Intelligent control braking system of carriage vending trolley

Abstract

The utility model discloses an intelligent control braking system of a carriage vending trolley, which comprises an intelligent control system, a service braking mechanism and an emergency braking mechanism, the service braking mechanism and the emergency braking mechanism are controlled by the intelligent control system, and the service braking mechanism comprises a parallel frame and a first electric actuator used for pushing the parallel frame to deform. The emergency braking mechanism comprises a ground friction piece and a second electric actuator for pushing the ground friction piece, and the intelligent control system comprises a handrail sensing part arranged on the handrail and a speed sensing mechanism arranged at the bottom of the vehicle body. The automatic braking device has the advantages that braking can be automatically relieved only by naturally grabbing the handrail, braking can be automatically implemented only by naturally loosening the handrail, braking implementation and automatic relieving can be completed without pedaling, and the labor intensity of train selling service staff is greatly relieved; when the conventional braking of the trolley fails for a long time and the trolley slides in an unmanned control manner, emergency braking can be automatically implemented, and passengers are prevented from being hurt, equipment is prevented from being damaged, and goods are prevented from being scattered.

Description

Technical Field

[0001] This utility model relates to a braking system for an intelligently controlled vending cart, belonging to the field of cart braking technology. Background Technology

[0002] The standard handcarts used for vending on passenger trains brake by using rubber brake pads to press against the wheels, relying on the rubber...

[0003] The friction between the rubber and the wheels slows down the cart or keeps it stationary. Its main structure and working principle are as follows: Figure 3 —As shown in Figure 6:

[0004] The system includes a parallel frame 1 located at the bottom of the trolley. The parallel frame 1 has two longitudinally parallel brake push rods, a first brake push rod 101 and a second brake push rod 102, and two laterally parallel front hinge plates 103 and a rear hinge plate 104. The two ends of the front hinge plate 103 and the rear hinge plate 104 are hinged to the first brake push rod 101 and the second brake push rod 102, respectively, allowing the parallel frame 1 to deform in parallel. The front hinge plate 103 and the rear hinge plate 104 have shaft holes in their middle sections. Vertically fixed to limiting shafts 106 are provided at both ends of the parallel frame 1. The front hinge plate 103 and the rear hinge plate 104 are fitted onto the limiting shafts 106 through their respective shaft holes and can rotate around their respective limiting shafts 106. Both ends of the front hinge plate 103 and the rear hinge plate 104 are provided with brake protrusions 105. When the brake push rod 101 is pushed to make the parallel frame 1 rectangular, the brake protrusions 105 on the front hinge plate 103 and the rear hinge plate 104 will lift the brake lever 2 with brake pads 3, so that the brake pads 3 press against the caster wheel 15 to achieve braking. When the brake push rod 202 is pushed to make the front hinge plate 103 and the rear hinge plate 104 rotate to form a certain angle with the corresponding brake lever 2, the brake protrusions 105 on the front hinge plate 103 and the rear hinge plate 104 will just leave the brake lever 2, and the brake lever 2 will be reset by the action of the tension spring 202 to release the brake. The traditional braking and releasing method is to set brake pedals and release brake pedals on the bottom plates 12 at the front and rear ends of the trolley, respectively, which are connected to brake push rod 101 and brake push rod 202. When in use, stepping on the brake pedals and release brake pedals will complete the braking and releasing of the trolley.

[0005] However, users generally report the following drawbacks with the above settings: First, the foot brake and release feel laborious and inconvenient, and they hope for a convenient and effortless intelligent control method; Second, after a period of use, traditional braking devices may fail due to wear and aging of the rubber blocks, leading to vehicle slippage.

[0006] Against this backdrop, our project team conducted a series of studies on the intelligentization of railway passenger service trolleys. Utility Model Content

[0007] The main technical problem to be solved by this utility model is: how to implement labor-saving and reliable intelligent control of a trolley.

[0008] To address the above problems, the technical solution proposed by this utility model is as follows:

[0009] A braking system for an intelligently controlled vending cart includes an intelligent control system, a normal braking mechanism and an emergency braking mechanism controlled by the intelligent control system. The normal braking mechanism includes a parallel frame and a first electric actuator for deforming the parallel frame. The emergency braking mechanism includes a ground friction component and a second electric actuator for pushing the ground friction component. The intelligent control system includes a handrail sensor on the handrail and a speed sensor at the bottom of the cart body.

