Trolley driving control system

Abstract

The utility model discloses a trolley driving control system, which comprises a track, a reader and a controller, the track is composed of a plurality of track units arranged in the same plane coordinate system, each track unit corresponds to a target station, and each track unit is provided with a radio frequency identification label written with station information; the reader is arranged on the traveling trolley and can read information of the radio frequency identification tags on the corresponding track units within a preset range away from the track units; the controller is in communication connection with the driving trolley and the reader, and the driving trolley receives an instruction of the controller so as to move to the corresponding rail unit. According to the utility model, the trolley driving target station can be more directly set and the positioning condition of the target station can be more directly obtained through radio frequency identification and reading, so that the trolley driving control and positioning are facilitated, the positioning position information marking mode is not easily influenced by external pollutants and other environments, and the stability is higher.

Description

Technical Field

[0001] The utility model relates to the technical field of automatic guided vehicles, and particularly relates to a vehicle traveling control system. Background Art

[0002] Although the emergence time of automatic guided vehicles and rail shuttle vehicles is not very long, they have been widely used in many industries in today's society, and their important status is becoming more and more prominent.

[0003] At present, the existing application method of vehicle positioning is to position through two-dimensional codes or optical color bands, which is easily affected by the external environment. Pollutants, mechanical wear, etc. will all cause vehicle positioning failure. Moreover, the traditional method has high requirements for the working environment, poor reliability, low positioning accuracy, and low efficiency, and cannot meet the on-site application in many cases.

[0004] Therefore, the existing vehicle traveling positioning has low reliability and low positioning accuracy, resulting in low working efficiency of the vehicle. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a vehicle traveling control system to solve the technical problems in the prior art that due to the low reliability and low positioning accuracy of the vehicle traveling positioning, the working efficiency of the vehicle is low.

[0006] To solve the above technical problems, the utility model specifically provides the following technical solutions:

[0007] A vehicle traveling control system includes:

[0008] A track, which is composed of multiple track units arranged in the same plane coordinate system. Each track unit corresponds to a target work station, and each of the track units has a radio frequency identification tag for writing work station information.

[0009] A reader, which is arranged on the traveling vehicle and can read the information of the radio frequency identification tag on the corresponding track unit within a preset range from the track unit.

[0010] A controller, which is communicatively connected to the traveling vehicle and the reader. The traveling vehicle receives the instruction of the controller to move to the corresponding track unit.

[0011] As a preferred scheme of the utility model, it further includes magnets arranged on each of the track units and a positioning detector arranged on the traveling vehicle. The positioning detector can detect the magnets;

[0012] The traveling vehicle stops moving when the positioning detector detects the magnets;

[0013] The controller controls the traveling vehicle to move a specified distance in a specified direction after stopping and then perform a reversing action.

[0014] As a preferred solution of the utility model, the traveling trolley comprises two chassis assemblies, the traveling directions of the two chassis assemblies are set to be perpendicular to each other, and the two chassis assemblies are connected by a cam mechanism, and the cam mechanism is used to make the two chassis assemblies move relative to each other to replace the chassis assembly in contact with the guide rail surface to change the direction of travel;

[0015] The chassis components at least have a chassis, and a driving wheel and at least one driven wheel are arranged on two opposite sides of the chassis, and the driven wheel has a wheel surface moving on the guide rail surface and a limiting rib arranged on the inner side wall of the guide rail;

[0016] The distance between the driven wheels on both sides is arranged so that the wheel surfaces of the driven wheels on both sides at least do not leave the guide rail surface.

[0017] As a preferred solution of the utility model, the driven wheels are provided in two, one driven wheel is provided in front of and behind the driving wheel in the driving direction;

[0018] The driven wheel comprises a rubber-coated wheel body, one side of the rubber-coated wheel body is concentrically provided with the limiting rib, and the rubber-coated wheel body is connected to the chassis via a rotating shaft.

[0019] As a preferred solution of the utility model, the driving wheel is a hub motor, and the hub surface of the hub motor travels on the guide rail surface.

[0020] As a preferred solution of the utility model, the driving wheel is connected to the chassis via a suspension shock-absorbing structure;

[0021] The suspension shock absorbing structure comprises a fixing frame fixedly arranged on the chassis, the fixing frame has a mounting groove opened along the axial direction of the driving wheel, and two guide rods are arranged in the mounting groove along the radial direction of the driving wheel;

[0022] The shaft end of the driving wheel is set on the guide rod through a mounting block, and the mounting block can move along the length direction of the guide rod. A spring sleeved on the guide rod is arranged between the mounting block and the top inner wall of the mounting groove, and the force of the spring on the mounting block is always downward along the axial direction of the guide rod.

[0023] As a preferred solution of the utility model, one of the chassis of the two chassis assemblies is located above the other chassis;

[0024] A plurality of guide shafts are vertically distributed on one of the chassis;

[0025] A plurality of bushings adapted to cooperate with the guiding shafts are provided on another one of the chassis.

