Contactless power supply RGV rail shuttle vehicle for unmanned warehousing

Abstract

This invention discloses a contactless power supply RGV (Automated Guided Vehicle) for unmanned warehousing, relating to the technical field of intelligent warehousing and logistics equipment. The invention includes a cargo-carrying structure and a power supply and energy storage structure. The power supply and energy storage structure is charged using a weakly coupled magnetic resonance wireless power transmission system. The moving power system of the cargo-carrying structure includes an energy storage and release structure and an electromagnetic propulsion structure. The energy storage and release structure is used for braking energy storage and for releasing kinetic energy during startup. The electromagnetic propulsion structure is magnetically connected to an external electromagnetic propulsion component and drives the cargo-carrying structure to move. The power supply and energy storage structure uses a weakly coupled magnetic resonance wireless power transmission system for charging, eliminating the need for traditional plug-in interfaces or contact points, significantly reducing power supply failure rates and maintenance frequency. The power supply and energy storage structure works in conjunction with the cargo-carrying structure to continuously provide stable power during vehicle operation, thereby improving the continuous operation capability of the RGV in unmanned warehousing environments.

Description

Technical Field

[0001] This invention relates to the technical field of intelligent warehousing and logistics equipment, and in particular to a contactless power supply RGV rail shuttle for unmanned warehousing. Background Technology

[0002] RGV (Rail Guided Vehicle) is an automated material handling equipment that runs along a fixed track. It is widely used in unmanned warehouses, automated storage and retrieval systems, production logistics lines, sorting systems, and flexible manufacturing systems. It is mainly used for the rapid transfer of goods, bins, pallets, or tooling between designated workstations. Compared with manual handling or ordinary forklift operations, RGV rail guide vehicles have advantages such as fixed running paths, high control precision, high conveying efficiency, and easy integration with warehouse management systems and scheduling systems. It can effectively improve the automation level and operational stability of warehousing and logistics systems. As smart warehousing develops towards high-density storage, high-frequency inbound and outbound operations, and all-weather unmanned operation, RGV rail guide vehicles have gradually become key execution equipment in automated material handling systems.

[0003] Existing RGV (Railway Transport Vehicle) systems typically use battery power. Common charging methods include manual plug-in wired charging, docked automatic contact charging, and timed recharging. Manual plug-in charging requires personnel to connect the charging device after the equipment is stopped, resulting in low automation and hindering continuous operation in unmanned warehousing scenarios. While docked automatic contact charging reduces human intervention to some extent, it still requires the vehicle to drive into a fixed charging station and rely on conductive contacts to make contact with the charging terminal for energy replenishment. This presents problems such as contact wear, poor contact, dust accumulation and oxidation, and poor adaptability to humid environments. Timed recharging often controls the vehicle to return to the charging area for centralized charging based on preset time or energy thresholds. Although this facilitates unified management, it occupies vehicle operating time and reduces the actual effective operating time of the equipment. In addition, some RGV systems also use sliding contact lines or drag chain cables for power supply. However, these methods often have drawbacks such as complex mechanical structures, frequent maintenance, limited wiring, and compromised long-term operational reliability, making it difficult to fully meet the requirements of modern unmanned warehousing systems for high continuity, high reliability, and low maintenance.

[0004] Since existing RGV (Railway Transport Vehicle) rail shuttles mostly rely on onboard batteries as their primary energy source, their range is affected by various factors such as battery capacity, load weight, operating distance, start-stop frequency, acceleration and deceleration conditions, and ambient temperature. In high-frequency operation scenarios in unmanned warehousing, RGVs typically need to operate continuously for extended periods and frequently perform actions such as acceleration, braking, positioning, loading and unloading, and standby, resulting in significant energy consumption and a high risk of insufficient range. When the battery level drops to a predetermined threshold, the vehicle must suspend its current transport task and proceed to a charging area to replenish its energy, or it may be forced to leave the work queue due to insufficient power, thereby disrupting the work cycle of a single vehicle. Especially in warehousing systems where multiple vehicles operate collaboratively, if one or more RGVs frequently go offline for charging due to insufficient range, it will not only affect their own task completion rate but may also disrupt the overall scheduling rhythm, leading to decreased track resource utilization, extended task waiting time, and reduced system throughput.

[0005] To avoid frequent recharging, larger capacity batteries are often required. However, larger capacity batteries increase vehicle weight, which in turn increases energy consumption, affects acceleration and operating efficiency, and also increases equipment costs and structural layout complexity. In order to ensure continuous system operation, the warehousing system may also need to increase the number of spare vehicles to make up for the capacity gap during charging, which will further increase the system construction and maintenance costs.

[0006] Publication No. CN209653512U discloses a rechargeable comb-type RGV transporter. The RGV is equipped with a track within a multi-level parking garage. It has wheels at its bottom and front and rear comb teeth on both sides. The RGV contains a controller, a battery, and a wireless charging receiver. The wireless charging receiver is electrically connected to the battery, forming a first charging path. A wireless charging transmitter, paired with the receiver, forms a second charging path. The transmitter is electrically connected to an external power source, forming a third charging path. The controller is electrically positioned on the first charging path, controlling its activation and deactivation. Simultaneous activation of the first, second, and third charging paths enables wireless charging of the battery. However, this technology relies on the sliding contact of the comb teeth to maintain charging continuity. The frictional life of the comb teeth significantly reduces the overall lifespan, and the exposed power contacts pose a risk of electric shock. Summary of the Invention

[0007] To address the problem of short battery life in existing RGV rail shuttles, which affects overall work efficiency, and to improve the charging efficiency of RGV rail shuttles, this invention provides a contactless power supply RGV rail shuttle for unmanned warehouses.

[0008] The present invention provides a contactless power supply RGV rail shuttle for unmanned warehouses, which adopts the following technical solution: A contactless power supply RGV rail shuttle for unmanned warehousing includes a cargo-carrying structure and a power supply and energy storage structure. The power supply and energy storage structure is connected to the cargo-carrying structure via power supply wires and moves with the cargo-carrying structure. The cargo-carrying structure moves along the track and is used to transport goods. The power supply and energy storage structure is charged using a weakly coupled magnetic resonance wireless power transmission system. The moving power system of the cargo-carrying structure includes an energy storage and release structure and an electromagnetic propulsion structure. The energy storage and release structure is used for braking energy storage and for releasing kinetic energy during startup. The electromagnetic propulsion structure is magnetically connected to an external electromagnetic propulsion component and drives the cargo-carrying structure to move.

