A kind of photovoltaic inverter whole body replacement anti-rollover transport device

Abstract

The application discloses a kind of photovoltaic inverter complete machine replacement use anti-rollover transport device, including chassis track, loading frame, inverter special slot, gravity adjustment mechanism and elastic flexure buffer array.Elastic flexure buffer array is arranged between loading frame and slot, including several groups of elastic flexure and guide constraint block, the lower end of elastic flexure is located in loading frame, and the upper end is fixed to slot, with anisotropic bending stiffness, guide constraint block limits its flexure direction away from the center of chassis ground wheel profile.Each group of elastic flexure is configured with controllable friction pair, independently adjusted by controller.Controller calculates the overturning boundary margin according to micro-pressure sensor and inertial measurement unit data, controls the corresponding elastic flexure to generate a return displacement when gravity adjustment mechanism does not respond or lateral load reaches the critical value, and is reset after stabilization.The application improves the anti-rollover capability of transport vehicle when encountering sudden lateral impact on complex terrain.

Description

Technical Field

[0001] This invention relates to an anti-tipping transport device for replacing a complete photovoltaic inverter, which belongs to the technical field. Background Technology

[0002] Solar photovoltaic (PV) power generation systems, as an emerging power generation project in China, have become a hot topic due to their safety, reliability, noise reduction, clean energy, abundant resources, lack of geographical limitations, and short construction period. Their application will significantly reduce greenhouse gas emissions, decrease human dependence on fossil fuels, and effectively reduce environmental pollution. The inverter is the core component of a PV power generation system. It converts the direct current (DC) power from PV modules into alternating current (AC) power and is an indispensable part of the system. Under normal line operation, the PV power station continuously monitors the voltage, frequency, phase, and power factor of the public grid through the anti-islanding device in the inverter. When the inverter's voltage and frequency match the grid and the power factor meets the set requirements, the inverter automatically connects to the grid. Otherwise, the inverter remains under monitoring.

[0003] Chinese patent CN119262029A discloses a mobile loading vehicle adapted for mountain photovoltaic inverters, including a chassis, a lifting and adjusting mechanism, a drive mechanism, a loading mechanism, a bearing mechanism, and a controller. The chassis has lifting and adjusting mechanisms at its four corners connected to the drive mechanism, and a loading mechanism and a bearing mechanism at the top. The controller coordinates the operation of each mechanism to achieve efficient and stable transportation of photovoltaic inverters in complex mountainous terrain. However, this existing technology mainly relies on the lifting and adjusting mechanism to adapt to uneven terrain and the bearing mechanism to ensure stability during transportation. It does not effectively respond to proactive anti-rollover measures when the transport vehicle encounters sudden lateral impacts on steep slopes or gully edges, making it difficult to provide timely anti-tipping protection in the event that the center of gravity adjustment mechanism cannot respond in time. Summary of the Invention

[0004] In order to solve the above-mentioned problems in the existing technology, the present invention provides an anti-tipping transport device for replacing photovoltaic inverters, which can avoid the problem of overturning when encountering sudden lateral impacts in complex terrain.

[0005] The technical solution of the present invention is as follows: A rollover prevention transport device for replacing a complete photovoltaic inverter includes a chassis track, a loading frame fixed above the chassis track, and a dedicated inverter slot located above the loading frame. It also includes a center-of-gravity adjustment mechanism located between the chassis track and the loading frame, and an elastic buckling buffer array arranged between the loading frame and the dedicated inverter slot. The elastic buckling buffer array includes several sets of elastic buckling elements and guide restraint blocks. The lower end of each set of elastic buckling elements is located on the loading frame, and the upper end is fixed to the dedicated inverter slot. Each set of elastic buckling elements has anisotropic bending stiffness, and the sets of elastic buckling elements are evenly spaced along the circumference of the loading frame. Each set of elastic buckling elements corresponds to an azimuth angle. The guide constraint block is fixed on the loading frame and slides with the elastic buckling member to limit the buckling direction of each set of elastic buckling members to the center of the area enclosed by the ground contact profile of the chassis track; each set of elastic buckling members is equipped with a controllable friction pair, and its positive pressure is independently adjusted by the controller.

[0006] The controllable friction pair includes a fixed friction plate and a sliding friction plate that are in contact with each other, as well as an adjusting actuator. The fixed friction plate is fixed on the loading frame, and the sliding friction plate is connected to an elastic buckling member and moves synchronously with it. The adjusting actuator is an electromagnetic actuator, including an electromagnetic coil and an armature. The electromagnetic coil is fixed on the loading frame, and the armature is fixedly connected to the sliding friction plate. When the electromagnetic coil is energized, it generates an electromagnetic attraction force, which attracts the armature to move towards the electromagnetic coil against the spring force. By adjusting the current of the electromagnetic coil, the magnitude of the positive pressure is continuously controlled, thereby controlling the friction force between the fixed friction plate and the sliding friction plate.