[0026] As a preferred embodiment of the present utility model, two support frames are symmetrically arranged on the lower chassis, a cam mechanism is arranged on the tops of the two support frames, and a slot for the support frames to pass through is arranged in the middle of the lower chassis;

[0027] The cam mechanism includes a rotating shaft installed on the tops of the two support frames, the rotating shaft is rotatably connected to the support frames, and cams are arranged at the ends of the rotating shaft located outside the support frames; a reversing block is arranged on the upper chassis, and a slot adapted to cooperate with the cams is arranged on the surface of the reversing block facing the cams;

[0028] By rotating the rotating shaft to rotate the cams, the reversing block is driven to move up and down relative to the support frames, so that the two chassis move relative to each other to replace the chassis components in contact with the guide rail surface.

[0029] As a preferred embodiment of the present utility model, the track is a square grid structure, and each grid corresponds to one of the track units;

[0030] The positioning detector is arranged at the center line position of the traveling trolley in the traveling direction;

[0031] Two magnets are arranged for each of the track units, the two magnets are arranged on a diagonal line of the track unit, and the two magnets are symmetrically arranged with respect to the center of the track unit;

[0032] So that after the traveling trolley enters the track unit from any direction, when the positioning detector detects any one of the magnets, the traveling trolley stops at a position at the same distance from the center of the track unit.

[0033] As a preferred embodiment of the present utility model, the track unit includes a base frame and a plurality of guide rail bodies, a connection structure A is arranged on the base frame, and a connection structure B is arranged on each of the guide rail bodies, and the connection structure A and the connection structure B are detachably and fixedly connected;

[0034] The plurality of guide rail bodies are distributed on the base frame to form a complete track surface on the base frame.

[0035] As a preferred embodiment of the present utility model, the base frame is composed of a plurality of frame units in a square frame structure;

[0036] The guide rail body includes a node guide rail body and a main rail body. The node guide rail body is arranged at the corner of the frame unit, the main rail body is arranged on the side of the frame unit, and the main rail body is arranged between two adjacent node guide rail bodies.

[0037] As a preferred embodiment of the present invention, a gap channel is provided between the end of the main rail body and the node guide rail body.

[0038] As a preferred embodiment of the present invention, adjacent frame units share the same side, and the same set of node guide rail bodies and main rail bodies are configured to form the same track surface.

[0039] As a preferred embodiment of the present invention, the connection structure A and the connection structure B are connected by a fitting and fixing method. Any one of the connection mechanism A and the connection structure B is a groove structure, and the other is a block structure.

[0040] As a preferred embodiment of the present invention, the connection structure B on the node guide rail body and the connection structure A at the corresponding position on the base frame are both single cross-shaped structures or one-shaped linear structures.

[0041] As a preferred embodiment of the present invention, the connection structure B on the main rail body and the corresponding connection structure A on the base frame are one-shaped linear structures, and positioning blocks that abut against the ends of the node guide rail bodies are provided at both ends of the main rail body; and the positioning blocks are arranged closely against the base frame;

[0042] Or, the connection structure B on the main rail body and the corresponding connection structure A provided on the base frame are single cross-shaped structures or multiple cross-shaped structures.

[0043] As a preferred embodiment of the present invention, a hollow groove is formed in each frame unit, and the node guide rail body and the main rail body are distributed on the outer peripheral side of the hollow groove to form the track surface of a single frame unit;

[0044] A connection bracket is arranged in the hollow groove. The connection bracket is located on the diagonal line of the hollow groove. The end of the connection bracket is connected to the side wall of the hollow groove. An RFID chip is arranged in the middle of the connection bracket, and magnets are arranged on the connection bracket on both sides of the RFID chip.

[0045] The present invention has the following beneficial effects compared with the prior art:

[0046] The utility model divides the track for the shuttling vehicle into multiple units, which are distributed in a set plane coordinate system, so that each track unit has known positioning information, and the track unit is configured with a radio frequency identification tag for the station information. The traveling trolley obtains information through radio frequency identification, and can more directly set and obtain the positioning situation of the target station, thereby facilitating the traveling control and positioning of the trolley. The method of marking the positioning position information is not easily affected by external pollutants and other environmental influences, and has higher stability. Description of the Drawings

[0047] In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only exemplary, and for those of ordinary skill in the art, without creative efforts, other implementation drawings can also be obtained according to the provided drawings.

[0048] Figure 1 It is a schematic diagram of the overall structure of the working track spliced by rectangular guide rail units according to an embodiment of the present utility model;

[0049] Figure 2 It is a schematic diagram of the structure of the rectangular guide rail unit according to an embodiment of the present utility model;

[0050] Figure 3 It is a schematic diagram of the structure of the connecting frame according to an embodiment of the present utility model;

[0051] Figure 4 It is a schematic diagram of the overall structure according to an embodiment of the present utility model;

[0052] Figure 5 It is a schematic diagram of the structure of the first chassis part of the trolley body according to an embodiment of the present utility model;

[0053] Figure 6 It is a partial schematic diagram of the structure of the second chassis part of the trolley body according to an embodiment of the present utility model;

[0054] Figure 7 It is a schematic diagram of the connection structure between the first driving wheel or the second driving wheel and the suspension damping structure according to an embodiment of the present utility model;

[0055] Figure 8 It is a schematic diagram of the structure of the first driven wheel or the second driven wheel according to an embodiment of the present utility model;

[0056] Figure 9 It is a schematic diagram of the station structure according to an embodiment of the present utility model;

[0057] Figure 10 It is a flowchart of the method for controlling the traveling of the trolley according to an embodiment of the present utility model.