[0009] The power supply and energy storage structure employs a weakly coupled magnetic resonance wireless power transmission system for charging. This eliminates the need for traditional plug-in charging interfaces or mechanical contact charging contacts, allowing for energy replenishment of the mobile power supply and energy storage structure. This avoids common problems in existing contact charging structures, such as contact wear, poor contact, dust accumulation and oxidation, arcing and overheating, and decreased conductivity in humid environments. This reduces the probability of power system failure and maintenance frequency, and improves the operational stability and long-term reliability of the equipment in complex storage environments. The mobile power system of the vehicle's cargo structure incorporates an energy storage and release structure, enabling energy storage during braking and release of stored kinetic energy during startup. This recovers and reuses some of the energy generated during deceleration or braking, reducing the instantaneous power demand on external power supply and energy storage units during startup, thus achieving energy conservation and consumption reduction. The energy storage and release structure provides auxiliary kinetic energy when the vehicle starts, which helps to reduce starting impact, reduce current fluctuations and mechanical load during the starting phase, and improve the smoothness of the vehicle's start-stop process. Especially in warehouse handling conditions with frequent start-stop operations, it can effectively improve the dynamic response performance and operating comfort of the RGV rail shuttle. Through the electromagnetic propulsion structure and the external electromagnetic propulsion components, the vehicle's cargo structure is driven to move, reducing the power consumption demand of the on-board power supply. It also has functions such as wireless power replenishment, energy recovery, and electromagnetic drive auxiliary propulsion, which can effectively alleviate the problems of insufficient range, frequent shutdown for charging, and reduced capacity during peak hours of existing RGV rail shuttles. This will increase the effective working time of a single vehicle, shorten the task waiting time, and further improve the throughput capacity and collaborative operation efficiency of the entire unmanned warehouse system.

[0010] Furthermore, the power supply and energy storage structure includes a battery, which is connected to the vehicle body cargo structure, energy storage and release structure and electromagnetic propulsion structure via power supply wires. The battery is connected to the vehicle power supply control module via control wires, and the power supply control module controls the supply of power to the vehicle body cargo structure, energy storage and release structure and electromagnetic propulsion structure. The battery is connected to a wireless charging module via charging wires, and the wireless charging module is a weakly coupled magnetic resonance wireless power transmission and receiving system.

[0011] By connecting the battery to the vehicle's cargo structure, energy storage and release structure, and electromagnetic propulsion structure respectively, multiple functional modules such as vehicle operation, energy recovery, and drive execution can be uniformly powered by the same energy storage structure. This facilitates the formation of a centralized energy management architecture and improves the integration of the vehicle's power supply system. The battery is connected to the on-board power supply control module via control wires, and the power supply control module controls the supply of power to the vehicle's cargo structure, energy storage and release structure, and electromagnetic propulsion structure. It can rationally allocate and dynamically adjust the power output according to the vehicle's operating status, load conditions, and the real-time needs of different functional modules, thereby avoiding unnecessary energy waste and improving the overall vehicle energy utilization rate and power supply rationality.

[0012] Furthermore, the weakly coupled magnetic resonance wireless power transmission system is a wireless charging platform. The wireless charging platform is installed on the running route of the vehicle's cargo structure. The wireless charging platform is matched with the wireless charging module and transmits power through wireless weakly coupled magnetic resonance.

[0013] By installing the wireless charging platform along the vehicle's cargo structure, the vehicle can replenish its power in conjunction with the wireless charging module while in operation or passing through designated sections. This eliminates the need for frequent shutdowns for charging, reducing downtime and improving the continuity and overall efficiency of unmanned warehousing operations. Since the wireless charging platform is pre-installed along the vehicle's route, the vehicle can automatically charge or replenish its power when it reaches the corresponding area, thus enhancing the system's automation level. The wireless charging platform is deployed along the route, and its installation location can be flexibly set according to the warehousing system's operating rhythm, vehicle path, and power replenishment needs. It does not require a large dedicated charging station space, which helps improve the utilization rate of the warehousing site and enhances the layout flexibility and engineering adaptability of the entire conveying system.

[0014] Furthermore, magnetic blocks are provided at the corresponding edges of the wireless charging module and the wireless charging platform, and the wireless charging module and the wireless charging platform are connected by magnetic attraction.

[0015] By setting magnetic blocks at the corresponding edges of the wireless charging module and the wireless charging platform, the magnetic attraction can be used to automatically guide and correct the position of the two, enabling the wireless charging module to quickly align itself when it approaches the wireless charging platform. This reduces the impact of positional deviation on the wireless charging effect and improves docking accuracy.

[0016] Furthermore, the electromagnetic propulsion structure includes a moving magnet, which is mounted on the bottom of the vehicle cargo structure via a magnet bracket. The moving magnet is magnetically connected to the stator magnetic rail, which is laid along the moving path of the vehicle cargo structure.

[0017] By laying stator magnetic rails along the moving path of the vehicle's cargo structure, and utilizing the magnetic force between the mover magnet and the stator magnetic rails to push or drive the cargo structure, the stator magnetic rails can be directly connected to an external power source. This reduces the reliance of the cargo structure on the continuous, high-power output of its own onboard battery during movement, avoiding the problems of high range pressure, frequent charging, or battery replacement caused by relying solely on the onboard battery. This helps to reduce the load intensity of the onboard battery, extend battery usage time and lifespan, and improve the continuous operation capability and system stability of the cargo structure.

[0018] Furthermore, the moving magnet is a permanent magnet, and electromagnets are evenly arranged on the stator magnetic rail. The electromagnets of the stator magnetic rail are installed on both sides of the moving magnet and are arranged in pairs. The electromagnets of the stator magnetic rail are connected to an external power supply, and an on-state induction button is connected between the paired electromagnets and the power supply. The on / off state of the external power supply is controlled by the on-state induction button.

[0019] During the movement of the cargo structure along the stator magnetic track, the corresponding pairs of electromagnets can be selectively energized according to the position of the moving magnet, so that electromagnetic force is generated in the corresponding area, which produces a directional driving or auxiliary pushing effect on the moving magnet. This not only improves the targeting and continuity of the drive, but also avoids the energy waste caused by the continuous energization of all electromagnets on the stator magnetic track for a long time, thereby reducing track-side energy consumption and improving energy utilization efficiency. Since the driving force for the movement of the cargo structure is provided by the stator magnetic track, the dependence on the cargo structure's own battery power supply can be reduced, the burden on the vehicle battery can be reduced, the charging frequency can be reduced, and it is conducive to improving continuous operation capability and overall operational stability.

[0020] Furthermore, a trigger roller is installed on one side of the moving magnet. The trigger roller moves in contact with the energized induction button. The trigger roller moves with the moving magnet and triggers the energized induction buttons arranged in sequence. The trigger rollers are respectively located at both ends of the switching lever. The switching lever is hinged at the bottom of the vehicle's cargo structure at the center.