[0007] Each set of elastic buckling elements has an asymmetrical rectangular cross-section, with its width in the direction away from the center of the area enclosed by the chassis track ground contact profile being greater than its width in the direction perpendicular to that direction; each set of elastic buckling elements has a critical buckling load. ,and ,in This represents the maximum lateral disturbance load that the device experiences during normal obstacle crossing.

[0008] The chassis track includes a frame, multiple support rollers distributed on both sides of the frame, and tracks wrapped around the support rollers. Micro-pressure sensors are installed at at least four support rollers to detect the ground reaction force borne by the corresponding support roller. Specifically, the micro-pressure sensors located on the support rollers on both sides of the longitudinal centerline of the chassis track reflect the left-right ground pressure ratio, while the micro-pressure sensors located on the support rollers at the front and rear ends of the chassis track reflect the front-rear ground pressure ratio. The inertial measurement unit is fixed to a rigid part of the loading frame or chassis track frame to obtain the vehicle's lateral slope. With lateral acceleration .

[0009] The controller is electrically connected to the micro-pressure sensor and the inertial measurement unit, and is configured to perform the following steps: Based on the ground reaction forces detected by the micro-pressure sensors for each support roller, the projected coordinates of the equivalent gravity application point of the entire machine on the plane where the chassis track ground contact section is located are calculated. ; Cross slope obtained using inertial measurement unit With lateral acceleration And calculate the overturning boundary margin. , where d is the distance from the projected coordinates to the nearest side of the area enclosed by the ground contour, and D is the maximum allowable distance from the centroid projected to that side; when Less than the first preset threshold At that time, the center of gravity adjustment mechanism is controlled to move, and the projected coordinates are adjusted. Revert to a safe zone; when Less than the second preset threshold Furthermore, it is predicted that the center of gravity adjustment mechanism will not respond quickly enough, or that a lateral disturbance load will be detected. At that time, determine the azimuth of the disturbance. And according to the preset control law, reduce the normal pressure of the controllable friction pair of the elastic buckling member corresponding to the azimuth angle, so that the elastic buckling member buckles under the action of axial pressure; Calculate the resultant force vector of the elastic restoring forces of all elastic buckling members currently in a buckling-locked state, and determine the equivalent direction angle of this resultant force. With current disturbance azimuth Comparison: like Then, according to the preset control law, the normal pressure of the controllable friction pair corresponding to all elastic buckling elements (41) in the buckling locked state is reduced, so that each elastic restoring force and the buckling thrust of the elastic buckling element (41) corresponding to the current disturbance azimuth angle work together to generate a pullback displacement. like This maintains the high positive pressure of the controllable friction pair corresponding to the buckled elastic buckling member, keeps it in a buckled state, and prevents the release of its elastic restoring force. Release the buckling-locked state of the released elastic buckling member and bring the newly buckled elastic buckling member into the buckling-locked state.

[0010] The controller is also configured to perform the following steps: when Greater than the third preset threshold And lateral acceleration Less than the preset acceleration threshold At that time, for all elastic buckling members in the buckling state, the normal pressure of the corresponding controllable friction pair is reduced according to the preset control law according to their respective azimuth angle weights, so that the elastic buckling members can be reset to the initial position in a controlled manner. If a lateral disturbance load at any azimuth angle is detected again during the reset process If the normal pressure of the controllable friction pair of the elastic buckling member corresponding to the azimuth angle is increased immediately to maintain damping, and the normal pressure of the controllable friction pair of the elastic buckling member at the newly triggered azimuth angle is reduced according to the preset control law to allow it to buckle.

[0011] The center of gravity adjustment mechanism includes a transverse guide rail, which is fixed to the bottom of the loading frame and arranged in a left-right direction; a transverse slider slides on the transverse guide rail; a first motor is provided on the loading frame, and the output shaft of the first motor is connected to the transverse slider for driving the transverse slider to slide along the transverse guide rail to generate lateral displacement. A longitudinal guide rail is arranged along the front-to-back direction on the horizontal slider, and a longitudinal slider slides on the longitudinal guide rail. A second motor is fixed on the horizontal slider, and the output shaft of the second motor is connected to the longitudinal slider to drive the longitudinal slider to slide along the longitudinal guide rail, thereby generating longitudinal displacement. y; A battery counterweight is fixed on the longitudinal slider, and the battery counterweight also serves as the power source for the entire machine.

[0012] The controller is further configured to: based on the overturning boundary margin With the first preset threshold Calculate the required center of gravity return vector based on the difference; decompose this center of gravity return vector into lateral displacements. Target value and longitudinal displacement The target value of y is determined by controlling the first and second motors to drive the battery counterweights to achieve the target value.

[0013] This also includes a remote control system, which communicates wirelessly with the controller.