[0058] The reference numerals in the figure respectively represent as follows:

[0059] 10 - Chassis assembly; 20 - Cam mechanism; 30 - Suspension damping structure; 40 - Support frame; 50 - Slot; 60 - Guide shaft; 61 - Limit block; 70 - Bush.

[0060] 11 - Chassis; 12 - Driving wheel; 13 - Driven wheel; 131 - Rubber-coated wheel body; 132 - Rotating shaft; 14 - Limit edge.

[0061] 21 - Rotating shaft; 22 - Cam; 23 - Steering block.

[0062] 31 - Fixed frame; 32 - Mounting block; 33 - Guide rod; 34 - Mounting groove; 35 - Spring.

[0063] 80 - Base frame; 90 - Guide rail body; 81 - Main guide rail body; 82 - Node guide rail body; 83 - Connection structure A; 84 - Clearance channel; 85 - Positioning block; 86 - Hollow groove.

[0064] 100 - Magnet; 110 - RFID chip; 120 - Connection bracket. Detailed implementation mode

[0065] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0066] As Figure 9 shown, this implementation mode provides a trolley driving control system, which includes:

[0067] A track, which is composed of a plurality of track units arranged in the same plane coordinate system. Each track unit corresponds to a target work station, and each of the track units has a radio frequency identification tag for writing work station information.

[0068] A reader, which is arranged on the driving trolley and can read the information of the radio frequency identification tag on the corresponding track unit within a preset range from the track unit.

[0069] A controller, which is communicatively connected to the driving trolley and the reader, and the driving trolley receives the instruction of the controller to move to the corresponding track unit.

[0070] Magnets on each of the track units, and a positioning detector provided on the traveling trolley, the positioning detector being capable of detecting the magnets;

[0071] The traveling trolley stops moving when the positioning detector detects the magnets;

[0072] The controller controls the traveling trolley to move a specified distance in a specified direction after stopping and then perform a commutation action.

[0073] Data calculations in the control method are performed in the controller.

[0074] The traveling control system of this embodiment preferably uses the following track structure and traveling trolley.

[0075] As Figure 10 shown, the trolley traveling control method is as follows:

[0076] A plane coordinate system is constructed according to the layout of all target workstations, and each of the target workstations corresponds to a coordinate information;

[0077] A plurality of track units are distributed and arranged in the plane coordinate system, each target workstation corresponds to one track unit, and each of the track units has a radio frequency identification tag for writing workstation information;

[0078] A reader is provided on the traveling trolley, and the reader is capable of reading the workstation information of the radio frequency identification tag when the trolley enters the corresponding track unit;

[0079] The traveling trolley receives and analyzes the scheduling instruction information to obtain the coordinate information of the target workstation, and plans a route to travel to the target workstation.

[0080] In this embodiment, the track is divided into multiple units and distributed in a set plane coordinate system, so that each track unit has known positioning information, and the track unit is configured with a radio frequency identification tag for workstation information. The traveling trolley obtains information through radio frequency identification, is basically not affected by factors such as external pollutants and mechanical wear, and is also little affected by other external environments.

[0081] However, since the traveling trolley has a certain traveling speed and the speed changes during the traveling process, the state of the traveling trolley will also change (such as weight, etc.). Therefore, through radio frequency identification, the traveling trolley can only roughly judge that it has entered the current track unit (the corresponding target workstation), but cannot accurately locate to the accurate target position on the current track unit.

[0082] The work of the traveling trolley on the track unit and the steering action of the traveling trolley both require the traveling trolley to be able to locate at a relatively accurate position.

[0083] Therefore, the following further provides a method for accurately positioning the traveling trolley on the current track unit:

[0084] Magnets are also provided on each of the track units, and a positioning detector is provided on the traveling trolley;

[0085] After the traveling trolley reaches the target work station and reads the work station information, when the positioning detector detects the magnet, the traveling trolley stops;

[0086] Calculate the specific position of the traveling trolley on the current track unit when it stops according to the traveling data, and then calculate the fine motion compensation distance for the traveling trolley to move to the target position on the current track unit;

[0087] The traveling trolley starts again and moves to the target position on the current track unit;

[0088] Wherein, the magnet and the positioning detector are arranged to perform signal detection when the traveling trolley enters the range corresponding to the track unit.

[0089] It should be noted that based on the established plane coordinate system, the specific positions of the track and components such as the magnet on the track in this plane coordinate system can be known. In this way, according to the size data of the traveling trolley, the track unit itself, etc., it is very easy to calculate the position (coordinate) of the traveling trolley on the current track unit when it stops, so that it is relatively easy to calculate in which direction the traveling trolley needs to travel and how much distance to reach the accurate target position.

[0090] Among them, there is generally a certain space for the traveling trolley to change direction. Therefore, the target position of the traveling trolley can be within a certain error range. Based on the above method, the fine motion compensation distance can be calculated relatively accurately.

[0091] Specifically, for example: the traveling data at least includes the traveling speed of the traveling trolley, the size data of the track unit, the detection distance of the positioning detector to the magnet, the coordinate position of the magnet in the track unit, and the specific position of the detector on the traveling trolley;

[0092] Based on the traveling data, the specific position of the traveling trolley on the current track unit when it stops from various directions can be calculated.