[0010] Furthermore, the electric actuator is an electromagnet push rod with a rod body that applies unidirectional thrust. When the electromagnet push rod is energized, it generates a thrust on the rod body to advance a set length in one direction. When de-energized, an external force can push the rod body axially. There are two electromagnet push rods, which are energized alternately during use and are used to brake and release the universal wheel, respectively.

[0011] Furthermore, the rods of both electromagnet push rods are connected and fixed to either brake push rod one or brake push rod two via connectors, and the two push rods have opposite directions of force.

[0012] Furthermore, the rods of the two electromagnet push rods are respectively mounted on brake push rod one and brake push rod two via connectors, and the two push rods have the same direction of thrust.

[0013] Furthermore, the electric actuator is a commonly used electric brake cylinder that bidirectionally pushes either brake push rod one or brake push rod two.

[0014] Furthermore, the second electric actuator is an emergency braking cylinder with a telescopic rod. The emergency braking cylinder is mounted on the bottom plate of the trolley, with the telescopic rod extending towards the ground, and the ground friction element is fixed to the bottom end of the telescopic rod.

[0015] Furthermore, the ground friction component is a support column, and in application, the bottom end of the support column touches the ground; there are two emergency braking electric cylinders for installing the support column, which are symmetrically arranged on both sides of one end of the base plate close to the universal wheel. During emergency braking, the vehicle body at that end is lifted up, so that the universal wheel at that end is off the ground.

[0016] Furthermore, the ground friction element is a rubber column.

[0017] Furthermore, the speed sensing mechanism includes a track wheel that is monitored and travels on the ground. The rotation and speed of the track wheel are collected and processed by the intelligent control system, which issues a normal braking command or an emergency braking command when necessary.

[0018] Furthermore, the speed sensing mechanism also includes a mounting shaft, a torsion spring, and a crank. The mounting shaft is fixed to the base plate, one end of the crank is mounted on the mounting shaft, the code wheel is mounted on the other end of the crank, and the torsion spring is mounted on the mounting shaft to apply pressure to the crank against the ground. Beneficial effects

[0019] 1. The brake can be automatically released by simply holding the handrail naturally, and the brake can be automatically applied by simply letting go naturally. Neither the braking nor the automatic release can be done by stepping on the pedal, which greatly reduces the labor intensity of train ticket service personnel.

[0020] 2. When the regular brakes of the trolley fail due to age, and the trolley rolls away unattended, it can automatically apply emergency brakes to prevent injury to passengers, damage to equipment, and spillage of goods. Attached Figure Description

[0021] Figure 1 This is a three-dimensional schematic diagram of a parallel frame that belongs to the prior art and is used in this application;

[0022] Figure 2 This is a schematic diagram of the structure of the parallel frame, which belongs to the prior art and is used in this application, to brake the caster wheels through components such as brake levers;

[0023] Figure 3 for Figure 2 A partial schematic diagram;

[0024] Figure 4 A three-dimensional schematic diagram of the arrangement of the braking mechanism on the universal wheel mounting base, which belongs to the prior art and is used in this application;

[0025] Figure 5 This is a three-dimensional schematic diagram of the vending cart described in Embodiment 1;

[0026] Figure 6 This is a schematic diagram of the speed sensing mechanism on the base plate as described in Embodiment 1;

[0027] Figure 7 This is a schematic diagram of the arrangement of the handrail sensor unit on the handrail as described in Embodiment 1;

[0028] Figure 8 This is a schematic diagram of the layout of the commonly used braking mechanism described in Embodiment 1 on the bottom plate of the trolley;

[0029] Figure 9 This is a schematic diagram of the layout of the commonly used braking mechanism on the bottom plate of the trolley as described in Embodiment 2;

[0030] Figure 10 This is a schematic diagram of the layout of the commonly used braking mechanism described in Embodiment 3 on the bottom plate of the trolley;

[0031] Figure 11 This is a schematic diagram showing the layout of the emergency braking mechanism on the bottom plate of the trolley as described in Embodiment 4;

[0032] Figure 12 This is a schematic diagram showing the layout of the emergency braking mechanism on the bottom plate of the trolley as described in Embodiment 5;

[0033] Figure 13 This is a schematic diagram of the indicator light setup described in Example 6.