[0021] During the movement of the cargo structure, the mechanical contact between the trigger roller and the energized induction button enables segmented triggering control of the on / off state of the corresponding electromagnet on the stator magnetic track. This ensures that the energizing timing of the electromagnet corresponds to the moving position of the mover magnet, thereby improving the accuracy and synchronization of electromagnetic propulsion control. By switching the lever hinged at the center and setting trigger rollers at both ends, the triggering action can be made more flexible during the operation of the cargo structure, making it easier to adapt to the button triggering requirements of different directions or positions.

[0022] Furthermore, the energy storage and release structure includes an energy storage module, in which an energy storage spring is installed. The energy storage spring is a coil spring, and one end of the energy storage spring is connected to a brake wheel via a drive shaft. The brake wheel makes frictional contact with a brake groove and rolls the energy storage spring by rolling in frictional contact with the brake groove. The brake groove is located at the parking positioning point on the moving path of the vehicle's cargo structure.

[0023] When the cargo structure of the vehicle body reaches the parking positioning point, the brake wheel and the brake groove make contact and cooperate. On the one hand, the friction can be used to decelerate and position the cargo structure of the vehicle body. On the other hand, it can simultaneously drive the energy storage spring to complete the storage or release of mechanical energy, thereby realizing the linkage between the braking process and the energy storage process, improving the energy utilization efficiency of the system. The use of coil springs as energy storage elements results in a relatively compact structure and a relatively stable energy storage and release process. This is beneficial for providing elastic buffering and power compensation during parking, starting, or auxiliary driving, thereby improving the smoothness of the cargo structure's operation, positioning accuracy, and overall system reliability.

[0024] Furthermore, the energy storage modules are respectively installed at both ends of the vehicle body cargo structure in the direction of movement. The brake wheel and the drive shaft are both installed in pairs. The paired drive shafts are installed by two sets of swing rods, and the two sets of swing rods are elastically pulled close to each other by tension springs. The swing rods control the brake wheel to make frictional contact with the brake groove by swinging. A control cylinder is installed on one side of the swing rod. The extension and retraction end of the control cylinder is connected to the swing rod through a side push rod. The extension and retraction of the extension and retraction end of the control cylinder drives the side push rod to control the swing of the swing rod.

[0025] The vehicle's cargo structure possesses corresponding braking energy storage capacity at both ends of the movement direction, thus adapting to reciprocating or bidirectional movement conditions. The paired brake wheels and drive shafts, in conjunction with two sets of swing arms, operate synchronously, which helps improve the force balance when the brake wheels contact the brake grooves, reducing wear or offset caused by excessive force on one side, and improving the smoothness of the braking process and the accuracy of parking positioning. The two sets of swing arms are elastically pulled closer together by tension springs, providing flexible adjustment and buffering during the contact between the brake wheels and the brake grooves, reducing the impact of rigid collisions. With the linkage between the control cylinder, side push rod, and swing arms, active control of the contact and separation states of the brake wheels can be achieved, thereby improving the controllability, responsiveness, and automation of the braking energy storage action.

[0026] Furthermore, the vehicle body cargo structure includes a vehicle body, a track wheel is provided at the bottom of the vehicle body and moves along the track by means of the track wheel, a lubricating layer is provided at the contact point between the track wheel and the track, a cargo platform is installed on the top surface of the vehicle body, the cargo platform is lifted and installed by a lifting cylinder, and a conveyor roller is horizontally arranged on the cargo platform, the conveyor roller is driven and connected to a conveyor motor.

[0027] The vehicle body can move stably along the track with the help of track wheels, thus ensuring a clear direction of movement and smooth motion of the cargo structure. A lubricating layer is installed at the contact point between the track wheels and the track, which helps to reduce running friction resistance and component wear, reduce drive energy consumption and operating noise, and improve the smoothness of movement and service life. The cargo platform is installed by lifting cylinders, and the platform height can be flexibly adjusted according to the cargo loading and unloading needs, improving the docking adaptability with external conveying equipment or workstations and facilitating cargo transfer. The cargo platform is equipped with conveyor rollers driven by conveyor motors, which can realize the automatic transport of goods on the cargo platform, reduce manual handling, improve loading and unloading efficiency and the overall level of automation.

[0028] In summary, the present invention has the following beneficial technical effects: 1. The power supply and energy storage structure moves along with the vehicle's cargo structure and is charged using a weakly coupled magnetic resonance wireless power transmission system. This eliminates the need for traditional plug-in interfaces or contact points, thus avoiding problems such as contact wear, poor contact, dust accumulation and oxidation, arcing and overheating, and decreased conductivity in humid environments. This significantly reduces the power supply failure rate and maintenance frequency. At the same time, the power supply and energy storage structure works in conjunction with the vehicle's cargo structure to continuously provide stable power during vehicle operation, thereby improving the RGV rail shuttle's continuous operation capability and long-term operational reliability in unmanned warehousing environments.

[0029] 2. By connecting the battery to the vehicle's cargo structure, energy storage and release structure, and electromagnetic propulsion structure respectively, and having the power supply uniformly allocated by the on-board power supply control module, a centralized energy management system can be formed for multiple functional modules such as vehicle operation, energy storage recovery, and drive assistance. The power supply control module can dynamically distribute power according to the vehicle load, operating status, and real-time needs of each actuator, thereby avoiding energy waste and improving the rationality of energy supply. This achieves the coordinated cooperation between the wireless charging module, battery, and multiple actuators, further improving the energy utilization efficiency of the whole vehicle and the level of system integration.

[0030] 3. The mobile power system of the vehicle's cargo structure is equipped with both an energy storage and release structure and an electromagnetic propulsion structure. The energy storage and release structure can recover some kinetic energy during braking and release the stored energy when the vehicle restarts, providing initial auxiliary thrust for the vehicle. The electromagnetic propulsion structure provides continuous propulsion for the vehicle by working in conjunction with the magnetic force of the external electromagnetic propulsion component. The two work together to improve the initial kinetic energy of the vehicle during the starting phase, reduce the dependence on the instantaneous high power output of the on-board battery during startup, and reduce starting shock and mechanical load, making the vehicle start and stop more smoothly, especially suitable for warehouse handling conditions with frequent starts and stops.

[0031] 4. The brake wheel, brake groove, drive shaft, and energy storage spring in the energy storage and release structure work together to store mechanical energy while the vehicle's cargo structure decelerates and brakes at the parking positioning point, and releases the stored energy during the subsequent starting phase, realizing the linkage process of "braking-energy storage-re-release drive". This structure allows some of the energy that would otherwise be lost during vehicle deceleration to be recovered and reused, thereby effectively reducing the overall vehicle energy consumption, reducing the burden on external power supply and energy storage units, achieving the effect of energy saving and consumption reduction, and improving the overall energy utilization rate of the system.