[0093] There are generally no requirements for the installation positions of the magnet and the positioning detector, because their data can be known and set.

[0094] For this traveling control method, a preferred embodiment of the track structure is provided:

[0095] Set the track to a square grid structure, with each grid corresponding to an orbital unit, making it easier to calculate coordinate data.

[0096] Set the positioning detector at the center line position of the traveling trolley in the traveling direction (as Figure 2 shown); two magnets are provided for each orbital unit, and the two magnets are arranged on a diagonal line of the orbital unit, and the two magnets are symmetrically arranged with respect to the center of the orbital unit.

[0097] So that after the traveling trolley enters the orbital unit from any direction, when the positioning detector detects any magnet, the traveling trolley stops at a position at the same distance from the center of the orbital unit.

[0098] This can reduce the types of data and the calculation process.

[0099] Similarly, the magnet can also be set at the center of the orbital unit, so that when the traveling trolley enters the orbital unit from any direction, its distance from the magnet is the same.

[0100] To ensure that the trolley can travel in reverse, the present embodiment also provides the following reverse method:

[0101] A reverse identification of the target position is provided on the orbital unit, and a photoelectric sensor is provided on the traveling trolley;

[0102] When the traveling trolley is micro-motion compensated to the target position of the current orbital unit, the photoelectric sensor starts to detect the detection identification;

[0103] When the reverse identification is detected, the traveling trolley performs the action of traveling in reverse;

[0104] When the reverse identification is not detected, continue to perform micro-motion compensation to adjust the position of the traveling trolley until the photoelectric sensor detects the reverse identification and performs the action of traveling in reverse.

[0105] Among them, due to the positioning method of the positioning detector and the magnet, it is already possible to accurately compensate the traveling trolley to the target position with a small possibility of deviation.

[0106] However, when there is a deviation, it can be detected by the photoelectric sensor, and the trolley is micro-moved before and after the target position until the photoelectric sensor detects the reverse identification.

[0107] As Figure 1 and Figure 2 shown, among which, the embodiments of the track structure are as follows:

[0108] A base frame 80 and a plurality of guide rail bodies 90, a connection structure A83 is provided on the base frame 80, and a connection structure B is provided on each guide rail body 90. The connection structure A83 and the connection structure B are detachably and fixedly connected; the plurality of guide rail bodies 90 are distributed on the base frame 80 to form a complete track surface on the base frame 80.

[0109] For the guide rail structure provided by the present utility model, the guide rail body constituting the guide rail surface is independently installed from the base frame. The detachable connection between the connection structure A and the connection structure B can realize the disassembly and assembly between the guide rail body and the base frame. The paving of the guide rail body is convenient and simple, which is convenient for flexible on-site combined construction.

[0110] Its main purpose is to divide the track structure for the shuttle car to travel into a base frame 80 and a plurality of guide rail bodies 90 that form the track surface for the wheel movement of the shuttle car. In this way, the guide rail body 90 and the base frame 80 can be conveniently disassembled and assembled, and each guide rail body 90 can also be disassembled and assembled as an independent component, so that more diverse on-site paving combinations can be carried out, avoiding the complex construction of the fixed-structure track during paving disassembly and assembly, and facilitating the replacement of the guide rail body 90 at a local position.

[0111] In this embodiment, the base frame 80 is preferably composed of a plurality of frame units with a square frame structure. Guide rail bodies are provided on the frame units to form a grid-like track surface, providing more paths for the traveling trolley.

[0112] More preferably, the guide rail body 90 is set to include a node guide rail body 82 and a main guide rail body 81. The node guide rail body 82 is arranged at the corners of the frame unit, and the main guide rail body 81 is arranged on the sides of the frame unit. The main guide rail body 81 is arranged between two adjacent node guide rail bodies 82.

[0113] That is, one frame unit is composed of four node guide rail bodies 82 and four main guide rail bodies 81.

[0114] Adopting this structure is mainly configured and designed according to the shape characteristics of the frame unit, and the guide rail bodies at the edges and corners can be independently replaced.

[0115] The frame unit is preferably a square structure, and the node guide rail body 82 is preferably set in a square structure. In this way, only one size of node guide rail body 82 and one size of main guide rail body 81 need to be configured, which is convenient for construction assembly and the management of parts.

[0116] In addition, a gap channel 84 is provided between the end of the main guide rail body 81 and the node guide rail body 82. The function of the gap channel 84 can be for convenient assembly, and the size of the gap channel 84 does not affect the travel of the wheel body on the track surface.

[0117] Secondly, the gap channel 84 can also be a channel through which certain components of the trolley pass during its travel. For example, some trolleys are provided with limit wheels that abut against the inner sidewall of the guide rail body, which are not specifically limited in the present invention.

[0118] In this embodiment, the entire base frame can be directly assembled by individual independent frame units to form two parallel track surfaces, so that two trolleys can pass simultaneously, or as Figure 1 shown, adjacent frame units share a side and are configured with the same set of the node guide rail body and the main guide rail body to form the same track surface for only one trolley to pass, or the width of this common side is set to a size that allows two trolleys to pass simultaneously.