[0034] In the diagram: 1. Parallel frame; 101. Brake push rod one; 102. Brake push rod two; 103. Front hinge plate; 104. Rear hinge plate; 105. Brake protrusion; 106. Limiting shaft; 2. Brake lever; 201. Vertical column; 202. Tension spring; 3. Brake pad; 4. Handrail sensor; 5. Speed ​​sensing mechanism; 501. Code wheel; 502. Mounting shaft; 503. Crank; 504. Torsion spring; 6. Electromagnet push rod; 601. Rod body; 7. Connecting piece; 8. Service brake cylinder; 9. Emergency brake cylinder; 901. Telescopic rod; 10. Support column; 11. Rubber column; 12. Base plate; 13. Handrail; 14. Caster wheel mounting base; 1401. Brake hole; 15. Caster wheel; 16. Manual push-pull handle; 17. Flashing warning light; 18. Normal driving green light. Detailed Implementation

[0035] like Figure 1As shown in Figure 5, this utility model utilizes existing technology—a parallel frame 1. Its structural principle is as follows: it has longitudinally parallel brake push rods 101 and 102, and transversely parallel front and rear hinge plates 103 and 104. The two ends of the front and rear hinge plates 103 and 104 are hinged to the brake push rods 101 and 102 respectively, allowing the parallel frame 1 to deform in parallel. The front and rear hinge plates 103 and 104 have shaft holes in their middle sections. Vertically fixed limiting shafts 106 are provided at both ends of the parallel frame 1. The front and rear hinge plates 103 and 104 are fitted onto the limiting shafts 106 through their respective shaft holes and can rotate around their respective limiting shafts 106. Both ends of the front hinge plate 103 and the rear hinge plate 104 are provided with brake protrusions 105. When the brake push rod 101 is pushed to make the parallel frame 1 rectangular, the brake protrusions 105 on the front hinge plate 103 and the rear hinge plate 104 will lift the brake lever 2 with brake pads 3, so that the brake pads 3 press against the caster wheel 15 to achieve braking. When the brake push rod 202 is pushed to make the front hinge plate 103 and the rear hinge plate 104 rotate to form a certain angle with the corresponding brake lever 2, the brake protrusions 105 on the front hinge plate 103 and the rear hinge plate 104 will just leave the brake lever 2, and the brake lever 2 will be reset by the action of the tension spring 202 to release the brake. The traditional braking and releasing method is to set brake pedals and release brake pedals on the bottom plates 12 at the front and rear ends of the trolley, respectively, which are connected to brake push rod 101 and brake push rod 202. When in use, stepping on the brake pedals and release brake pedals will complete the braking and releasing of the trolley.

[0036] The swivel wheel 15 in the above configuration is installed in a swivel wheel mounting base 14, which has a brake hole 1401. The brake lever 2 in the above configuration has a vertical column 201, and the brake pad 3 is fixed to the lower end of the vertical column 201. During assembly, the lower end of the vertical column 201 passes downward through the brake hole 1401 on the swivel wheel mounting base 14, and then the brake pad 3 is fixed to the lower end of the vertical column 201. Below the brake pad 3 is the swivel wheel 15 mounted on the swivel wheel mounting base 14.

[0037] The trolley described in this utility model includes a body, with handlebars 13 at both ends of the upper part of the body for holding and pushing the trolley, and a base plate 12 at the bottom of the body for mounting the running mechanism and braking device.

[0038] The present invention will be further described below with reference to the accompanying drawings and embodiments. Example 1