[0032] 5. Energy storage modules are respectively set at both ends of the vehicle's cargo structure in the direction of movement, and the brake wheels and drive shafts are set in pairs. They are linked and controlled by swing rods, tension springs, control cylinders and side push rods, so that the vehicle has the corresponding braking energy storage capacity in both bidirectional operation conditions, which can meet the needs of reciprocating operation. The paired brake wheel and swing rod structure helps to improve the balance of force and reduce uneven wear and deviation. The control cylinder can actively adjust the contact and separation state between the brake wheel and the brake groove. This realizes the coordination between braking, buffering, energy storage and execution control, and improves the smoothness of the parking process, braking controllability and positioning accuracy.

[0033] 6. In the electromagnetic propulsion structure, the mover magnet is installed at the bottom of the cargo structure of the vehicle body, and the stator magnetic rail is laid along the vehicle's running path. The pairs of electromagnets on the stator magnetic rail are controlled to be switched on and off by energized induction buttons. The trigger roller moves with the vehicle and triggers each energized induction button in sequence, so that the electromagnets in the corresponding areas are energized as needed. Through the coordinated cooperation between the mover magnet, stator magnetic rail, electromagnets, trigger roller, and energized induction buttons, the electromagnetic propulsion force can be matched with the actual position of the vehicle, realizing segmented, directional, and selective drive. This not only enhances the continuity and targeting of the propulsion, but also avoids the energy waste caused by the long-term energization of all electromagnets, thereby improving the efficiency of the track-side drive and the stability of the system operation.

[0034] 7. The vehicle's cargo-carrying structure includes track wheels, a lubrication layer, a cargo platform, lifting cylinders, conveyor rollers, and a conveyor motor. The vehicle can run smoothly along the track via the track wheels. The lubrication layer reduces frictional resistance and wear. The cargo platform is raised and lowered via the lifting cylinders, facilitating docking with shelves, conveyor lines, or workstations of different heights. Driven by the conveyor motor, the conveyor rollers enable automatic loading and unloading of goods onto and off the platform. This creates a coordinated operation between vehicle movement, platform lifting, and cargo transport, improving loading and unloading flexibility and cargo transfer efficiency, reducing manual intervention, and enhancing the overall automation level of the vehicle and the overall throughput capacity of the unmanned warehousing system. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the structure in use of the present invention; Figure 2 This is a schematic diagram of the right-side structure of the present invention; Figure 3 This is a schematic diagram of the main structure of the present invention; Figure 4 for Figure 1 A schematic diagram of the full cross-section of the central plane; Figure 5 This is a schematic diagram of the vehicle body structure of the present invention; Figure 6 This is a schematic diagram of the track structure of the present invention.

[0036] Explanation of reference numerals in the attached figures: 1. Car body; 11. Track wheel; 111. Lubrication layer; 12. Cargo platform; 121. Lifting cylinder; 122. Conveyor roller; 123. Conveyor motor; 2. Battery; 21. Wireless charging module; 211. Wireless charging platform; 212. Magnetic block; 22. Power supply control module; 3. Energy storage module; 31. Energy storage spring; 311. Brake wheel; 312. Drive shaft; 313. Swing rod; 314. Tension spring; 315. Control cylinder; 316. Side push linkage; 32. Brake groove; 4. Moving magnet; 41. Magnet bracket; 42. Trigger roller; 421. Switching swing rod; 5. Stator magnetic rail; 51. Power-on induction button. Detailed Implementation

[0037] The following will be combined with the appendix Figures 1-6 The technical solutions in the embodiments of the present invention are clearly and completely described herein. 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.

[0038] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0039] Example 1: This invention discloses a contactless power supply RGV rail shuttle for unmanned warehousing, referring to... Figure 1 The system includes a cargo-carrying structure and a power supply and energy storage structure. The power supply and energy storage structure is connected to the cargo-carrying structure via power supply wires and moves with the cargo-carrying structure. The cargo-carrying structure moves along a track and is used to transport goods. The power supply and energy storage structure is charged using a weakly coupled magnetic resonance wireless power transmission system. The moving power system of the cargo-carrying structure includes an energy storage and release structure and an electromagnetic propulsion structure. The energy storage and release structure is used for braking energy storage and for releasing kinetic energy during startup. The electromagnetic propulsion structure is magnetically connected to an external electromagnetic propulsion component and drives the cargo-carrying structure to move.

[0040] In this embodiment, the cargo-carrying structure serves as the main load-bearing and transportation component of the vehicle, used to carry goods and move back and forth within the storage area along a preset track. The cargo-carrying structure can adopt a frame-type vehicle body structure, with a walking component adapted to the track at its bottom, enabling the vehicle to run along a fixed trajectory. This is suitable for repetitive high-frequency handling scenarios and can meet the requirements for continuous transportation and stable delivery in unmanned warehousing environments. The main function of the power supply and energy storage structure is to provide power to the various electrical components on the cargo-carrying structure, and to receive external wireless power supply during vehicle operation intervals or when passing through energy replenishment areas. Since the power supply and energy storage structure moves synchronously with the vehicle, there is no need to set up a long-distance tow cable power supply structure, which can avoid problems such as tow cable entanglement, wear, breakage, and movement interference.

[0041] In this embodiment, the power supply and energy storage structure adopts a weakly coupled magnetic resonance wireless power transmission system for charging. Its basic principle is that the external transmitter and the vehicle-mounted power receiver form resonant circuits respectively. When the two are in the corresponding frequency range and reach the effective coupling condition, non-contact power transmission can be achieved through magnetic field resonance. This method does not rely on direct contact of metal contacts during the charging process, thus effectively reducing the probability of contact wear, oxidation corrosion, poor contact and arcing. It is especially suitable for warehousing scenarios with a lot of dust, high humidity or long-term continuous operation.

[0042] The power regulation module can be used to rectify, regulate or manage the received power before inputting it into the battery module. The battery module can be a lithium battery, a lithium iron phosphate battery or other rechargeable energy storage unit, depending on the vehicle load. To improve operational safety, the power supply and energy storage structure can be further equipped with a voltage monitoring unit, a current monitoring unit, a temperature monitoring unit and an overcharge and over-discharge protection unit to monitor the charging and discharging status in real time, thereby improving system reliability.