[0119] In this embodiment, the base frame 80 can be an integral frame structure arranged on-site, or a base frame 80 assembled from various fittings. The composition method of its components can be the same as that of the guide rail body, or any other composition method.

[0120] In addition, the connection method between the base frame and the guide rail body is not limited, and a detachable and easy-to-install and fix connection method is sufficient. The following provides a preferred embodiment:

[0121] The connection structure A83 and the connection structure B are connected by a fitting and fixing method. Either the connection mechanism A30 or the connection structure B is a groove structure, and the other is a block structure.

[0122] Adopting this connection method can relatively easily complete the assembly directly through pressure.

[0123] Specifically, the connection structure B on the node guide rail body 82 and the connection structure A83 at the corresponding position on the base frame 80 are both single cross-shaped structures or one-shaped linear structures. The purpose is to fix the position of the node guide rail body 82 through the cross-shaped structure.

[0124] At the same time, the connection structure B on the main guide rail body 81 and the corresponding connection structure A83 on the base frame 80 are one-shaped linear structures, and positioning blocks 85 that abut against the ends of the node guide rail body 82 are provided at both ends of the main guide rail body 81. The positioning blocks 85 are arranged close to the base frame 80.

[0125] This can simplify the connection structure for fixing the main guide rail body 81, and at the same time leave a gap between adjacent guide rail bodies, facilitating on-site assembly and disassembly.

[0126] Similarly, the connection structure B on the main rail body 81 and the corresponding connection structure A83 on the base frame 80 can also be a single cross-shaped structure like the node rail body 82, or form multiple cross-shaped structures to achieve the effect of independent fixation.

[0127] In this embodiment, the cross-shaped structure is only an example. In fact, any at least two channel structures with intersections can achieve fixation.

[0128] For the track, the important track surface. Therefore, by forming a hollow groove 86 within each frame unit, and distributing the node rail body 82 and the main rail body 81 on the outer peripheral side of the hollow groove 86 to form the track surface of a single frame unit, it is possible to reduce the number of components and the overall weight of the entire track structure, facilitating the transportation, on-site assembly, and disassembly of the components.

[0129] Among them, the hollow groove 86 can also be used to place a positioning module for obtaining the position information or other information of the corresponding frame unit during the travel of the trolley.

[0130] As Figure 3 shown, in this embodiment, a specific structure of a positioning module is provided, including a connection bracket 120. The connection bracket 120 is located on the diagonal of the hollow groove 86, and the end of the connection bracket 120 is connected to the side wall of the hollow groove 86. An RFID chip 110 is provided in the middle of the connection bracket 120, and the RFID chip 110 is used to store the working information stored when the current track is used as a work station. Magnets 100 are provided on the connection bracket 120 on both sides of the RFID chip 110 to implement the detection of the magnets 100 by the positioning detector in the above embodiment.

[0131] The commutation identifier can be the gap channel 84.

[0132] As Figures 4 to 8 shown, in this embodiment, an example of a traveling trolley (four-way shuttle car) is as follows:

[0133] It includes two chassis assemblies 10. The traveling directions of the two chassis assemblies 10 are set to be perpendicular to each other, and the two chassis assemblies 10 are connected by a cam mechanism 20. The cam mechanism 20 is used to make the two chassis assemblies 10 move relative to each other to replace the chassis assembly 10 in contact with the track surface for commutation travel.

[0134] Each chassis assembly 10 at least includes a chassis 11. On both opposite sides of the chassis 11, a driving wheel 12 and at least one driven wheel 13 are provided. The driven wheel 13 has a wheel surface for moving on the track surface, and a limiting edge 14 provided on the inner side wall of the track.

[0135] The distance between the driven wheels 13 on both sides is arranged such that at least the wheel surfaces of the driven wheels 13 on both sides do not deviate from the guide rail surface simultaneously.

[0136] The four-way shuttle vehicle provided in this embodiment realizes the contact between the two driving chassis and the guide rail surface by assembling two sets of driving chassis and through a commutation method. Specifically, the driving wheel 12 and the driven wheels 13 (referring to both sides of the chassis 11) of one chassis assembly 10 (the first chassis assembly) are in contact with the guide rail surface, and there is a certain gap between the driving wheel 12 and the driven wheels 13 of the other chassis assembly (the second chassis assembly) and the guide rail surface.

[0137] During commutation, the cam structure 20 rotates, and the entire chassis 11 of the second chassis assembly descends, and its driving wheel 12 and driven wheels 13 come into contact with the guide rail surface. As the cam of the cam structure 20 rotates, the second chassis assembly functions as the support chassis of the four-way shuttle vehicle to contact the guide rail surface, and the first chassis assembly moves away from the guide rail surface, achieving a 90° commutation, enabling the shuttle vehicle in the present invention to freely travel in four directions on a working plane with the condition of constructing a plane coordinate system.

[0138] The four-way shuttle vehicle has a simple structure, can weaken the design of the guide rail structure, and has strong adaptability.

[0139] Two driven wheels 13 are provided, and one driven wheel 13 is arranged in front of and behind the driving direction of the driving wheel 12 respectively.

[0140] The driving wheel 12 is a hub motor, and the hub surface of the hub motor travels on the guide rail surface, that is, the chassis structure of the four-way shuttle vehicle directly uses the hub motor as the driving wheel, simplifying the driving mechanism of the chassis and reducing the overall height of the chassis, thereby being beneficial to reducing the overall center of gravity height.