[0014] The present invention has the following beneficial effects: This invention replaces the traditional rigid fixed connection by using an elastic buckling buffer array to connect the inverter-specific slot to the loading frame. This enables the inverter to generate controlled relative movement with respect to the vehicle frame when subjected to a sudden lateral impact, achieving the purpose of generating an initial correction displacement before the center of gravity adjustment mechanism responds.

[0015] This invention uses a controller to monitor data from micro-pressure sensors and inertial measurement units in real time, calculates the overturning boundary margin, and triggers buckling of the elastic buckling member in the corresponding direction when the center of gravity adjustment mechanism fails to respond or the lateral impact exceeds the critical value. This enables rapid identification and automatic response to sudden tilting conditions, achieving the goal of generating a correction displacement in a short time.

[0016] This invention achieves a balance between reset and emergency response by continuously monitoring the lateral disturbance load during the reset process and increasing the positive pressure of the corresponding controllable friction pair to maintain damping when a new disturbance is detected, and then allowing the elastic buckling member in the new triggering direction to buckle. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the controllable friction pair of the present invention; Figure 3 This is a bottom view of the center of gravity adjustment mechanism of the present invention; Figure 4 This is a schematic diagram of the elastic buckling element of the present invention.

[0018] The reference numerals in the figure are as follows: 1. Chassis tracks; 21. Loading frame; 22. Inverter-specific slot; 31. Lateral guide rail; 32. Lateral slider; 33. First motor; 34. Longitudinal guide rail; 35. Longitudinal slider; 36. Second motor; 37. Battery counterweight; 41. Elastic buckling element; 421. Fixed friction plate; 422. Sliding friction plate; 4231. Electromagnetic coil; 4232. Armature; 43. Guide constraint block. Detailed Implementation

[0019] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0020] Please see Figures 1 to 4 The invention provides a technical solution: The present invention provides a photovoltaic inverter replacement anti-rollover transport device, including a chassis track 1, a loading frame 21 fixed above the chassis track 1, and an inverter-specific slot 22 located above the loading frame 21.

[0021] Among them, the chassis track 1 adopts steel core rubber track and floating wheel suspension, which has strong climbing ability. The chassis steel frame integrates a dual brushless motor drive system and a 48V lithium battery power system.

[0022] The chassis track 1 includes a frame, multiple track rollers distributed on both sides of the frame, and tracks wrapped around the track rollers; micro-pressure sensors are installed at at least four track rollers to detect the ground reaction force borne by the corresponding track rollers. Among them, the micro-pressure sensors located on the track rollers on both sides of the longitudinal centerline of the chassis track 1 are used to reflect the left and right ground pressure ratio, and the micro-pressure sensors located on the track rollers at the front and rear ends of the chassis track 1 are used to reflect the front and rear ground pressure ratio; the inertial measurement unit is fixed to the loading frame 21 or the rigid part of the chassis track 1 frame to obtain the cross slope of the vehicle body. With lateral acceleration .

[0023] The loading frame 21 is fixed above the chassis track 1, serving as the mounting base for the entire superstructure.

[0024] The inverter-specific slot 22 is located above the loading frame 21. Its inner surface is modeled according to the inverter shell to form a limiting surface that complements the shape of the inverter, which is used to wrap and fix the inverter.

[0025] It is worth noting that the inverter-specific slot 22 is not directly and rigidly fixed to the loading frame 21, but is provided with elastic support through an elastic buckling buffer array arranged between the two. This allows the slot and the inverter fixed therein to have a certain degree of relative movement relative to the loading frame.

[0026] The elastic buckling buffer array includes several sets of elastic buckling elements 41 and guide constraint blocks 43.

[0027] The lower end of each set of elastic buckling elements 41 is located on the loading frame 21, and the upper end is fixed to the inverter-specific slot 22. Each set of elastic buckling elements 41 is evenly spaced along the circumference of the loading frame 21, and each set of elastic buckling elements 41 corresponds to an azimuth angle. .

[0028] The elastic buckling member 41 adopts a steel plate ruler structure with an asymmetrical rectangular cross-section. Specifically, its width is larger in the direction away from the center of the area enclosed by the ground contact profile of the chassis track 1, while its width is smaller in the direction perpendicular to this direction.

[0029] That is, the elastic buckling member 41 has a larger moment of inertia in the direction of greater width, thus having greater bending stiffness and being less prone to bending; while it has a smaller moment of inertia in the direction of less width, thus having less bending stiffness and being easier to bend. In other words, when the elastic buckling member 41 is subjected to axial pressure, it will only bend in the direction away from the center, and will not bend randomly in other directions.

[0030] This anisotropic bending stiffness characteristic, combined with the physical limitation of the guide constraint block 43, ensures that the buckling direction of the elastic buckling member 41 is strictly limited to the center of the area enclosed by the ground contact profile of the chassis track 1.

