Transfer trolley control system

Abstract

The utility model provides a transfer trolley control system. The transfer trolley control system comprises a signal transmitter, a first signal receiver, a step-down transformer, a sliding shoe guide rail, a step-up transformer, a second signal receiver and a transfer trolley. The first signal receiver is electrically connected with the signal transmitter, and the step-down transformer is electrically connected with the first signal receiver. The sliding shoe guide rail is electrically connected with the step-down transformer, the step-up transformer is electrically connected with the sliding shoe guide rail, and the second signal receiver is electrically connected with the step-up transformer and the signal transmitter. The transfer trolley comprises a frequency converter and a motor, the frequency converter is electrically connected with the second signal receiver, the motor is electrically connected with the frequency converter, and the power module is electrically connected with the step-down transformer. According to the transfer trolley control system, the frequency conversion control mode of the motor can be reserved, the abrasion rate or damage of a mechanical transmission mechanism of the transfer trolley is reduced, meanwhile, the running speed of the transfer trolley is adjustable, and impact on loaded goods due to inertia can be avoided.

Description

Technical Field

[0001] This utility model relates to the field of transfer vehicle control technology, specifically to a transfer vehicle control system. Background Technology

[0002] A transfer cart is a vehicle used to transport goods or people between different locations, widely used in logistics, medical, and industrial fields. It is particularly prevalent in factory workshops. Transfer carts with a sliding shoe rail power supply transmit power to the cart via a sliding contact line, eliminating the need for cables dragging on the ground. This allows for flexible design and layout based on the production line layout and the cart's operating route, effectively avoiding interference and damage from external factors such as obstacles. However, transfer carts with this power supply generally use low-voltage power. The control signal from the frequency converter on the cart cannot be transmitted through low voltage to control the motor speed. When transferring certain goods, without frequency converter speed control, the cart cannot achieve a slow motor start, which can easily damage the mechanical transmission mechanism. Utility Model Content

[0003] In view of the problems existing in the prior art, the present invention provides a transfer vehicle control system to improve the technical problem that the control signal of the frequency converter on the existing transfer vehicle cannot be transmitted through low voltage, which easily causes damage to the mechanical transmission mechanism of the transfer vehicle.

[0004] To solve the above-mentioned technical problems, this utility model provides a transfer vehicle control system, which includes a signal transmitter, a first signal receiver, a step-down transformer, a sliding shoe rail, a step-up transformer, a second signal receiver, and a transfer vehicle. The first signal receiver is electrically connected to the signal transmitter, and the step-down transformer is electrically connected to the first signal receiver. The sliding shoe rail is electrically connected to the step-down transformer, and the step-up transformer is electrically connected to the sliding shoe rail. The second signal receiver is electrically connected to both the step-up transformer and the signal transmitter. The transfer vehicle includes a frequency converter and a motor. The frequency converter is electrically connected to the second signal receiver, the motor is electrically connected to the frequency converter, and the power supply module is electrically connected to the step-down transformer.

[0005] In one embodiment of the transfer vehicle control system of this utility model, there are multiple step-down transformers, and the multiple step-down transformers are electrically connected to the sliding shoe guide rail respectively.

[0006] In one embodiment of the transfer vehicle control system of this utility model, the number of the first signal receivers is multiple sets, and the multiple sets of the first signal receivers are electrically connected to the multiple sets of step-down transformers respectively.

[0007] In one embodiment of the transfer vehicle control system of this utility model, the transfer vehicle control system further includes an interlocking device for preventing multiple step-down transformers from supplying power simultaneously.

[0008] In one embodiment of the transfer vehicle control system of this utility model, the interlocking device is an electrical interlocking circuit.

[0009] In one embodiment of the transfer vehicle control system of this utility model, the signal transmitter and the first signal receiver are wirelessly connected.

[0010] In one embodiment of the transfer vehicle control system of this utility model, the signal transmitter is wirelessly connected to the second signal receiver.

[0011] In one embodiment of the transfer vehicle control system of this utility model, the step-up transformer is fixedly installed on the transfer vehicle.

[0012] In one embodiment of the transfer vehicle control system of this utility model, the step-down transformer is a 380 / 36V single-phase dry-type step-down transformer.