[0141] The four-way shuttle vehicle provided in this embodiment specifically sets the driving wheel in the middle of the side of the chassis, that is, the driving wheel 12 is located in the middle of the side of the chassis, and the driven wheels 13 are arranged in front of and behind the driving wheel 12. The front and rear are specifically in terms of the moving direction of the driving wheel 12.

[0142] A limiting structure is provided on the driven wheel 13, that is, by setting the limiting edge 14 on the unobstructed side of the guide rail and abutting against the side of the guide rail, there is no need to set a stop edge on the guide rail structure for the shuttle vehicle to travel, simplifying the guide rail structure of the shuttle vehicle.

[0143] The limiting baffle 14 does not rotate synchronously with the driven wheel 13. Only when it collides with the side of the guide rail surface, it rotates, making the contact between the limiting baffle 14 and the side of the guide rail a line contact, reducing the resistance during the movement of the trolley.

[0144] Furthermore, the limiting edge on the driven wheel 13 of the four-way shuttle vehicle in this embodiment is rotatably connected to the driven wheel 13. At this time, the limiting baffle 14 is specifically annular or disc-shaped, and its diameter is larger than that of the driven wheel 13. After contacting the guide rail, it can rotate relative to the shuttle vehicle guide rail, reducing the resistance when the limiting edge contacts the guide rail.

[0145] The driving wheel 12 of the four-way shuttle vehicle is equipped with a suspension damping structure 30. Through the suspension damping structure 30, the driving wheel 12 can adapt to the guide rail with a certain undulation, increasing the compatibility with the unevenness of the trolley guide rail. The driving wheel 12 is connected to the chassis 11 through the suspension damping structure 30.

[0146] The suspension damping structure 30 includes a fixing frame 31 fixedly arranged on the chassis 11. The fixing frame 31 has an installation groove 34 opened along the axial direction of the driving wheel 12, and two guide rods 33 are arranged along the radial direction of the driving wheel 12 in the installation groove 34.

[0147] The shaft end of the driving wheel 12 is arranged on the guide rod 33 through a mounting block 32. The mounting block 32 can move along the length direction of the guide rod 33. A spring 35 sleeved on the guide rod 33 is arranged between the mounting block 32 and the top inner wall of the installation groove 34. The acting force of the spring 35 on the mounting block 32 is always downward along the axial direction of the guide rod 33, that is, the spring 35 needs to always apply a downward acting force to the driving wheel 12, so that the wheel surface of the driving wheel 12 always stably contacts the guide rail surface.

[0148] Under the action of the force of the spring 35, it is ensured that the driving wheel 12 can always effectively contact the guide rail surface and generate sufficient pressure on the guide rail, avoiding the slipping situation of the four-way shuttle vehicle during operation.

[0149] In this embodiment, one of the two chassis assemblies 10, the chassis 11, is located above the other chassis 11; in order to avoid vibration during the commutation process or when the shuttle vehicle moves on the special-shaped guide rail, causing the upper and lower chassis 11 to contact, a plurality of guide shafts 60 are vertically distributed on one of the chassis 11; a plurality of bushings 70 cooperating with the guide shafts 60 are arranged on the other chassis 11, and a limiting block 61 is arranged at the top of the guide shaft 60.

[0150] The guide shaft 60 with the limiting block 61 performs upper and lower limits on the relative movement position between the upper and lower chassis 11. The limiting direction is concentric with the axial direction of the guide shaft, increasing the contact area between the two chassis during driving, reducing the acting force between the bearing and the shaft, and prolonging the service life of the guide shaft.

[0151] Two support frames 40 are symmetrically arranged on the chassis 11 located below. A cam mechanism 20 is arranged at the top of the two support frames 40. A slot 50 for the support frames 40 to pass through is arranged in the middle of the chassis 11 located below.

[0152] The cam mechanism 20 includes a rotating shaft 21 installed on the top of two support frames 40. The rotating shaft 21 is rotatably connected to the support frames 40, and a cam 22 is provided at the end of the rotating shaft 21 located outside the support frames 40; a reversing block 23 is provided on the chassis 11 located above, and a groove 50 matching the cam 22 is provided on the surface of the reversing block 23 facing the cam 22.

[0153] The cam 22 is rotated by rotating the rotating shaft 21, driving the reversing block 23 to move up and down relative to the support frame 40, thereby causing the two chassis 11 to move relative to each other to replace the chassis assembly 10 that contacts the guide rail surface.

[0154] like Figure 2 or Figure 3 As shown, the utility model provides a travel drive assembly, including a chassis 11, a driving wheel 12 and at least one driven wheel 13 are arranged on two opposite sides of the chassis 11, and the driven wheel 13 has a wheel surface moving on the guide rail surface, and a limiting retaining edge 14 abutting against the inner side wall of the guide rail;

[0155] The distance between the driven wheels 13 at both sides is arranged so that the wheel surfaces of the driven wheels 13 at both sides at least do not deviate from the guide rail surface.