[0043] Energy storage and release structures are primarily used to recover some mechanical energy when a vehicle decelerates or brakes, and release this energy when the vehicle restarts, providing auxiliary starting power for the vehicle. Their working principle is as follows: when the vehicle enters a deceleration or stopping process, some of the kinetic energy generated during the vehicle's movement is transferred to the energy storage element through a corresponding mechanical transmission relationship, allowing the energy storage element to accumulate energy. When the vehicle needs to restart, the energy storage element releases the previously stored energy and converts it into a mechanical thrust or auxiliary driving force that helps the vehicle start. In this way, the vehicle can achieve a certain degree of energy recovery and reuse under frequent start-stop conditions, reducing the dependence on the instantaneous output power of the power supply and energy storage structure during the starting phase, thereby... To reduce battery discharge peak, decrease current surge, and improve vehicle start-up smoothness, the energy storage and release structure can adopt mechanical energy storage forms, such as spring energy storage, torsion spring energy storage, coil spring energy storage, or flywheel-assisted energy storage. The energy storage and release structure can be linked with the vehicle's braking mechanism or deceleration mechanism, so that the vehicle automatically enters the energy storage state when braking and automatically or controlledly enters the energy release state when the vehicle restarts, thus forming a working cycle of "deceleration energy storage - parking and waiting - starting energy release". The beneficial effect of this structure is that it can not only recover some of the energy originally consumed during braking, but also improve the initial kinetic energy of starting through energy release compensation, thus improving the starting performance of the vehicle under full load.

[0044] Electromagnetic propulsion structures are used to drive or assist vehicle movement through magnetic cooperation with external electromagnetic propulsion components. The basic principle is as follows: Magnetized components are installed on the vehicle's cargo structure, and external electromagnetic propulsion components are installed on the track side or at corresponding positions. When the external electromagnetic propulsion components are energized, they generate a magnetic field, creating an attractive or repulsive force with the magnetized components on the vehicle body. This propels or pulls the vehicle's cargo structure along the track. This driving method allows some of the driving force to be provided by external devices on the track side, thus reducing the vehicle's dependence on continuous high-power output from its own onboard power supply, alleviating the power supply burden on the energy storage structure, and consequently extending the driving range and improving continuous operation capability. The external electromagnetic propulsion components can be energized in zones according to the vehicle's operating position, generating directional magnetic fields in corresponding areas to continuously propel the vehicle. To improve driving efficiency, the operating cycle of the external electromagnetic propulsion components can be matched with the vehicle's operating speed, thus coordinating the magnetic force process with the vehicle's displacement process, reducing ineffective energization and energy loss.

[0045] In this embodiment, the energy storage and release structure is used in conjunction with the electromagnetic propulsion structure. Specifically, when the vehicle enters the starting state from a stationary state, the energy storage and release structure first releases part of the energy recovered in the previous cycle to provide starting assistance thrust for the vehicle body. Subsequently, the electromagnetic propulsion structure continuously provides the main propulsion force or supplementary propulsion force under the action of the external electromagnetic propulsion component, so that the vehicle body can smoothly enter the stable operation stage. Through the synergy of the two, on the one hand, the starting resistance of the vehicle body from a stationary state to the initial stage of movement can be reduced, and on the other hand, the problems of excessive starting current and obvious mechanical shock caused by relying solely on electromagnetic propulsion or battery drive can be avoided. Therefore, the start-stop quality and power connection smoothness of the whole vehicle can be improved.

[0046] Reference Figures 1-3 The power supply and energy storage structure includes a battery 2, which is connected to the vehicle body cargo structure, energy storage and release structure and electromagnetic propulsion structure via power supply wires. The battery 2 is connected to the vehicle power supply control module 22 via control wires, and the power supply control module 22 controls the supply of power to the vehicle body cargo structure, energy storage and release structure and electromagnetic propulsion structure. The battery 2 is connected to a wireless charging module 21 via charging wires. The wireless charging module 21 is a weakly coupled magnetic resonance wireless power transmission and receiving system.

[0047] Reference Figures 4-6 The weakly coupled magnetic resonance wireless power transmission system is a wireless charging platform 211. The wireless charging platform 211 is installed on the running route of the vehicle's cargo structure. The wireless charging platform 211 is matched with the wireless charging module 21 and transmits power through wireless weakly coupled magnetic resonance.

[0048] Reference Figure 5 and Figure 6The wireless charging module 21 and the wireless charging platform 211 are provided with magnetic blocks 212 at their corresponding edges, and the wireless charging module 21 and the wireless charging platform 211 are connected by magnetic blocks 212.

[0049] In this embodiment, battery 2 is the core energy storage component in the entire power supply and energy storage structure. Its main function is to store the electrical energy received by the wireless charging module 21 and provide working power to the vehicle cargo structure, energy storage release structure and electromagnetic propulsion structure during vehicle operation. The vehicle power supply control module 22 is mainly used to control, distribute and manage the power supply process of battery 2. It obtains the power supply status information of battery 2 through control wires and issues corresponding power supply control commands to the vehicle cargo structure, energy storage release structure and electromagnetic propulsion structure according to the vehicle operating conditions to determine the power supply of each part to be turned on, turned off, time-sharing power supply or priority power supply.

[0050] Battery 2 is connected to wireless charging module 21 via charging wire. Wireless charging module 21 is a weakly coupled magnetic resonance wireless power transmission and receiving system. The main function of wireless charging module 21 is to receive wireless energy emitted by external wireless charging platform 211 and transmit the received energy to battery 2 via charging wire to complete the charging of battery 2. Wireless charging platform 211 is installed on the running route of vehicle cargo structure and is used to transmit electrical energy to wireless charging module 21 when the vehicle passes by or stops at a designated position. Wireless charging platform 211 and wireless charging module 21 are matched, indicating that the two are compatible in terms of structural size, installation position, resonance parameters or effective energy transmission range, thereby ensuring that wireless power transmission can be carried out stably.

[0051] In this embodiment, the wireless charging platform 211 transmits power to the wireless charging module 21 through wireless weakly coupled magnetic resonance. Weakly coupled magnetic resonance refers to the transmission of electrical energy by relying on magnetic field resonance without close physical contact between the transmitter and receiver. Compared with the traditional contact power supply method, this method can complete energy transmission with a certain gap and allows for a small range of positional deviation. Therefore, it is more suitable for the energy replenishment needs of rail vehicles under automatic docking conditions.

[0052] To further improve the alignment accuracy between the wireless charging module 21 and the wireless charging platform 211, magnetic blocks 212 are provided at the corresponding edges of the wireless charging module 21 and the wireless charging platform 211. The main function of the magnetic blocks 212 is that when the wireless charging module 21 approaches the wireless charging platform 211, the magnetic attraction will cause the two to automatically align at the corresponding edge positions and form an adsorption connection.