[0013] In one embodiment of the transfer vehicle control system of this utility model, the step-up transformer is a 36 / 56V single-phase step-up transformer.

[0014] This invention provides a transfer vehicle control system. In this system, a signal transmitter transmits signals to a first signal receiver and a second signal receiver. The first signal receiver controls the voltage input and shutdown of the step-down transformer to the sliding shoe rail. The second signal receiver controls the frequency conversion adjustment of the frequency converter and can adjust the acceleration and deceleration frequency multiplier of the frequency converter according to actual working conditions. The design of the step-down and step-up transformers in this transfer vehicle control system allows the transfer vehicle to retain the frequency conversion control of the motor while maintaining a sliding shoe rail power supply method. This improves on-site safety, reduces wear or damage to the mechanical transmission mechanism of the transfer vehicle, and the adjustable running speed of the transfer vehicle avoids impacts on the loaded goods due to inertia. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a system in one embodiment of the transfer vehicle control system of this utility model.

[0017] Component designation explanation:

[0018] 100. Signal transmitter; 200. First signal receiver; 300. Step-down transformer; 400. Slipper rail; 500. Step-up transformer; 600. Second signal receiver; 700. Transfer vehicle; 710. Frequency converter; 720. Motor; 800. Interlock device. Detailed Implementation

[0019] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. It should also be understood that the terminology used in the embodiments of this utility model is for describing specific implementation schemes and not for limiting the scope of protection of this utility model. Test methods in the following embodiments that do not specify specific conditions are generally performed under conventional conditions or according to the conditions recommended by the respective manufacturers.

[0020] When numerical ranges are given in the embodiments, it should be understood that, unless otherwise specified in this invention, both endpoints of each numerical range and any value between the two endpoints may be selected. Unless otherwise defined, all technical and scientific terms used in this invention, as well as the prior art known to those skilled in the art and the description of this invention, may be implemented using any prior art methods, equipment, and materials similar to or equivalent to those in the embodiments of this invention.

[0021] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.

[0022] To address the technical problem that the control signals from frequency converters on existing transfer vehicles cannot be transmitted via low voltage, which can easily damage the mechanical transmission mechanism of the transfer vehicle when controlling motor speed, this utility model provides a transfer vehicle control system. This control system allows the transfer vehicle to retain frequency conversion control of the motor while maintaining a slipper rail power supply method, improving on-site safety, reducing wear and tear or damage to the mechanical transmission mechanism of the transfer vehicle, and avoiding impacts on the loaded goods due to inertia.

[0023] Please see Figure 1This utility model provides a transfer vehicle control system, which includes a signal transmitter 100, a first signal receiver 200, a step-down transformer 300, a sliding shoe rail 400, a step-up transformer 500, a second signal receiver 600, and a transfer vehicle 700. The signal transmitter 100 serves as the source of control signals, responsible for generating and transmitting control commands. The control commands transmitted by the signal transmitter 100 are transmitted to the first signal receiver 200 or the second signal receiver 600 via wired or wireless means, achieving remote signal transmission. The first signal receiver 200 is electrically connected to the signal transmitter 100, and the electrical connection between the first signal receiver 200 and the signal transmitter 100 can be a wired communication connection or a wireless communication connection. The first signal receiver 200 is used to receive control signals emitted by the signal transmitter 100.

[0024] The step-down transformer 300 is electrically connected to the first signal receiver 200. After receiving the control signal from the signal transmitter 100, the first signal receiver 200 controls the voltage input and stop of the step-down transformer 300 to the sliding shoe rail 400. The sliding shoe rail 400 is electrically connected to the step-down transformer 300 and is used to receive and transmit the low voltage stepped down by the step-down transformer 300. The design of the sliding shoe rail 400 allows the transfer vehicle 700 to receive voltage stably while moving on the rail, ensuring continuous operation of the system.

[0025] A step-up transformer 500 is electrically connected to a sliding shoe rail 400. The step-up transformer 500 is used to boost the voltage. Specifically, the low voltage input from the sliding shoe rail 400 is fed into the step-up transformer 500, and the input low voltage is stably boosted to a high voltage to meet the high voltage requirements of the inverter 710 in the transport vehicle system. A second signal receiver 600 is electrically connected to the step-up transformer 500 and the signal transmitter 100. The second signal receiver 600 receives control signals from the signal transmitter 100 and converts them into electrical signals suitable for subsequent processing. By receiving control signals from the signal transmitter 100, the second signal receiver 600 ensures that the output voltage of the step-up transformer 500 matches the requirements of the transport vehicle 700.