[0031] The guide constraint block 43 is fixed on the loading frame 21 and slides with the elastic buckling member 41. Its function is to further physically constrain the buckling direction and prevent the elastic buckling member from twisting or deviating from the predetermined direction during buckling.

[0032] Each set of elastic buckling elements 41 also has a critical buckling load. ,Should The value was set to be greater than the maximum lateral disturbance load that the device would withstand during normal obstacle crossing. Preferred This means that during normal driving bumps and obstacle crossings, the elastic buckling member 41 will not buckle. Only when the lateral disturbance load exceeds the normal range and reaches a dangerous level that may cause a rollover will the elastic buckling member 41 trigger a buckling action, thereby avoiding false triggering.

[0033] Each set of elastic buckling elements 41 is equipped with a controllable friction pair, whose normal pressure is independently adjusted by the controller.

[0034] The controllable friction pair includes a fixed friction plate 421 and a sliding friction plate 422 that are in contact with each other, as well as an adjusting actuator. The fixed friction plate 421 is fixed on the loading frame 21, and the sliding friction plate 422 is connected to the elastic buckling member 41 and moves synchronously with it. The adjusting actuator is an electromagnetic actuator, including an electromagnetic coil 4231 and an armature 4232; the electromagnetic coil 4231 is fixed on the loading frame 21, and the armature 4232 is fixedly connected to the sliding friction plate 422.

[0035] When the electromagnetic coil 4231 is energized, it generates an electromagnetic attraction force, which attracts the armature 4232 to move towards the electromagnetic coil 4231 against the spring force, thereby pressing the sliding friction plate 422 against the fixed friction plate 421 and increasing the normal force between the two. By adjusting the current of the electromagnetic coil 4231, the magnitude of the normal force can be continuously controlled, thereby controlling the friction force between the fixed friction plate 421 and the sliding friction plate 422.

[0036] When the frictional force is greater than the elastic restoring force of the elastic buckling member 41, the elastic buckling member 41 is locked in the current buckling position; when the frictional force is less than the elastic restoring force, the elastic buckling member 41 can slowly reset.

[0037] In addition, this device also includes a center of gravity adjustment mechanism located between the chassis tracks 1 and the loading frame 21. This center of gravity adjustment mechanism adjusts the vehicle's center of gravity position by moving the battery counterweight, which is an active center of gravity control method. However, its response speed is limited by the mechanical inertia of the motor, and it often cannot react effectively in the face of sudden impacts. The elastic buckling buffer array precisely makes up for this deficiency. It utilizes the physical characteristic of the elastic buckling element 41 buckling instantaneously under pressure, which can generate a rebound displacement in a shorter time without waiting for the motor to respond. This provides timely anti-rollover protection during the window period before the center of gravity adjustment mechanism can act or act in time. It can be said that the center of gravity adjustment mechanism is responsible for slow and precise daily center of gravity fine-tuning, while the elastic buckling buffer array is responsible for rapid and emergency response to sudden impacts. The two form a complementary layered protection system.

[0038] When the transport vehicle is traveling on dangerous sections such as steep slopes and gully edges in high-altitude mountainous areas, if it encounters a sudden lateral impact such as the track getting stuck in a pit, the instantaneous impact of rappelling, or a sudden change in cross slope, the elastic buckling member 41 in the corresponding direction will buckle within milliseconds. Its buckling displacement directly pushes the inverter-specific slot 22 and the inverter towards the center of the safe area, thus completing the initial correction action before the center of gravity adjustment mechanism can react.

[0039] It is worth mentioning that the lateral thrust generated by the elastic buckling member 41 during buckling is related to its axial pressure and buckling configuration. By reasonably designing the cross-sectional dimensions, material properties and pre-compression state of the elastic buckling member 41, sufficient lateral thrust can be generated. With the simultaneous coordinated work of multiple elastic buckling members 41, it is enough to drive the inverter a certain distance.

[0040] More importantly, the elastic buckling member 41 absorbs a large amount of impact energy during buckling and converts it into elastic potential energy and frictional energy. This is equivalent to buffering and attenuating the impact force before it is transmitted to the whole vehicle, thus reducing the impact on the stability of the whole vehicle.

[0041] In summary, the core of this invention lies in changing the connection between the inverter-specific slot 22 and the loading frame 21 from the traditional rigid fixation to an elastic buckling support, and using anisotropic cross sections and guiding constraints to control the buckling direction of the elastic buckling member 41, so that the anti-rollover transport device can automatically and quickly generate a rebound displacement when encountering a sudden lateral impact, thereby effectively preventing rollover.

[0042] The controller is electrically connected to the micro-pressure sensor and the inertial measurement unit, and is configured to perform a series of control steps: First, based on the ground reaction forces detected by the micro-pressure sensors on each of the heavy-duty wheels, the controller calculates the projected coordinates of the equivalent gravity application point of the entire machine on the plane where the ground contact section of the chassis track 1 is located. .

