A feeding carriage derailment protection device for a breeding farm

Abstract

The utility model relates to a feeding driving derailment protection device for a breeding farm, comprising a mechanical switch K1 connected to an MCU, an MCU control interface connected in series in a driving forward / backward control circuit, the forward / backward control circuit comprising a switch SA1 and a first AC contactor KM1 and a second AC contactor KM2 connected thereto, the first AC contactor KM1 and the second AC contactor KM2 are respectively connected to a first travel switch K2 at a driving forward limit position and a second travel switch K3 at a driving backward limit position, and the auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are respectively connected to the MCU. The utility model has the following advantages: it can accurately identify the driving working mode, and when the driving derails, it can not only alarm, but also control the driving to stop; the core control unit is integrated to form a standardized module, and there is no need to build a combination circuit; it has strong compatibility and can be used for transformation of old products.

Description

Technical Field

[0001] The utility model relates to a derailment detection and protection device for solving the problem of derailment during the operation of a feeding vehicle in a breeding farm. Background Art

[0002] Many poultry cage farms at home and abroad use feeding cranes for feeding. The cranes usually run back and forth along fixed rails. During operation, the cranes are often at risk of derailment. Once derailed, without alarm and emergency braking, the cranes will continue to run and collide with surrounding cages, feed troughs, lamps and other equipment, and may also break the crane traction rope, causing equipment damage and economic losses.

[0003] The basic principle of the derailment detection device currently available on the market is that, during the uniform speed operation of the train, the mechanical detection switch is continuously toggled, and the on-off time of the pulse switch signal is detected, and the detection timing of the multi-function timer is adjusted to match, so as to realize the alarm function after the train derails (the alarm signal is sent to stop the train. After the train stops, the system determines that the train is in a normal stopped state, and the alarm is automatically eliminated. After the alarm is eliminated, the system determines that the fault disappears, and the train starts. Once it starts, the derailment fault will be reported again, and the cycle repeats. This detection device cannot lock the alarm state and keeps the train stopped).

[0004] This type of device can detect vehicle derailment, but it cannot shut down the vehicle for emergency continuous braking after the vehicle derails. Farm employees have to wait for the vehicle to shut down after receiving the alarm, which is too time-delayed and cannot prevent subsequent losses in time. Therefore, there is a lack of a protective device on the market that can truly detect vehicle derailment and prevent losses after derailment. Utility Model Content

[0005] The purpose of the utility model is to solve the defects in the prior art and provide a feeding crane derailment protection device for a breeding farm, which can automatically monitor the running state of the crane, analyze and judge whether the feeding crane is in a normal shutdown, normal operation, derailment and other states, and when derailment occurs, timely give an alarm and shutdown control to avoid further losses.

[0006] The utility model adopts the following technical solutions:

[0007] A feeding crane derailment protection device for a breeding farm comprises a crane running motor 1, which drives a lever 4 to rotate periodically, and the lever toggles a mechanical switch K1 and generates a periodic pulse signal, and is characterized in that:

[0008] A controller MCU is set, and a mechanical switch K1 is connected to the MCU. The MCU control interface is connected in series in the forward / reverse control circuit of the vehicle. The forward / reverse control circuit includes a switch SA1 and a first AC contactor KM1 and a second AC contactor KM2 connected thereto. The first AC contactor KM1 and the second AC contactor KM2 are respectively connected to a first travel switch K2 at the forward limit position of the vehicle and a second travel switch K3 at the reverse limit position of the vehicle. The auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are respectively connected to the MCU.

[0009] On the basis of the above technical solutions, there are the following further technical solutions:

[0010] The mechanical switch K1 is connected to the MCU via the first optical coupler D1;

[0011] The auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are connected to the MCU via the second optical coupler D2.

[0012] The MCU signal output terminal is connected to the third optical coupler D3, the third optical coupler D3 is connected to the first relay S1, and the first relay S1 is connected in series in the driving forward / reverse control circuit.

[0013] Another signal output terminal of the MCU is connected to the fourth optocoupler D4, the fourth optocoupler D4 is connected to the second relay S2, and the output terminal of the second relay S2 is connected to the sound and light alarm SP1.