[0026] The transport vehicle 700 includes a frequency converter 710 and a motor 720. The frequency converter 710 is electrically connected to a second signal receiver 600, which controls the operating status of the frequency converter 710. The motor 720 is electrically connected to the frequency converter 710, and the frequency converter 710 adjusts the operating speed of the motor 720 according to the received control signals. A power module provides a stable input power to the entire transport vehicle control system. The power module converts external power (such as AC mains or industrial power) into voltage and current suitable for the operation of the transport vehicle control system, ensuring that all components of the control system can function properly. Specifically, the power module is electrically connected to a step-down transformer 300 to provide power to the step-down transformer 300.

[0027] In this transfer vehicle control system, the signal transmitter 100 transmits signals to the first signal receiver 200 and the second signal receiver 600. The first signal receiver 200 controls the voltage input and stop of the step-down transformer 300 to the sliding shoe rail 400. The second signal receiver 600 controls the frequency conversion adjustment of the frequency converter 710 and can adjust the acceleration and deceleration frequency multiplier of the frequency converter 710 according to the actual working conditions. In this transfer vehicle control system, the design of the step-down transformer 300 and the step-up transformer 500 allows the transfer vehicle 700 to retain the frequency conversion control of the motor 720 on the basis of the sliding shoe rail power supply method, which improves the safety of the site, reduces the wear rate or damage of the mechanical transmission mechanism of the transfer vehicle 700, and at the same time, the running speed of the transfer vehicle 700 is adjustable, which can avoid the impact of inertia on the loaded goods. It should be noted that in this embodiment, the signal transmitter 100, the first signal receiver 200, and the second signal receiver 600 are all existing common signal receiving devices and can be obtained through general commercial means.

[0028] In one embodiment of the transfer vehicle control system of this utility model, there are multiple step-down transformers 300, each electrically connected to a sliding shoe guide rail 400. Specifically, to effectively solve the problem of voltage drop caused by the long travel of the sliding shoe guide rail 400, a design of multiple step-down transformers 300 is adopted. These step-down transformers 300 are electrically connected to different positions on the sliding shoe guide rail 400, ensuring that each step-down transformer 300 can provide a stable voltage within its coverage area, thus ensuring that the voltage remains stable during long-distance power supply.

[0029] In one embodiment of the transfer vehicle control system of this utility model, there are multiple sets of first signal receivers 200, and each set of first signal receivers 200 is electrically connected to multiple sets of step-down transformers 300. Specifically, a step-down transformer 300 is installed at regular intervals on the slipper rail 400 to avoid voltage drop in the power supply.

[0030] In one embodiment of the transfer vehicle control system of this utility model, the transfer vehicle control system further includes an interlock device 800 for preventing multiple step-down transformers 300 from supplying power simultaneously. The interlock device 800 provides interlock control between each step-down transformer 300, ensuring that when one step-down transformer 300 is controlled, the operation of other step-down transformers 300 is ineffective, thus preventing short circuits between the guide rail and the step-down transformers 300. Specifically, in this embodiment, the interlock device 800 is an electrical interlock circuit. The structural design and working principle of electrical interlock circuits are well-known in the industry and have wide applications in this field, and will not be elaborated further here.

[0031] To facilitate workers in controlling the voltage supply of the step-down transformer 300 to the corresponding section of the sliding shoe rail 400 according to the operation of the transfer vehicle, in one embodiment of the transfer vehicle control system of this utility model, the signal transmitter 100 and the first signal receiver 200 are wirelessly connected. The wireless connection method between the signal transmitter 100 and the first signal receiver 200 is not limited, for example, it can be a radio frequency communication connection, an infrared communication connection or a Bluetooth connection, but is not limited thereto.