[0156] There are two driven wheels 13, one driven wheel 13 is arranged in front of and behind the driving wheel 12 in the driving direction;

[0157] The limiting ribs 14 of the driven wheels 13 on both sides of the chassis 11 are located on the inner side of the driven wheels 13;

[0158] Or the limiting rib 14 of one of the driven wheels 13 on the same side of the chassis 11 is located on the inner side of the driven wheel 13 , and the limiting rib 14 of another driven wheel 13 is located on the outer side of the driven wheel 13 ;

[0159] The driven wheel 13 includes a rubber-coated wheel body 131 , a limiting rib 14 is coaxially arranged on one side of the rubber-coated wheel body 131 , and the rubber-coated wheel body 131 is connected to the chassis 11 via a rotating shaft 132 .

[0160] The driving wheel 12 is a hub motor, and the hub surface of the hub motor runs on the guide rail surface.

[0161] like Figure 1 , Figure 2 , Figure 3 as well as Figure 4 As shown, the driving wheel 12 is connected to the chassis 11 through a suspension damping structure 30. The driving wheel 12 of the four-way shuttle vehicle has a suspension damping structure 30, which enables the driving wheel 12 to adapt to a guide rail with certain undulations, thereby increasing compatibility with unevenness of the trolley guide rail.

[0162] The suspension damping structure 30 includes a fixing bracket 31 fixedly arranged on the chassis 11. The fixing bracket 31 has a mounting groove 34 axially opened along the driving wheel 12. Two guide rods 33 are arranged radially along the driving wheel 12 in the mounting groove 34. The two guide rods 33 can ensure the stable up and down movement of the mounting block 32 along the guide rods 33.

[0163] The shaft end of the driving wheel 12 is arranged on the guide rod 33 through the mounting block 32. The mounting block 32 can move along the length direction of the guide rod 33. A spring 35 sleeved on the guide rod 33 is arranged between the mounting block 32 and the top inner wall of the mounting groove 34. The acting force of the spring 35 on the mounting block 32 is always downward along the axial direction of the guide rod 33.

[0164] In this embodiment, the suspension damping structure 30 of the driving wheel 12, through the compression limit of the spring 35 and by arranging springs 35 at both the upper and lower ends of the mounting block 32, enables the mounting block 32 to have upper and lower limits, restricts the floating range of the driving wheel 12, can control the pressure of the suspension damping structure 39 on the driving wheel 12 within a certain range, enables the driving wheel 12 to fit the guide rail surface, and ensures the stable operation of the trolley during the running process.

[0165] The above embodiments are only exemplary embodiments of the present application and are not used to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art can make various modifications or equivalent replacements within the essence and protection scope of the present application, and such modifications or equivalent replacements should also be regarded as falling within the protection scope of the present application.

Claims

1. A vehicle driving control system, characterized in that: include: A track, composed of a plurality of track units arranged in the same plane coordinate system, each track unit corresponds to a target workstation, and each of the track units has a radio frequency identification tag with workstation information written therein; A reader, arranged on the traveling trolley, capable of reading information corresponding to the radio frequency identification tag on the track unit within a preset range from the track unit; A controller is communicatively connected to the traveling vehicle and the reader, and the traveling vehicle receives instructions from the controller to move to the corresponding track unit.

2. A vehicle driving control system according to claim 1, characterized in that: It also includes a magnet (100) arranged on each of the track units, and a positioning detector arranged on the traveling vehicle, wherein the positioning detector is capable of detecting the magnet (100); The traveling vehicle stops moving when the positioning detector detects the magnet (100); The controller controls the traveling vehicle to move a specified distance in a specified direction after stopping and then perform a reversing action.

3. A vehicle driving control system according to claim 2, characterized in that: The traveling vehicle comprises two chassis assemblies (10), the traveling directions of the two chassis assemblies (10) being arranged to be perpendicular to each other, and the two chassis assemblies (10) being connected via a cam mechanism (20), the cam mechanism (20) being used to make the two chassis assemblies (10) move relative to each other so as to replace the chassis assembly (10) in contact with the guide rail surface of the track unit, so as to change the direction of travel; The chassis assembly (10) at least comprises a chassis (11), and a driving wheel (12) and at least one driven wheel (13) are arranged on two opposite sides of the chassis (11), and the driven wheel (13) has a wheel surface that moves on the guide rail surface of the track unit, and a limiting retaining edge (14) arranged on the inner side wall of the guide rail; The distance between the driven wheels (13) on both sides is arranged so that the wheel surfaces of the driven wheels (13) on both sides at least do not deviate from the guide rail surface of the track unit.

4. A vehicle driving control system according to claim 3, characterized in that: The driven wheels (13) are provided in two numbers, one driven wheel (13) being provided in front of and behind the driving wheel (12) in the travel direction; The driven wheel (13) comprises a rubber-coated wheel body (131), one side of the rubber-coated wheel body (131) is concentrically provided with the limit stop edge (14), and the rubber-coated wheel body (131) is connected to the chassis (11) via a rotating shaft (132).

5. A vehicle driving control system according to claim 3, characterized in that: The driving wheel (12) is a wheel hub motor, and the wheel hub surface of the wheel hub motor travels on the guide rail surface.