[0014] Compared with the prior art, the utility model has the following advantages and effects:

[0015] 1. The functions are more intelligent and comprehensive, and can accurately identify the driving working mode. When the vehicle derails, it can not only alarm, but also control the vehicle to stop;

[0016] 2. The single-chip microcomputer system is cheaper than discrete multi-function timing circuits;

[0017] 3. The assembly form is simple, and the core control unit is integrated into a standardized module, without the need to build a combination circuit;

[0018] 4. It has strong compatibility. The input and output interfaces of the core control unit are standard switch interfaces with strong adaptability. It can be integrated into the comprehensive breeding control cabinet as a component for the transformation of old products. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a system structure diagram of the feeding carriage derailment protection device of the utility model;

[0020] Figure 2 This is the electrical diagram of the system core control unit of the feeding carriage derailment protection device of the utility model;

[0021] Figure 3 It is a schematic diagram of the structure of a derailment detection mechanical switch;

[0022] Figure 4 It is a logic control diagram of the core control unit of the system of the utility model. DETAILED DESCRIPTION

[0023] like Figure 3 As shown, the utility model provides a feeding crane derailment protection device for a breeding farm, comprising a crane running motor 1, which drives a crane derailment detection wheel 3 to rotate through a wire rope 2, a lever 4 connected to the crane derailment detection wheel rotates periodically, and the lever periodically toggles a crank 5 on a mechanical switch K1 arranged on the track, so that the mechanical switch K1 generates a periodic pulse signal.

[0024] like Figure 1 As shown, a controller MCU is provided, a mechanical switch K1 is connected to the MCU, and the MCU control interface is connected in series in the forward / reverse control circuit of the vehicle. The forward / reverse control circuit includes a switch SA1 and a first AC contactor KM1 and a second AC contactor KM2 connected thereto. The first AC contactor KM1 and the second AC contactor KM2 are respectively connected to a first travel switch K2 at the forward limit position of the vehicle and a second travel switch K3 at the reverse limit position of the vehicle. A thermal protection relay FR1 is also connected to the first travel switch K2 and the second travel switch K3.

[0025] The auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are respectively connected to the MCU, and the sound and light alarm SP1 is connected to another signal output terminal of the MCU.

[0026] The electrical diagram of the core control unit of the utility model derailment protection device is as follows: Figure 2 As shown, the mechanical switch K1 is connected to the MCU via the first optical coupler D1;

[0027] Another signal output terminal of the MCU is connected to the fourth optocoupler D4, the fourth optocoupler D4 is connected to the second relay S2, and the output terminal of the second relay S2 is connected to the sound and light alarm SP1.

[0028] One output end of the MCU signal is connected to the third optical coupler D3, the third optical coupler D3 is connected to the first relay S1, and the first relay S1 is connected in series in the driving forward / reverse control circuit.

[0029] The auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are connected to the MCU via the second optical coupler D2.

[0030] Another signal output terminal of the MCU is connected to the fourth optocoupler D4, the fourth optocoupler D4 is connected to the second relay S2, and the output terminal of the second relay S2 is connected to the sound and light alarm SP1.

[0031] The functions and working principle of this utility model are as follows:

[0032] 1. The running position state of the driving vehicle is determined by detecting the pull-in state of the first and second AC contactors to avoid misjudgment of the driving vehicle as derailment when it is in the forward or ham limit position;

[0033] 2. The core measurement and control unit MCU detects the periodic pulse signal of the mechanical switch K1 and the pull-in state signals of the first and second AC contactors, thereby identifying the state of the vehicle. When it is detected that the vehicle is derailed, the control relay cuts off the vehicle running power supply and stops the vehicle motor for braking.

[0034] 3. The on-off detection cycle time of the mechanical switch is set by the dip switch on the core control unit, so that the detection device can adapt to the mechanical detection switch interfaces of different manufacturers with different configurations, making the device highly versatile.

[0035] The controller MCU detects the on-off time Ton and Toff of the mechanical switch K1, and compares it with the set derailment time Tp (set by a five-digit dial switch, the first digit represents 1S, the second digit represents 2S, the third digit represents 4S, the fourth digit represents 8S, the fifth digit represents 16S, and 6S is generally set). When Ton>Tp or Toff>Tp, it means that the lever 4 fails to correctly dial K1, and the vehicle is judged to be in a derailment state.

[0036] See also Figure 1 , Figure 2 The MCU control interface is connected in series in the forward / reverse control circuit of the vehicle. When the MCU determines that the vehicle is derailed, the MCU sends a control signal K4 to turn on the first optical coupler D3, and the connected first relay S1 is energized and turned on, and finally the first AC contactor KM1 and the second AC contactor KM2 are energized, and their closed contacts are disconnected, immediately disconnecting the entire control circuit, so that the vehicle can be stopped in time, and at the same time, the SP1 is driven to issue an alarm.