[0043] The pressure readings at the four support rollers reflect the distribution of the vehicle's weight on each roller, and the planar position of the center of gravity can be deduced through the mechanical balance equation.

[0044] Meanwhile, the controller obtains the vehicle's cross slope based on the inertial measurement unit. With lateral acceleration And calculate the overturning boundary margin. , where d is the distance from the projected coordinates to the nearest side of the area enclosed by the ground contour, and D is the maximum allowable distance from the centroid projected to that side. The value is between 0 and 1. The closer the value is to 0, the closer the center of gravity is to the boundary of the safe zone, and the higher the risk of rollover. The closer the value is to 1, the closer the center of gravity is to the center of the safe zone, and the more stable the vehicle is.

[0045] when Less than the first preset threshold At this point, the controller determines that the vehicle has a certain risk of rollover, but it is not urgent. At this time, it activates the center of gravity adjustment mechanism, moving the battery counterweight to adjust the projected coordinates. Once back in the safe zone, the center of gravity adjustment mechanism can effectively handle slow changes in tilt.

[0046] However, when the vehicle encounters a sudden lateral impact, the center of gravity adjustment mechanism may not be able to respond in time. Therefore, the controller is equipped with a second preset threshold. , .

[0047] when Less than Furthermore, if the controller predicts that the center of gravity adjustment mechanism will not respond in time, it will activate the elastic buckling buffer array. The prediction of the center of gravity adjustment mechanism's delayed response is based on a comparison between the current center of gravity offset speed and the maximum adjustment speed of the center of gravity adjustment mechanism.

[0048] Specifically, the controller calculates the rate of change of the center of gravity projection coordinates in real time. That is, the speed at which the center of gravity shifts, and the maximum adjustment speed of the center of gravity adjustment mechanism is also known. If the current center of gravity offset speed is greater than This means that even if the center of gravity adjustment mechanism is activated immediately, it cannot be pulled back before the center of gravity moves out of the safe zone; in this case, it is considered an insufficient response. Another auxiliary criterion is observation. rate of decline If the rate exceeds a certain preset threshold, it indicates that a rollover is accelerating, and active adjustment will be too late. These two criteria can be used alone or in combination to improve prediction accuracy.

[0049] When the above triggering conditions are met, or when a lateral disturbance load acting on the axial direction of the elastic buckling member 41 is detected. At that time, the controller first determines the azimuth angle of the disturbance. This refers to identifying which one or more elastic buckling elements 41 are subjected to axial pressure exceeding a critical value. Then, the controller, according to a preset control law, continuously reduces the current at a certain slope to decrease the positive pressure of the controllable friction pair of the elastic buckling element 41 corresponding to that azimuth angle. Essentially, this action releases the electromagnetic brake of the elastic buckling element 41, causing it to transition from a locked state to a free state.

[0050] When the positive pressure decreases to a certain extent and the friction is insufficient to resist the axial pressure, the elastic buckling member 41 buckles under the action of the axial pressure, bending in the direction away from the center of the grounding profile. Its upper end drives the inverter-specific slot 22 and the inverter to move towards the safe area, generating a return displacement.

[0051] After the elastic buckling member 41 buckles, the controller needs to decide how to handle the other elastic buckling members 41 that are already in a buckling-locked state. The elastic restoring forces of the multiple buckled elastic buckling members 41 are in different directions, and each one cannot be judged in isolation; they should be regarded as a whole.

[0052] Therefore, the controller calculates the resultant force vector of the elastic restoring forces of all elastic buckling members 41 currently in a buckling-locked state, and determines the equivalent direction angle of this resultant force. Then With current disturbance azimuth Comparison: like This indicates that the direction of the resultant force of the elastic restoring force of the buckled elastic buckling member 41 is roughly opposite to the direction of the pullback required by the current disturbance. At this time, these elastic restoring forces are actually helping the pullback. Therefore, the controller reduces the positive pressure of the controllable friction pair corresponding to all the elastic buckling members 41 in the buckling locked state according to the preset control law, releases these buckled elastic buckling members, and makes their elastic restoring force work together with the buckling thrust of the elastic buckling member 41 corresponding to the current disturbance azimuth angle to jointly generate the pullback displacement.

[0053] Taking a specific scenario as an example: Suppose the vehicle first tilts to the left, the left side of the frame sinks and the right side rises, the right elastic buckling member 41 is compressed, the right elastic buckling member 41 bends and locks to the right, and its elastic restoring force is to the left; then encountering another sudden situation that causes the vehicle to tilt to the right, the required direction of correction is to the left, and the elastic restoring force of the right elastic buckling member 41 is also to the left, the two are in the same direction, so releasing the right elastic buckling member 41 can help push to the left and speed up the correction speed.