[0053] The wireless charging platform 211 is installed at the corresponding position on the predetermined running route of the vehicle's cargo structure. During installation, it should be ensured that the wireless charging platform 211 and the wireless charging module 21 can form an effective correspondence when the vehicle stops or passes by, and that the magnetic blocks 212 at the corresponding edges are matched. After the wireless charging platform 211 is installed, it should be confirmed that it is firmly fixed, accurately positioned, and meets the charging requirements during vehicle operation. When the vehicle needs to be charged, the vehicle is controlled to move along the running route to the area corresponding to the wireless charging platform 211. As the wireless charging module 21 approaches the wireless charging platform 211, the magnetic blocks 212 at the corresponding edges of the two generate a magnetic attraction, causing the wireless charging module 21 and the wireless charging platform 211 to automatically align and connect. After the wireless charging platform 211 is started, it transmits electrical energy to the wireless charging module 21 through weak coupling magnetic resonance. After receiving the electrical energy, the wireless charging module 21 transmits the electrical energy to the battery 2 through the charging wire to charge the battery 2.

[0054] The wireless charging platform 211 is distributed at parking points along the vehicle's movement path, ensuring that the vehicle can be charged no matter where it is parked, and can be charged whenever it stops.

[0055] Once the charging requirement is met, the wireless charging platform 211 stops transmitting. The vehicle leaves the area of ​​the wireless charging platform 211 under control. The magnetic block 212 loses its magnetism and is de-energized. The wireless charging module 21 separates from the wireless charging platform 211, and the vehicle continues to enter the transportation or standby state.

[0056] Reference Figure 3 and Figure 4 The electromagnetic propulsion structure includes a moving magnet 4, which is mounted on the bottom of the vehicle body cargo structure via a magnet bracket 41. The moving magnet 4 is magnetically connected to the stator magnetic rail 5, which is laid along the moving path of the vehicle body cargo structure.

[0057] Reference Figure 5 and Figure 6 The moving magnet 4 is a permanent magnet, and electromagnets are evenly arranged on the stator magnetic rail 5. The electromagnets of the stator magnetic rail 5 are installed on both sides of the moving magnet 4 and are arranged in pairs. The electromagnets of the stator magnetic rail 5 are connected to an external power supply, and the pairs of electromagnets are connected to the power supply by a power-on sensing button 51, which controls the on / off of the external power supply.

[0058] Reference Figure 4 and Figure 5A trigger roller 42 is installed on one side of the moving magnet 4. The trigger roller 42 moves in contact with the energized induction button 51. The trigger roller 42 moves with the moving magnet 4 and triggers the energized induction buttons 51 arranged in sequence. The trigger roller 42 is respectively located at both ends of the switching lever 421. The switching lever 421 is hinged at the center to the bottom of the vehicle cargo structure.

[0059] In this embodiment, the moving magnet 4 is a moving magnetic component in the electromagnetic propulsion structure. It is installed at the bottom of the vehicle's cargo structure and moves with it. The moving magnet 4 adopts a permanent magnet structure, which can maintain a stable magnetic field without continuous power supply. This reduces the vehicle's power consumption while forming a magnetic force relationship with the electromagnets on the stator magnetic rail 5. The magnet bracket 41 mainly supports, positions, and fixes the moving magnet 4, ensuring that the moving magnet 4 maintains a spatial positional relationship with the stator magnetic rail 5 during vehicle operation. The main function of the stator magnetic rail 5 is to provide a continuous magnetic force area for the moving magnet 4 and construct a segmented propulsion channel through electromagnets distributed along the path. Since the stator magnetic rail 5 is fixedly laid at the vehicle's travel route, the moving magnet 4 can always maintain a correspondence with it during vehicle movement, thereby obtaining magnetic propulsion at different positions in sequence. This allows the vehicle to obtain propulsion along the track direction without relying entirely on traditional mechanical drive transmission structures.

[0060] In this embodiment, the energizing induction button 51 functions as a segmented trigger for energization. Its working logic is as follows: when the vehicle moves to the area corresponding to a pair of electromagnets, the energizing induction button 51 is triggered, thereby connecting the pair of electromagnets to the external power supply, generating a magnetic field, and pushing the mover magnet 4. When the vehicle continues to move forward and leaves that position, the energizing induction button 51 resets or is no longer triggered, and the corresponding electromagnet stops being energized. In this way, the pairs of electromagnets on the stator magnetic rail 5 do not need to be continuously energized for a long time, but are energized segment by segment according to the vehicle's movement position, improving efficiency. The targeted and sequential nature of magnetic propulsion means that the trigger roller 42 directly converts the mechanical displacement process of vehicle movement into the triggering action of the energized induction button 51. Its working principle is as follows: when the cargo structure of the vehicle moves along the stator magnetic track 5, the trigger roller 42 moves forward synchronously with the mover magnet 4 and contacts the energized induction buttons 51 arranged along the route in sequence. After the trigger roller 42 rolls and presses the corresponding button, the pair of electromagnets at the corresponding position are connected to the external power supply and generate a magnetic field, so as to automatically switch the power supply section as the vehicle position changes, thereby forming a natural and continuous propulsion process.

[0061] The switching lever 421 is equivalent to a swingable double-ended trigger component. After the middle is hinged, the trigger rollers 42 at both ends can swing accordingly according to the running direction or contact state. When the vehicle is running in one direction, the trigger roller 42 located on the forward side can preferentially contact and trigger the energized induction button 51 in front. When the vehicle's running direction changes or the direction of force changes, the switching lever 421 can swing around the central hinge point, causing the trigger roller 42 at the other end to rotate into the effective trigger position.

[0062] The position of the trigger roller 42 is adjusted so that it can make effective contact with the energized induction buttons 51 set along the stator magnetic track 5 during vehicle operation. At the same time, the contact process of the roller is ensured to be smooth and without obvious jamming. When the cargo structure of the vehicle body begins to move along the stator magnetic track 5, the moving magnet 4 moves forward synchronously along the track direction. The trigger roller 42, driven by the switching lever 421, contacts the energized induction buttons 51 in the forward direction in sequence. After a certain energized induction button 51 is triggered, the pair of electromagnets connected to it are connected to the external power supply and generate a magnetic field, thereby generating a magnetic force on the moving magnet 4, pushing the cargo structure of the vehicle body to continue to move forward. As the vehicle continues to move forward, the previous set of energized induction buttons 51 is deactivated, and the subsequent energized induction buttons 51 continue to be triggered, so that each pair of electromagnets on the stator magnetic track 5 is energized in sequence according to the vehicle position, thus forming a continuous segmented magnetic propulsion process, so that the cargo structure of the vehicle body continues to run along the moving path.

[0063] When the vehicle needs to run in reverse, the switching lever 421 can swing at the central hinge point, so that the trigger roller 42 at the other end is in a more suitable position to contact the energized sensing button 51. Thus, when driving in reverse, the corresponding buttons can be triggered in sequence and the paired electromagnets can be energized in segments to achieve bidirectional electromagnetic propulsion of the vehicle.