[0037] When switch SA1 starts the crane and runs to the front or rear end limit position, it touches the first travel switch K2 (normally closed switch) or the second travel switch K3 (normally closed switch), then the first travel switch K2 or the second travel switch K3 is disconnected, and the first AC contactor KM1 and the second AC contactor KM2 are powered off, which can protect the crane from overtravel.

[0038] When the vehicle is driving normally, one of the AC contactors is closed, and the auxiliary contact outputs a closing signal to the MCU, and the MCU determines that the vehicle is in a normal driving state;

[0039] When the MCU detects that the on-off time Ton and Toff of the mechanical switch K1 are greater than the set 6S time, it is judged to be in a derailment state.

[0040] When both AC contactors are disconnected, contacts KM1 and KM2 disconnect and output disconnection signals to the MCU, indicating that the train is not in operation. At this time, the derailment detection function will not be enabled, and even if periodic pulses no longer appear on K1, it will not be judged as a train derailment.

[0041] MCU, as the core control unit, provides two switch inputs and two switch outputs. One is the auxiliary contact signal input on the two AC contactors that control the vehicle - the vehicle running status detection signal, and the other is the derailment detection input signal K1; two outputs: one is the motor stop signal K4, and the other is the alarm signal SP1. The MCU performs sampling, analysis and control through software, and can accurately determine whether the vehicle is derailed and participate in intervention control (see Figure 4 The MCU can be implemented by an embedded single-chip microcomputer system, which is simple and convenient. The strong and weak electrical isolation should be noted in each interface part;

[0042] like Figure 2 As shown, the left side is the detection of two switches. To avoid interference from long-line transmission signals, optocouplers (D1 and D2) are added to this switch detection circuit for isolation. D1 is isolated for the derailment detection signal input, and D2 is isolated for the vehicle running status detection signal input. The control circuit on the right can output two relay switch signals, one for the signal output K1 to control the vehicle running and stopping, and the other for the alarm signal output K2. Optocouplers are also added between the K1 and K2 relays and the MCU for isolation. The dip switch S1 can be used to set the detection cycle parameters. The 5-bit dip switch can set the detection cycle range from 1s to 31s.

[0043] When D1 and D2 are in action, it means that the train is in operation and the derailment detection function is enabled. The D1 action time interval is less than the set time, which means that the train is operating normally. When the D1 action time interval is greater than the set time, the MCU determines that the train is in a derailed state. To prevent further losses, it will output a signal to control the K1 relay to close, the normally closed contact to disconnect, and the train to stop. At the same time, it will output a signal to control the K2 relay to close, the normally closed contact to disconnect, and the sound and light alarm to sound, reminding the operator to handle the fault.

[0044] If multi-channel derailment detection and protection is required, the number of switch input and output channels can be increased in the circuit of the core control unit. A modular design can be carried out according to 4 to 6-channel detection to meet the requirements of different crane configurations in breeding houses.

Claims

1. A feeding crane derailment protection device for a breeding farm, comprising a crane running motor (1), driving a lever (4) to rotate periodically, the lever toggling a mechanical switch K1 and generating a periodic pulse signal, characterized in that: A controller MCU is set, and a mechanical switch K1 is connected to the MCU. The MCU control interface is connected in series in the forward / reverse control circuit of the vehicle. The forward / reverse control circuit includes a switch SA1 and a first AC contactor KM1 and a second AC contactor KM2 connected thereto. The first AC contactor KM1 and the second AC contactor KM2 are respectively connected to a first travel switch K2 at the forward limit position of the vehicle and a second travel switch K3 at the reverse limit position of the vehicle. The auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are respectively connected to the MCU.

2. The feeding vehicle derailment protection device for a breeding farm according to claim 1, characterized in that: The mechanical switch K1 is connected to the MCU via the first optical coupler D1; The auxiliary contacts of the first AC contactor KM1 and the second AC contactor KM2 are connected to the MCU via the second optical coupler D2.

3. A feeding vehicle derailment protection device for a breeding farm according to claim 1 or 2, characterized in that: The MCU signal output terminal is connected to the third optical coupler D3, the third optical coupler D3 is connected to the first relay S1, and the first relay S1 is connected in series in the driving forward / reverse control circuit.

4. The feeding vehicle derailment protection device for a breeding farm according to claim 3, characterized in that: Another signal output terminal of the MCU is connected to the fourth optocoupler D4, the fourth optocoupler D4 is connected to the second relay S2, and the output terminal of the second relay S2 is connected to the sound and light alarm SP1.

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