[0054] like This indicates that the direction of the resultant force of the elastic restoring force of the buckled elastic buckling member 41 is roughly the same as the direction of the pullback required by the current disturbance. At this time, these elastic restoring forces not only do not help the pullback, but will also hinder the pullback or even aggravate the rollover. Therefore, the controller maintains the high positive pressure of the controllable friction pair corresponding to the buckled elastic buckling member 41, maintains its buckling state, and prevents the release of its elastic restoring force.

[0055] Taking a specific scenario as an example: Suppose the vehicle first tilts to the left, and the right elastic buckling member 41 bends and locks to the right, with its elastic restoring force to the left; then the vehicle tilts forward to the left, and the required direction of correction is to the right and back, but the elastic restoring force of the right elastic buckling member 41 is to the left, which is opposite to the direction of correction, so the right elastic buckling member 41 must be kept locked.

[0056] After completing the above judgment and action, the controller will release the buckling locked state of the released elastic buckling member 41 and bring the newly buckled elastic buckling member 41 into the buckling locked state so that it can make a judgment based on the latest state when the next disturbance arrives.

[0057] Once the vehicle stabilizes, the controller executes a reset procedure. The specific condition is: when... Greater than the third preset threshold , And lateral acceleration Less than the preset acceleration threshold When this time is reached, it indicates that the vehicle is fully stable and can be safely reset.

[0058] At this time, the controller reduces the normal pressure of the corresponding controllable friction pair for all the elastic buckling members 41 in the buckling state according to their respective azimuth angle weights and a preset control law, so that the elastic buckling members 41 can be reset to the initial position in a controlled manner.

[0059] According to their respective azimuth angle weights, the degree of buckling of the elastic buckling members 41 in different directions may be different. The elastic buckling members 41 that bend more have a greater restoring force and require a slower release speed during reset to prevent sudden rebound. The elastic buckling members 41 that bend less can be released slightly faster. The ultimate goal is for all elastic buckling members 41 to reach the straightened state at the same time, so that the inverter-specific card slot 22 can smoothly return to the center position.

[0060] During the reset process, the controller continuously monitors the axial load of each elastic buckling member 41. If a lateral disturbance load at any azimuth angle is detected again during the reset process... This indicates the arrival of a new disturbance. The controller immediately increases the positive pressure of the controllable friction pair of the elastic buckling member 41 corresponding to that azimuth angle to maintain damping and prevent the elastic buckling member 41 from being suddenly impacted in the reset state, causing it to lose control.

[0061] At the same time, the normal pressure of the controllable friction pair of the elastic buckling member 41 at the newly triggered azimuth angle is reduced according to the preset control law, allowing it to buckle, so as to quickly respond to the new disturbance without interrupting the reset process.

[0062] Under normal driving conditions, the controllable friction pair is in a low positive pressure state, and the elastic buckling member 41 can extend and retract freely without affecting the vehicle's daily driving performance.

[0063] When the elastic buckling member 41 needs to buckle, the controller reduces the positive pressure to near zero, allowing the elastic buckling member 41 to buckle freely.

[0064] Once the elastic buckling member 41 has buckled into place, the controller increases the positive pressure to a high value, making the frictional force greater than the elastic restoring force, thereby locking the elastic buckling member 41 in the current buckling position.

[0065] When it is necessary to release the buckled elastic buckling member 41, the controller continuously reduces the positive pressure according to the preset control law, so that the elastic buckling member 41 resets at a controlled speed under the action of elastic restoring force.

[0066] When a new disturbance needs to be addressed during the reset process, the controller first increases the positive pressure to maintain damping, and then determines the subsequent actions based on the direction of the new disturbance.

[0067] The center of gravity adjustment mechanism is used to actively adjust the position of the vehicle's center of gravity when the vehicle encounters a relatively mild tendency to tilt, so as to improve stability.

[0068] The center of gravity adjustment mechanism includes a transverse guide rail 31, which is fixed to the bottom of the loading frame 21 and arranged in the left-right direction; a transverse slider 32 is slidably mounted on the transverse guide rail 31; a first motor 33 is fixed on the loading frame 21, and the output shaft of the first motor 33 is connected to the transverse slider 32 through a transmission element such as a lead screw or a synchronous belt, for driving the transverse slider 32 to slide along the transverse guide rail 31, thereby generating lateral displacement. .

[0069] A longitudinal guide rail 34 is arranged along the front-to-back direction on the transverse slider 32, and a longitudinal slider 35 is slidably mounted on the longitudinal guide rail 34. A second motor 36 is fixed on the transverse slider 32, and the output shaft of the second motor 36 is connected to the longitudinal slider 35 through a lead screw or a timing belt to drive the longitudinal slider 35 to slide along the longitudinal guide rail 34, thereby generating longitudinal displacement. y.