[0064] Reference Figures 3-5 The energy storage and release structure includes an energy storage module 3, in which an energy storage spring 31 is installed. The energy storage spring 31 is a coil spring. One end of the energy storage spring 31 is elastically coiled and connected to a brake wheel 311 via a drive shaft 312. The brake wheel 311 is in frictional contact with a brake groove 32 and rolls the energy storage spring 31 by frictional contact with the brake groove 32. The brake groove 32 is located at the parking positioning point on the moving path of the vehicle's cargo structure.

[0065] Reference Figure 5The energy storage modules 3 are respectively set at both ends of the vehicle body cargo structure in the direction of movement. The brake wheel 311 and the drive shaft 312 are both set in pairs. The paired drive shafts 312 are oscillatingly mounted by two sets of swing rods 313. The two sets of swing rods 313 are elastically pulled close to each other by tension springs 314. The swing rods 313 control the brake wheel 311 to rub against the brake groove 32 by swinging. A control cylinder 315 is installed on one side of the swing rod 313. The extension end of the control cylinder 315 is connected to the swing rod 313 by a side push rod 316. The extension and retraction of the extension end of the control cylinder 315 drives the side push rod 316 to control the swing of the swing rod 313.

[0066] In this embodiment, the energy storage spring 31 is disposed in the energy storage module 3 and adopts a coil spring structure. The coil spring itself has the characteristics of repeatedly winding to store energy and rebounding to release energy, making it suitable as a mechanical energy storage element in reciprocating motion. One end of the energy storage spring 31 is in an elastically wound connection state and is connected to the brake wheel 311 through the transmission shaft 312. When the brake wheel 311 rolls or is obstructed in the brake groove 32, it can transmit the rotational motion to the transmission shaft 312, thereby driving the energy storage spring 31 to wind up or unwind. The principle is to use the coil spring to have elastic absorption and feedback capabilities for rotational displacement, converting the contact friction motion during parking into storable elastic energy. This not only enables mechanical buffering during parking but also provides auxiliary release force when the vehicle restarts or adjusts its posture.

[0067] The function of the brake groove 32 is to provide a preset friction contact area for the brake wheel 311, so that the energy storage action and braking buffer action only occur at specific locations and do not continue to act throughout the entire path. The principle is to use the groove structure fixedly set at the parking positioning point to generate controlled friction action in the relative movement of the brake wheel 311 passing through the point, thereby driving the energy storage spring 31 to wind or unwind. By arranging the brake groove 32 at the parking positioning point, the energy storage process can be automatically triggered when the vehicle arrives at the station, positions itself, or stops, which not only improves the consistency of parking positioning but also makes the energy storage action match the vehicle's operating rhythm.

[0068] The energy storage modules 3 are respectively set at both ends of the vehicle body cargo structure in the direction of movement. This arrangement allows the vehicle to cooperate with the brake groove 32 at the parking positioning point through the energy storage modules 3 at the corresponding ends in different operating directions. In other words, no matter whether the vehicle is driving into the parking space in the forward or reverse direction, the energy storage module 3 at the corresponding front end can participate in contact and energy storage first, thereby ensuring that the energy storage and release structure has an effective function under bidirectional operating conditions.

[0069] In this embodiment, the swing arm 313 serves both as a mounting support and as a contact control mechanism. Its principle lies in the fact that the swing of the swing arm 313 causes the drive shaft 312 and brake wheel 311 connected to it to swing outwards or retract inwards, thereby controlling whether the brake wheel 311 rubs against the brake groove 32. Through this swing mounting method, the brake wheel 311 is not always pressed against the brake groove 32, but can enter the working state when needed and exit the working position when not needed. The two sets of swing arms 313 are elastically pulled closer together by a tension spring 314. The tension spring 314 provides an elastic tendency for the two sets of swing arms 313 to move closer or return to their original position, allowing them to automatically return to a predetermined position after the external control force is removed. Its working principle is based on using the elastic restoring force of the tension spring 314 to apply a continuous tension to the swing arm 313. Maintaining the basic proximity or reset state between the brake wheel 311 and the brake groove 32 improves the smoothness of the mechanism's movement and its automatic reset capability, preventing the swing arm 313 from remaining in an unstable position after control is released. It also helps to buffer transient impacts during the contact process. Specifically, when the swing arm 313 swings in the working direction under external force, the drive shaft 312 and brake wheel 311 mounted on it move accordingly, causing the brake wheel 311 to gradually press against or enter the corresponding position of the brake groove 32, thereby forming frictional contact. When the swing arm 313 swings in the opposite direction, the brake wheel 311 disengages from or reduces its contact with the brake groove 32. Through this swing-type contact control, the cooperation between the brake wheel 311 and the brake groove 32 can be controlled and phased, facilitating energy storage or buffering under specific working conditions and reducing interference under other working conditions.

[0070] The extension and retraction end of the control cylinder 315 is connected to the swing rod 313 via the side push rod 316. The extension and retraction of the extension and retraction end of the control cylinder 315 drives the side push rod 316 to control the swing rod 313 to swing, thereby realizing automatic reversal.

[0071] When the vehicle's cargo structure approaches the parking positioning point, the control cylinder 315 activates, pushing the swing rod 313 to swing towards the working position via the side push linkage 316. This causes the brake wheel 311 to make frictional contact with the brake groove 32. As the vehicle continues to move and decelerates to a stop, the brake wheel 311 rolls in the brake groove 32 or rolls due to friction, driving the drive shaft 312 to rotate. This causes the energy storage spring 31 to coil up and complete mechanical energy storage. During this process, the brake groove 32 simultaneously provides positioning buffer and friction braking for the vehicle. After the vehicle reaches the target parking position, the energy storage spring 31 completes the corresponding energy storage state and can be locked by a locking mechanism such as a ratchet. The tension spring 314 provides elastic constraint to the swing rod 313, ensuring that the brake wheel 311 maintains a reasonable contact posture or tends to return to its original position after the control is released, thereby ensuring that the structure is in a stable state.

[0072] When the vehicle needs to start, make minor adjustments to its position, or perform auxiliary actions, the swing arm 313 can be adjusted by controlling the cylinder 315 to keep the brake wheel 311 in an appropriate working state or gradually disengage it from the brake groove 32. During the unwinding process, the energy storage spring 31 releases the stored elastic energy through the transmission shaft 312 and the brake wheel 311, providing a certain auxiliary effect on the vehicle's movement, reducing the initial load or improving the smoothness of the action. Since the energy storage modules 3 are respectively set at both ends of the vehicle's cargo structure in the direction of movement, when the vehicle enters the parking positioning point from any direction, the energy storage module 3 on the corresponding side can participate in contact and energy storage first. Thus, consistent parking buffering and energy release effects can be achieved under bidirectional operating conditions.