6. A vehicle driving control system according to claim 3, characterized in that: The driving wheel (12) is connected to the chassis (11) via a suspension shock-absorbing structure (30); The suspension shock absorbing structure (30) comprises a fixing frame (31) fixedly arranged on the chassis (11), the fixing frame (31) having a mounting groove (34) opened along the axial direction of the driving wheel (12), and two guide rods (33) are arranged in the mounting groove (34) along the radial direction of the driving wheel (12); The shaft end of the driving wheel (12) is arranged on the guide rod (33) through a mounting block (32); the mounting block (32) can move along the length direction of the guide rod (33); a spring (35) sleeved on the guide rod (33) is arranged between the mounting block (32) and the top inner wall of the mounting groove (34); the force of the spring (35) on the mounting block (32) is always downward along the axial direction of the guide rod (33).

7. A vehicle driving control system according to claim 3, characterized in that: One of the chassis (11) of the two chassis assemblies (10) is located above the other chassis (11); A plurality of guide shafts (60) are vertically distributed on one of the chassis (11); A plurality of shaft sleeves cooperating with the guide shaft (60) are arranged on the other chassis (11).

8. A vehicle driving control system according to claim 3, characterized in that: Two support frames (40) are symmetrically arranged on the bottom chassis (11), the cam mechanisms (20) are arranged on the tops of the two support frames (40), and a slot (50) for the support frames (40) to pass through is arranged in the middle of the bottom chassis (11); The cam mechanism (20) comprises a rotating shaft (21) mounted on the top of the two support frames (40), the rotating shaft (21) being rotatably connected to the support frames (40), and a cam (22) being arranged at an end of the rotating shaft (21) located outside the support frames (40); a reversing block (23) is arranged on the upper chassis (11), and a groove (50) matching with the cam (22) is arranged on a surface of the reversing block (23) facing the cam (22); The cam (22) is rotated by rotating the rotating shaft (21), driving the reversing block (23) to move up and down relative to the support frame (40), thereby causing the two chassis (11) to move relative to each other to replace the chassis assembly (10) in contact with the guide rail surface.

9. A vehicle driving control system according to claim 2, characterized in that: The track is a square grid structure, and each grid corresponds to one track unit; The positioning detector is arranged at the center line position of the traveling vehicle in the traveling direction; The number of magnets of each track unit is two, the two magnets are arranged on a diagonal line of the track unit, and the two magnets are symmetrically arranged around the center of the track unit; So that after the traveling vehicle enters the track unit from any direction, when the positioning detector detects any magnet, the traveling vehicle stops at a position with the same distance from the center of the track unit.

10. A vehicle driving control system according to claim 9, characterized in that: The track unit comprises a base frame (80) and a plurality of guide rail bodies (90); a connection structure A (83) is arranged on the base frame (80); a connection structure B is arranged on each of the guide rail bodies (90); the connection structure A (83) is detachably fixedly connected to the connection structure B; A plurality of guide rail bodies (90) are distributed on the base frame (80) to form a complete track surface on the base frame (80).

11. A vehicle driving control system according to claim 10, characterized in that: The base frame (80) is composed of a plurality of frame units of square frame structures; The guide rail body (90) includes a node guide rail body (82) and a trunk guide rail body (81), wherein the node guide rail body (82) is arranged at a corner of the frame unit, the trunk guide rail body (81) is arranged on an edge of the frame unit, and the trunk guide rail body (81) is arranged between two adjacent node guide rail bodies (82).

12. A vehicle driving control system according to claim 11, characterized in that: A gap channel (84) is provided between the end of the trunk guide rail body (81) and the node guide rail body (82).

13. A vehicle driving control system according to claim 11, characterized in that: Adjacent frame units share the same edge and are configured with the same set of node guide rail bodies (82) and trunk guide rail bodies (81) to form the same track surface.

14. A vehicle driving control system according to claim 10, characterized in that: The connection structure A (83) and the connection structure B are connected by means of interlocking and fixing. Either the connection structure A (83) or the connection structure B is a slot structure, and the other is a block structure.

15. A vehicle driving control system according to claim 11, characterized in that: The connection structure B on the node guide rail body (82) and the connection structure A (83) at a corresponding position on the base frame (80) are both single cross-shaped structures or straight-line structures.

16. A vehicle driving control system according to claim 15, characterized in that: The connection structure B on the main guide rail body (81) and the corresponding connection structure A (83) on the base frame (80) are straight line structures, and a positioning block (85) abutting against the end of the node guide rail body (82) is provided at both ends of the main guide rail body (81); and the positioning block (85) is arranged close to the base frame (80); Alternatively, the connection structure B on the main guide rail body (81) and the corresponding connection structure A (83) on the base frame (80) are a single cross-shaped structure or multiple cross-shaped structures.

17. A vehicle driving control system according to claim 11, characterized in that: A hollow groove (86) is formed in each of the frame units, and the node guide rail body (82) and the trunk guide rail body (81) are distributed on the outer peripheral side of the hollow groove (86) to form a track surface of a single frame unit; A connecting bracket (120) is arranged in the hollow groove (86), the connecting bracket (120) is located on a diagonal line of the hollow groove (86), an end of the connecting bracket (120) is connected to a side wall of the hollow groove (86), an RFID chip (110) is arranged in the middle of the connecting bracket (120), and the magnets (100) are arranged on the connecting bracket (120) on both sides of the RFID chip (110).

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