrating how a stop and buffer device can be installed at the end of the track of each standardized transfer module. The buffer support can be made of 10mm thick Q235 steel plate welded into a U-shaped structure and securely fixed to the end of the module base with M12 bolts. The elastic buffer block can be made of polyurethane material with a Shore A hardness of 70, formed into a cylinder with a diameter of 100mm and a length of 150mm, and embedded into the U-shaped groove of the buffer support, secured by a limiting plate and bolts. When the rail transfer vehicle 100 exceeds its travel distance, the front end of its body will first contact the polyurethane elastic buffer block. Upon impact, the polyurethane buffer block undergoes elastic compression deformation, thereby absorbing the impact energy and evenly distributing the impact force to the buffer support and module base, preventing excessive local stress.

[0099] By installing a stop and buffer device at the end of the modular track 500, this application effectively solves the problem of overtravel that may occur during the operation of the track transfer vehicle 100. When the track transfer vehicle 100 exceeds the predetermined stopping position due to control errors or system failures, the stop and buffer device can provide a reliable mechanical stop, preventing the vehicle from derailing or rigidly colliding with the end of the track. The design of the elastic buffer block further absorbs the collision energy, significantly reducing the impact damage that may be caused to the track transfer vehicle 100, the carried workpiece, and the module base. This not only improves the operational safety of the entire modular embedded part transfer system and reduces equipment maintenance costs and downtime, but also ensures the integrity of the workpiece during the transfer process, thereby improving the overall reliability and production efficiency of the system.

[0100] The above description is merely an exemplary embodiment of the present invention and does not limit the scope of protection of the present invention. Any equivalent structural transformations made based on the technical concept of the present invention and the contents of the specification and drawings of the present invention, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present invention.

Claims

1. A modular embedded component transfer system, characterized in that, include: Multiple standardized transfer modules are provided. Each standardized transfer module includes a module base, a module track disposed on the upper surface of the module base, and a module connection interface disposed on the side of the module base. Adjacent standardized transfer modules are mechanically connected through the module connection interface. The module track includes two parallel load-bearing guide rails. Multiple rail transfer vehicles, each of which includes a vehicle body, a set of wheels located at the bottom of the vehicle body and in rolling contact with the load-bearing guide rail, a drive motor located inside the vehicle body and connected to the set of wheels for transmission, and a workpiece carrying platform located on the upper surface of the vehicle body. A docking guide cone sleeve, wherein the docking guide cone sleeve is fixed to the workstation tooling base; A positioning cone pin is provided on the workpiece bearing platform and cooperates with the docking guide cone sleeve. When the rail transfer vehicle runs to the docking position of the workstation, the positioning cone pin is inserted into the docking guide cone sleeve to achieve high-precision docking between the workpiece bearing platform and the workstation tooling. The monitoring module is used to monitor the position and status of each of the track transfer vehicles in real time; A route planning module, which is used to plan the optimal transit route; A collaborative scheduling module is used to coordinate multiple rail transfer vehicles to avoid conflicts. The monitoring module interacts with each of the rail transport vehicles via a wireless communication unit located in the standardized transport module.

2. The modular embedded part transfer system as described in claim 1, characterized in that, The module connection interface includes a male connector on one side of the module base and a female connector on the opposite side. The male connector and the female connector have matching positioning cone surfaces and locking buckles. When adjacent standardized transfer modules are spliced, the male connector is inserted into the female connector and a quick mechanical connection is achieved through the locking buckle.

3. The modular embedded part transfer system as described in claim 1, characterized in that, The traveling wheel assembly includes an axle fixed to the bottom of the vehicle body and a traveling wheel rotatably supported on the axle. The traveling wheel is provided with a V-shaped wheel groove or a U-shaped wheel groove that cooperates with the load-bearing guide rail. The traveling wheel is mounted on the load-bearing guide rail through the wheel groove. The drive motor is connected to the wheel axle of the traveling wheel assembly through a reducer, or the drive motor is a hub motor directly integrated into the traveling wheel.

4. The modular embedded part transfer system as described in claim 1, characterized in that, The workpiece carrying platform includes a platform base fixedly connected to the vehicle body and a floating platform carrying plate connected by a cross-shaped guide rail pair and a central return spring. The cross-shaped guide rail pair is arranged in the X and Y directions, and the central return spring is used to reset the floating carrying plate so that the floating carrying plate can adaptively adjust its position in the horizontal plane when the positioning cone pin is inserted into the docking guide cone sleeve. The upper surface of the floating carrying plate is provided with a contour positioning groove and a vacuum adsorption hole array. The vacuum adsorption hole array is connected to the vehicle-mounted vacuum pump installed on the vehicle body through a vacuum pipeline.

5. The modular embedded part transfer system as described in claim 1, characterized in that, The docking guide cone sleeve includes a cone sleeve base fixed to the workstation fixture and a floating cone sleeve floating within the cone sleeve base. The floating cone sleeve and the cone sleeve base are connected by a compression spring. The floating cone sleeve has a tapered guide hole at its center that is larger at the top and smaller at the bottom. The positioning cone pin has a tapered guide section that matches the tapered guide hole.

6. The modular embedded part transfer system as described in claim 1, characterized in that, The monitoring module includes position sensors arranged at equal intervals along the length of the module track in each of the standardized transfer modules. The track transfer vehicle is equipped with a sensing mark for triggering the position sensor, thereby realizing real-time and accurate position detection of the track transfer vehicle.

7. The modular embedded part transfer system as described in any one of claims 1 to 6, characterized in that, The path planning module plans the optimal transfer path for each rail transfer vehicle based on the transfer requests from each workstation and the current track occupancy status, using a dynamic path planning algorithm that comprehensively considers path length, estimated running time, and energy consumption factors, and dynamically adjusts the path according to real-time traffic conditions during operation.

8. The modular embedded part transfer system as described in any one of claims 1 to 6, characterized in that, The collaborative scheduling module coordinates the passage order of multiple rail transfer vehicles at track intersections and merging points through speed adjustment and parking waiting strategies, and allocates virtual lane occupancy intervals to each rail transfer vehicle. When the virtual lane occupancy intervals of two rail transfer vehicles overlap, the rail transfer vehicle that enters the overlapping area is controlled to slow down or stop and wait.

9. The modular embedded part transfer system as described in any one of claims 1 to 6, characterized in that, The modular embedded part transfer system also includes a reversing base set at the intersection of the standardized transfer modules, a reversing track rotatably set on the reversing base, and a reversing drive component that drives the reversing track to switch between multiple directions. The two ends of the reversing track are respectively provided with connection ends that match the module connection interfaces of the adjacent standardized transfer modules.

10. The modular embedded part transfer system as described in any one of claims 1 to 6, characterized in that, The modular embedded part transfer system also includes a stop and buffer device set at the end of the module track. The stop and buffer device includes a buffer bracket fixed to the module base and an elastic buffer block set on the buffer bracket, which is used to provide mechanical stop and buffer protection when the track transfer vehicle exceeds its travel distance.

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