[0039] like Figure 5As shown in Figure 8, a braking system for an intelligently controlled vending cart includes an intelligent control system, a normal braking mechanism controlled by the intelligent control system, and an emergency braking mechanism. The normal braking mechanism includes a parallel frame 1 and an electric actuator 1 for deforming the parallel frame 1. The emergency braking mechanism includes a ground friction component and an electric actuator 2 for pushing the ground friction component. The intelligent control system includes a hand-holding sensor 4 mounted on the handlebar 13 and a speed sensing mechanism 5 mounted on the bottom of the cart body. The intelligent control system, the electric actuator 1, and the electric actuator 2 controlled by the intelligent control system are powered by the cart's onboard rechargeable battery. In operation, the hand-holding sensor 4 detects whether a hand is holding the handlebar 13 of the cart. When a hand is detected leaving the handlebar 13, the intelligent control system issues a command for the electric actuator 1 to push the brake push rod of the parallel frame 1 forward to apply the brake to a pair of casters 15. When a hand is detected holding the handlebar 13, the intelligent control system issues a command for the electric actuator 1 to push the brake push rod 2 102 forward or push the brake push rod 101 backward to release the brake on the casters 15. In this way, when the salesperson leaves the cart to serve customers, releasing their hand on the handrail 13 will automatically brake the system, eliminating the need to use a foot pedal. Conversely, when returning to the cart and grasping the handrail 13, the system will automatically release the brake, again without needing to use a foot pedal. This significantly reduces the workload for a salesperson who spends long hours moving through train carriages providing services. he The system reduces the workload. When the handrail sensor 4 detects no one is holding the handrail and the speed sensor 5 detects that the trolley is sliding, the intelligent control system controls the ground friction component of the emergency braking mechanism to contact the ground. The friction between the ground friction component and the ground creates frictional resistance, preventing the trolley from sliding and thus achieving emergency braking in case of slippage. In this way, when staff hand goods to passengers or collect payments from passengers and let go of the trolley, there is no need to worry about the trolley automatically sliding and injuring passengers, damaging equipment, or scattering goods on the trolley when the train passes through curves or suddenly accelerates or decelerates. When the handrail sensor 4 detects someone holding the handrail 13, the intelligent control system controls the emergency braking mechanism and the regular braking mechanism to release the emergency braking and regular braking.

[0040] The aforementioned speed sensing mechanism 5 includes a track wheel 501 that is monitored and travels on the ground. The rotation and speed of the track wheel 501 are collected and processed by the intelligent control system, which issues a normal braking command or an emergency braking command when necessary. The intelligent control system determines the speed of the track wheel 501 by measuring its rotation and decides whether to issue the corresponding command. When the speed of the track wheel 501 is zero, the trolley is stationary.

[0041] The speed sensing mechanism 5 also includes a mounting shaft 502, a torsion spring 504, and a crank 503. The mounting shaft 502 is fixed on the base plate 12. One end of the crank 503 is mounted on the mounting shaft 502, and the code wheel 501 is mounted on the other end of the crank 503. The torsion spring 504 is mounted on the mounting shaft 502 and applies pressure to the crank 503 to the ground to prevent the code wheel 501 from leaving the ground.

[0042] The code wheel 501 is positioned between two universal wheels 15 at one end of the trolley floor 12 to prevent the code wheel 501 from being affected by objects placed on the floor of the carriage when it moves.

[0043] The electric actuator is an electromagnet push rod 6 with a rod body 601 that applies unidirectional thrust. When energized, the electromagnet push rod 6 generates a thrust on the rod body 601, advancing it in one direction for a predetermined length. When de-energized, an external force can axially push the rod body 601. There are two electromagnet push rods 6, which are alternately energized during use to brake and release the universal wheel 15, respectively. The rod bodies 601 of both electromagnet push rods 6 are connected and fixed to either brake push rod one 101 or brake push rod two 102 via connectors 7, and the two push rods have opposite thrust directions.

[0044] A manual push-pull handle 16 is provided under the bottom plate 12 of the trolley, which connects to either brake push rod 101 or brake push rod 102, for use when the power supply is insufficient. Example 2

[0045] like Figure 9 As shown, the difference between this embodiment and the first embodiment is that the rod body 601 of the two electromagnet push rods 6 are respectively mounted on the brake push rod 101 and the brake push rod 2 102 via the connector 7, and the two push rods have the same direction of force. Example 3

[0046] like Figure 10 As shown, the difference between this and the above embodiment is that the electric actuator is a conventional brake cylinder 8 that bidirectionally pushes the brake push rod 101 or the brake push rod 102. Its advantage is that only one conventional brake cylinder 8 is needed to meet the requirements of braking and releasing the brake. Its disadvantage is that power must be available; without power, manual operation is difficult. Example 4

[0047] like Figure 11As shown, the second electric actuator is an emergency braking cylinder 9 with a telescopic rod 901. The emergency braking cylinder 9 is mounted on the base plate 12 of the trolley, with the telescopic rod 901 extending towards the ground. The ground friction component is fixed to the bottom end of the telescopic rod 901. The ground friction component is a support column 10, which, in application, has its bottom end touching the ground. There are two emergency braking cylinders 9 mounted on the support columns 10, symmetrically arranged on both sides of one end of the base plate 12, close to the universal wheels 15. During emergency braking, this end of the trolley body is lifted, causing the universal wheels 15 to leave the ground. After repeated tests, when the support column 10 at the front or rear end of the trolley body touches the ground and causes the universal wheels 15 to leave the ground, the trolley immediately stops sliding. Example 5