[0032] In one embodiment of the transfer vehicle control system of this utility model, the signal transmitter 100 and the second signal receiver 600 are wirelessly connected. The wireless connection method between the signal transmitter 100 and the second signal receiver 600 is not limited; for example, it can be a radio frequency communication connection, an infrared communication connection, or a Bluetooth connection, but is not limited thereto. This allows workers to easily adjust the operating status of the frequency converter 710 according to the actual transport conditions.

[0033] In one embodiment of the transfer vehicle control system of this utility model, the step-up transformer 500 is fixedly installed on the transfer vehicle 700. The voltage stepped up by the step-up transformer 500 is directly transmitted to the frequency converter 710 of the transfer vehicle 700, which reduces intermediate links, reduces voltage loss during transmission, improves power transmission efficiency, avoids high voltage leakage, and thus improves on-site safety.

[0034] In one embodiment of the transfer vehicle control system of this utility model, the step-down transformer 300 is a 380 / 36V single-phase dry step-down transformer. The power module inputs a 380V voltage to the input terminal of the step-down transformer 300 for step-down, and the output terminal of the step-down transformer 300 outputs a 36V voltage to the slipper rail 400.

[0035] In one embodiment of the transfer vehicle control system of this utility model, the step-up transformer 500 is a 36 / 56V single-phase step-up transformer. The 36V voltage in the slipper rail 400 is input to the step-up transformer 500, and the input voltage is stably boosted to 56V to meet the high voltage requirements of the frequency converter 710 in the transfer vehicle system.

[0036] In the transfer vehicle control system of this utility model, the signal transmitter transmits signals to the first signal receiver and the second signal receiver. The first signal receiver controls the voltage input and stop of the step-down transformer to the sliding shoe rail. The second signal receiver controls the start and stop of the frequency converter and the acceleration and deceleration control of the frequency converter, and can adjust the acceleration and deceleration frequency multiplier of the frequency converter according to the actual working conditions. In this transfer vehicle control system, the design of the step-down transformer and the step-up transformer allows the transfer vehicle to retain the frequency conversion control method of the motor on the basis of the sliding shoe rail power supply method, reducing the wear rate or damage of the mechanical transmission mechanism of the transfer vehicle. At the same time, the running speed of the transfer vehicle is adjustable, which can avoid the impact of inertia on the loaded goods. This improves the technical problem that the control signal of the frequency converter in the existing transfer vehicle cannot be transmitted through low voltage to control the motor speed, which easily causes damage to the mechanical transmission mechanism of the transfer vehicle. Therefore, this utility model effectively overcomes some practical problems in the prior art and has high utilization value and significance.

[0037] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A cart control system, characterized by, The utility model relates to a signal transmission system for a transfer trolley, comprising: a signal transmitter; a first signal receiver electrically connected to the signal transmitter; a step-down transformer electrically connected to the first signal receiver; a shoe guide rail electrically connected to the step-down transformer; a step-up transformer electrically connected to the shoe guide rail; a second signal receiver electrically connected to the step-up transformer and the signal transmitter; a transfer trolley comprising a frequency converter and a motor, the frequency converter being electrically connected to the second signal receiver, and the motor being connected to the frequency converter; a power module electrically connected to the step-down transformer.

2. The cart control system of claim 1, wherein, The number of step-down transformers is multiple, and each of the multiple step-down transformers is electrically connected to the shoe guide rail.

3. The cart control system of claim 2, wherein, The number of first signal receivers is multiple groups, and each of the multiple groups of first signal receivers is electrically connected to a group of step-down transformers.

4. The cart control system of claim 2, wherein, The transfer trolley control system further comprises an interlocking device for preventing multiple step-down transformers from being powered at the same time.

5. The cart control system of claim 4, wherein, The interlocking device is an electrical interlocking circuit.

6. The cart control system of claim 1, wherein, The signal transmitter and the first signal receiver are wirelessly connected.

7. The cart control system of claim 1, wherein, The signal transmitter and the second signal receiver are wirelessly connected.

8. The cart control system of claim 1, wherein, The step-up transformer is fixedly installed on the transfer trolley.

9. The cart control system of claim 1 or 2, wherein, The step-down transformer is a 380 / 36V single-phase dry-type step-down transformer.

10. The cart control system of claim 1, wherein, The step-up transformer is a 36 / 56V single-phase step-up transformer.

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