[0073] Reference Figure 1 The vehicle body cargo structure includes a vehicle body 1. The bottom of the vehicle body 1 is provided with track wheels 11, and the vehicle body 1 moves along the track via the track wheels 11. A lubrication layer 111 is provided at the contact point between the track wheels 11 and the track. A cargo platform 12 is installed on the top surface of the vehicle body 1. The cargo platform 12 is lifted and lowered by a lifting cylinder 121. A conveyor roller 122 is horizontally arranged on the cargo platform 12. The conveyor roller 122 is driven by a conveyor motor 123.

[0074] The working principle of the track wheel 11 is based on the rolling contact between the wheel body and the track. The function of the lubrication layer 111 is to improve the contact friction state between the track wheel 11 and the track, so that the wheel-rail contact surface has better friction reduction performance during rolling. Its working principle is to form a friction reduction interface in the wheel-rail contact area through lubricating material or lubricating medium, thereby reducing the friction coefficient and reducing contact wear. It can increase magnetic elements, so that the car body reduces the pressure on the track or suspends, and improves the stability of the car body 1 when running along the track.

[0075] As a component for carrying and transferring goods, the cargo platform 12 provides an upper working surface for the installation, positioning and transportation of goods. After the cargo platform 12 is set on the top surface of the vehicle body 1, it can form an upper and lower layer arrangement with the vehicle body 1 below. On the one hand, it facilitates the functional separation of the lower walking structure and the upper loading structure. On the other hand, it also allows the loading and unloading of goods to be carried out at a higher position, which is convenient for docking with warehouse racks or conveyor lines. Its effect is to improve the vehicle's cargo adaptability and operational flexibility in the warehousing scenario.

[0076] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the scope defined by the structure of the invention, and all such modifications and additions should fall within the protection scope of the present invention.

Claims

1. A contactless power supply RGV rail shuttle for unmanned warehousing, comprising a cargo-carrying structure and a power supply and energy storage structure, wherein the power supply and energy storage structure is connected to the cargo-carrying structure via power supply wires and moves with the cargo-carrying structure, the cargo-carrying structure moves along a track and is used to transport goods, characterized in that: The power supply and energy storage structure is charged using a weakly coupled magnetic resonance wireless power transmission system. The mobile power system of the vehicle cargo structure includes an energy storage and release structure and an electromagnetic propulsion structure. The energy storage and release structure is used for braking energy storage and braking and for releasing kinetic energy during startup. The electromagnetic propulsion structure is connected to the external electromagnetic propulsion component by magnetic force and drives the vehicle cargo structure to move.

2. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 1, characterized in that: The power supply and energy storage structure includes a battery (2), which is connected to the vehicle body cargo structure, energy storage and release structure and electromagnetic propulsion structure through power supply wires. The battery (2) is connected to the vehicle power supply control module (22) through control wires and controls the power supply to the vehicle body cargo structure, energy storage and release structure and electromagnetic propulsion structure through the power supply control module (22). The battery (2) is connected to the wireless charging module (21) through charging wires. The wireless charging module (21) is a weakly coupled magnetic resonance wireless power transmission and receiving system.

3. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 2, characterized in that: The weakly coupled magnetic resonance wireless power transmission system is a wireless charging platform (211). The wireless charging platform (211) is installed on the running route of the vehicle's cargo structure. The wireless charging platform (211) is matched with the wireless charging module (21) and transmits power through wireless weakly coupled magnetic resonance.

4. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 3, characterized in that: The wireless charging module (21) and the wireless charging platform (211) are provided with magnetic blocks (212) at their corresponding edges, and the wireless charging module (21) and the wireless charging platform (211) are connected by magnetic blocks (212) for positive adsorption.

5. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 1, characterized in that: The electromagnetic propulsion structure includes a moving magnet (4), which is installed at the bottom of the vehicle body cargo structure via a magnet bracket (41). The moving magnet (4) is connected to the stator magnetic rail (5) by magnetic force, and the stator magnetic rail (5) is laid along the moving path of the vehicle body cargo structure.

6. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 5, characterized in that: The moving magnet (4) is a permanent magnet. Electromagnets are evenly arranged on the stator magnetic rail (5). The electromagnets of the stator magnetic rail (5) are installed on both sides of the moving magnet (4) and are arranged in pairs. The electromagnets of the stator magnetic rail (5) are connected to an external power supply. A power-on sensing button (51) is connected between the paired electromagnets and the power supply, and the power supply is turned on and off by the power-on sensing button (51).

7. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 6, characterized in that: A trigger roller (42) is installed on one side of the moving magnet (4). The trigger roller (42) moves into contact with the power-on sensing button (51). The trigger roller (42) moves with the moving magnet (4) and triggers the power-on sensing buttons (51) arranged in sequence. The trigger roller (42) is respectively located at both ends of the switching lever (421). The switching lever (421) is hinged at the center to the bottom of the vehicle cargo structure.

8. The contactless power supply RGV rail shuttle for unmanned warehousing as described in claim 1, characterized in that: The energy storage and release structure includes an energy storage module (3), in which an energy storage spring (31) is installed. The energy storage spring (31) is a coil spring. One end of the energy storage spring (31) is elastically wound and connected to a brake wheel (311) through a drive shaft (312). The brake wheel (311) is in frictional contact with a brake groove (32) and rolls and unwinds the energy storage spring (31) by frictional contact with the brake groove (32). The brake groove (32) is located at the parking positioning point of the vehicle body cargo structure movement path.

9. A contactless power supply RGV rail shuttle for unmanned warehousing as described in any one of claims 8, characterized in that: The energy storage module (3) is respectively set at both ends of the vehicle body cargo structure in the direction of movement. The brake wheel (311) and the drive shaft (312) are both set in pairs. The paired drive shafts (312) are installed by two sets of swing rods (313) respectively. The two sets of swing rods (313) are elastically pulled close to each other by tension springs (314). The swing rods (313) control the brake wheel (311) to rub against the brake groove (32) by swinging. A control cylinder (315) is installed on one side of the swing rod (313). The extension end of the control cylinder (315) is connected to the swing rod (313) through the side push rod (316). The extension and retraction of the extension end of the control cylinder (315) drives the side push rod (316) to control the swing rod (313) to swing.

10. A contactless power supply RGV rail shuttle for unmanned warehousing as described in claims 1-9, characterized in that: The vehicle body cargo structure includes a vehicle body (1), the bottom of the vehicle body (1) is provided with a track wheel (11), and the vehicle body (1) moves along the track via the track wheel (11). A lubricating layer (111) is provided at the contact point between the track wheel (11) and the track. A cargo platform (12) is installed on the top surface of the vehicle body (1). The cargo platform (12) is lifted and installed by a lifting cylinder (121). A conveyor roller (122) is horizontally arranged on the cargo platform (12), and the conveyor roller (122) is connected to a conveyor motor (123).

Images