[0048] like Figure 12 As shown, the difference between this and Embodiment 5 is that the ground friction component is a rubber pillar 11. In application, it is only necessary for the rubber pillar 11 to contact the ground with a certain pressure; it is not necessary to lift the vehicle body as in Embodiment 4. Example 6

[0049] like Figure 13 As shown, a flashing warning light 17 for overspeed and a green light 18 for normal operation are provided on the outer side of the handrail, while the handrail sensor 4 is located on the inner side of the handrail 13. In use, the speed sensing mechanism 5 monitors whether the trolley's speed exceeds the limit. If it does, the flashing warning light 17 flashes continuously.

[0050] The above embodiments are only used to describe the present invention more clearly, and should not be regarded as limiting the scope of protection covered by the present invention. Any equivalent modifications should be regarded as falling within the scope of protection covered by the present invention.

Claims

1. A braking system for an intelligently controlled vending cart, characterized in that: It includes an intelligent control system, a common braking mechanism and an emergency braking mechanism controlled by the intelligent control system. The common braking mechanism includes a parallel frame (1) and an electric actuator (1) for pushing the parallel frame (1) to deform. The emergency braking mechanism includes a ground friction component and an electric actuator (2) for pushing the ground friction component. The intelligent control system includes a hand-holding sensor (4) on the handrail (13) and a speed sensing mechanism (5) at the bottom of the vehicle body.

2. The braking system of the intelligent control vending cart according to claim 1, characterized in that: The electric actuator is an electromagnet push rod (6) with a rod body (601) that applies unidirectional thrust. When the electromagnet push rod (6) is energized, it generates a thrust on the rod body (601) and pushes it forward in one direction for a set length of stroke. When de-energized, an external force can push the rod body (601) axially. There are two electromagnet push rods (6), which are energized alternately during use and are used to brake and release the universal wheel (15) respectively.

3. The braking system of the intelligent control vending cart according to claim 2, characterized in that: The rod body (601) of the two electromagnet push rods (6) is connected and fixed to the brake push rod one (101) or the brake push rod two (102) through the connector (7), and the two push rods have opposite directions.

4. The braking system of the intelligent control vending cart according to claim 2, characterized in that: The rod body (601) of the two electromagnet push rods (6) are respectively installed on the brake push rod one (101) and the brake push rod two (102) through the connector (7), and the two push rods have the same direction of force.

5. The braking system of the intelligent control vending cart according to claim 2, characterized in that: The electric actuator is a common brake cylinder (8) that bidirectionally pushes brake push rod one (101) or brake push rod two (102).

6. The braking system of the intelligent control vending cart according to claim 1, characterized in that: The second electric actuator is an emergency braking cylinder (9) with a telescopic rod (901). The emergency braking cylinder (9) is installed on the bottom plate (12) of the trolley. The telescopic rod (901) extends towards the ground, and the ground friction element is fixed to the bottom end of the telescopic rod (901).

7. The braking system of the intelligent control vending cart according to claim 6, characterized in that: The ground friction component is a support column (10). When in use, the bottom end of the support column (10) touches the ground. There are two emergency braking electric cylinders (9) for installing the support column (10). They are symmetrically arranged on both sides of the bottom plate (12) close to the universal wheel (15). When braking in an emergency, the vehicle body at that end is lifted up, so that the universal wheel (15) at that end is off the ground.

8. The braking system of the intelligent control vending cart according to claim 6, characterized in that: The ground friction component is a rubber column (11).

9. The braking system of the intelligent control vending cart according to claim 1, characterized in that: The speed sensing mechanism (5) includes a code wheel (501) that is monitored and travels on the ground. The rotation and speed of the code wheel (501) are collected and processed by the intelligent control system, and a normal braking command or an emergency braking command is issued when necessary.

10. The braking system of the intelligent control vending cart according to claim 2, characterized in that: The speed sensing mechanism (5) also includes a mounting shaft (502), a torsion spring (504) and a crank (503). The mounting shaft (502) is fixed on the base plate (12). One end of the crank (503) is mounted on the mounting shaft (502), and the code wheel (501) is mounted on the other end of the crank (503). The torsion spring (504) is mounted on the mounting shaft (502) and applies pressure to the crank (503) against the ground.

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