[0070] A battery counterweight 37 is fixed on the longitudinal slider 35. The battery counterweight 37 also serves as the power source for the entire machine, supplying power to all electrical equipment such as the vehicle's walking motor, controller, sensors, electric winch, and electromagnetic friction pair.

[0071] The controller calculates the overturning boundary margin in real time based on data from the micro-pressure sensor and the inertial measurement unit. ,when Below the first preset threshold At that time, the controller calculates the callback vector needed to pull the center of gravity back to the safe area, which is the vector pointing from the current center of gravity projection coordinates to the center of the safe area. Then, this callback vector is decomposed into lateral and longitudinal components, corresponding to lateral displacement, respectively. Target value and longitudinal displacement The target value of y. The controller controls the first motor 33 to drive the horizontal slider 32 to move. Simultaneously, the second motor 36 is controlled to drive the longitudinal slider 35 to move. y, the two actions can be performed simultaneously, causing the battery counterweight 37 to move from the current position to the target position along a straight path, thereby changing the center of gravity of the whole machine.

[0072] Since the transverse guide rail 31 and the longitudinal guide rail 34 are arranged orthogonally, the battery counterweight 37 can move freely in any direction in the horizontal plane. Therefore, whether it is a simple left-right tilt, a forward-backward tilt, or even a combined tilt in the left-front, right-back, etc., precise correction can be achieved through the coordinated action of the first motor 33 and the second motor 36.

[0073] The battery counterweight 37 serves a dual role as both a counterweight and a power source. On one hand, it has a considerable mass, typically 20-30 kg, and its movement can significantly alter the vehicle's center of gravity. On the other hand, it requires no additional space or weight, as the battery is an essential power source for the transport vehicle, whether or not it is used as counterweight. This integrated design saves space and reduces the overall vehicle weight.

[0074] In addition, this device includes a remote control system that communicates wirelessly with the controller. Operators can send commands through the remote control system to control the transport vehicle's movement, steering, and center of gravity adjustment mechanisms. The remote control system uses an industrial-grade 2.4GHz or LoRa wireless communication protocol and features multi-channel redundant transmission and automatic braking in case of signal loss, ensuring reliable operation even in complex electromagnetic environments in mountainous areas.

[0075] The embodiments described above are merely illustrative of specific implementations of the present invention, and while the descriptions are detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A photovoltaic inverter anti-rollover transport device for complete unit replacement, comprising a chassis track (1), a loading frame (21) fixed above the chassis track (1), and an inverter-specific slot (22) located above the loading frame (21), characterized in that: It also includes a center of gravity adjustment mechanism located between the chassis track (1) and the loading frame (21) and an elastic buckling buffer array arranged between the loading frame (21) and the inverter-specific slot (22). The elastic buckling buffer array includes several sets of elastic buckling elements (41) and guide constraint blocks (43). The lower end of each set of elastic buckling elements (41) is located on the loading frame (21), and the upper end is fixed on the inverter-specific slot (22). Each set of elastic buckling elements (41) has anisotropic bending stiffness, and each set of elastic buckling elements (41) is evenly spaced along the circumference of the loading frame (21). Each set of elastic buckling elements (41) corresponds to an azimuth angle. The guide constraint block (43) is fixed on the loading frame (21) and slides with the elastic buckling member (41) to limit the buckling direction of each set of elastic buckling members (41) to the center of the area enclosed by the ground contour of the chassis track (1); each set of elastic buckling members (41) is configured with a controllable friction pair, whose positive pressure is independently adjusted by the controller.

2. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 1, characterized in that: The controllable friction pair includes a fixed friction plate (421) and a sliding friction plate (422) that are in contact with each other, and an adjusting actuator. The fixed friction plate (421) is fixed on the loading frame (21), and the sliding friction plate (422) is connected to the elastic buckling member (41) and moves synchronously with it. The regulating actuator is an electromagnetic actuator, including an electromagnetic coil (4231) and an armature (4232); the electromagnetic coil (4231) is fixed on the loading frame (21), and the armature (4232) is fixedly connected to the sliding friction plate (422); when the electromagnetic coil (4231) is energized, it generates electromagnetic attraction, which attracts the armature (4232) to move towards the electromagnetic coil (4231) against the spring force; by adjusting the current of the electromagnetic coil (4231), the magnitude of the positive pressure is continuously controlled, thereby controlling the friction between the fixed friction plate (421) and the sliding friction plate (422).

3. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 1, characterized in that: Each set of elastic buckling elements (41) has an asymmetrical rectangular cross-section, with its width in the direction away from the center of the area enclosed by the ground contact profile of the chassis track (1) being greater than its width in the direction perpendicular to that direction; each set of elastic buckling elements (41) has a critical buckling load. ,and ,in This represents the maximum lateral disturbance load that the device experiences during normal obstacle crossing.

4. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 1, characterized in that: The chassis track (1) includes a frame, multiple support rollers distributed on both sides of the frame, and tracks wrapped around the support rollers; the micro-pressure sensors are installed at at least four support rollers to detect the ground reaction force borne by the corresponding support rollers; wherein, the micro-pressure sensors located on the support rollers on both sides of the longitudinal centerline of the chassis track (1) are used to reflect the left and right ground pressure ratio, and the micro-pressure sensors located on the support rollers at the front and rear ends of the chassis track (1) are used to reflect the front and rear ground pressure ratio; the inertial measurement unit is fixed to the rigid part of the loading frame (21) or the chassis track (1) frame to obtain the cross slope of the vehicle body. With lateral acceleration .

5. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 4, characterized in that, The controller is electrically connected to the micro-pressure sensor and the inertial measurement unit, and is configured to perform the following steps: Based on the ground reaction force of each support wheel detected by the micro-pressure sensor, the projected coordinates of the equivalent gravity point of the whole machine on the plane where the ground contact section of the chassis track (1) is located are calculated. ; Cross slope obtained using inertial measurement unit With lateral acceleration And calculate the overturning boundary margin. , where d is the distance from the projected coordinates to the nearest side of the area enclosed by the ground contour, and D is the maximum allowable distance from the centroid projected to that side; when Less than the first preset threshold At that time, the center of gravity adjustment mechanism is controlled to move, and the projected coordinates are adjusted. Revert to a safe zone; when Less than the second preset threshold Furthermore, it is predicted that the center of gravity adjustment mechanism will not respond quickly enough, or that a lateral disturbance load will be detected. At that time, determine the azimuth of the disturbance. And reduce the normal pressure of the controllable friction pair of the elastic buckling member (41) corresponding to the azimuth angle according to the preset control law, so that the elastic buckling member (41) buckles under the action of axial pressure; Calculate the resultant force vector of the elastic restoring forces of all elastic buckling members (41) currently in a buckling-locked state, and determine the equivalent direction angle of the resultant force. With current disturbance azimuth Comparison: like Then, according to the preset control law, the normal pressure of the controllable friction pair corresponding to all elastic buckling elements (41) in the buckling locked state is reduced, so that each elastic restoring force and the buckling thrust of the elastic buckling element (41) corresponding to the current disturbance azimuth angle work together to generate a pullback displacement. like Then, the high positive pressure of the controllable friction pair corresponding to the buckled elastic buckling member (41) is maintained, its buckling state is maintained, and its elastic restoring force is prevented from being released; Release the buckling-locked state of the released elastic buckling member (41) and bring the newly buckled elastic buckling member (41) into the buckling-locked state.

6. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 5, characterized in that, The controller is also configured to perform the following steps: when Greater than the third preset threshold And lateral acceleration Less than the preset acceleration threshold At that time, for all the elastic buckling members (41) in the buckling state, the normal pressure of the corresponding controllable friction pair is reduced according to the preset control law according to their respective azimuth angle weights, so that the elastic buckling members (41) are reset to the initial position in a controlled manner. If a lateral disturbance load at any azimuth angle is detected again during the reset process If the normal pressure of the controllable friction pair of the elastic buckling member (41) corresponding to the azimuth angle is increased immediately to maintain damping, and the normal pressure of the controllable friction pair of the elastic buckling member (41) at the newly triggered azimuth angle is reduced according to the preset control law to allow it to buckle.

7. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 6, characterized in that: The center of gravity adjustment mechanism includes a transverse guide rail (31), which is fixed to the bottom of the loading frame (21) and arranged in the left-right direction; a transverse slider (32) slides on the transverse guide rail (31); a first motor (33) is provided on the loading frame (21), and the output shaft of the first motor (33) is connected to the transverse slider (32) for driving the transverse slider (32) to slide along the transverse guide rail (31) to generate lateral displacement. A longitudinal guide rail (34) is arranged on the horizontal slider (32) along the front-back direction. A longitudinal slider (35) slides on the longitudinal guide rail (34). A second motor (36) is fixed on the horizontal slider (32). The output shaft of the second motor (36) is connected to the longitudinal slider (35) for driving the longitudinal slider (35) to slide along the longitudinal guide rail (34) to generate longitudinal displacement. y; A battery counterweight (37) is fixed on the longitudinal slider (35), and the battery counterweight (37) also serves as the power source for the whole machine.

8. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 7, characterized in that, The controller is also configured to: based on the overturning boundary margin With the first preset threshold Calculate the required center of gravity return vector based on the difference; decompose this center of gravity return vector into lateral displacements. Target value and longitudinal displacement The target value of y is determined by controlling the first motor (33) and the second motor (36) to drive the battery counterweight (37) to achieve the target value.

9. The anti-tipping transport device for replacing a complete photovoltaic inverter as described in claim 1, characterized in that: It also includes a remote control system that communicates wirelessly with the controller.

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