Shuttles and shuttle systems

Abstract

The application discloses a shuttle vehicle and a shuttle vehicle system, and belongs to the technical field of photovoltaic cleaning. The shuttle vehicle comprises a shuttle vehicle body and a sensing assembly. The sensing assembly is arranged on the shuttle vehicle body. The sensing assembly comprises a first sensing member and a second sensing member. The second sensing member and the first sensing member are arranged at intervals along the height direction of the shuttle vehicle. The redundancy of the sensing of the whole shuttle vehicle is increased, the positioning accuracy of the shuttle vehicle body is improved, and the reliability of the use of the shuttle vehicle is improved.

Description

Technical Field

[0001] This application belongs to the field of photovoltaic cleaning technology, and in particular relates to a shuttle vehicle and shuttle vehicle system. Background Technology

[0002] Shuttle cars, also known as line-changing vehicles, are widely used in various industries, especially in the photovoltaic field. Photovoltaic robots use shuttle cars to move between rows of photovoltaic modules to promptly clean dust from the photovoltaic panel surfaces, thereby extending the lifespan of the panels and maximizing energy storage efficiency. However, it is currently difficult to accurately determine whether the shuttle car is in the middle or at the end of the track, leading to positioning deviations during operation and affecting the cleaning efficiency and accuracy of the photovoltaic robot. Utility Model Content

[0003] This application aims to address at least one of the technical problems existing in the related art. To this end, this application proposes a shuttle bus and shuttle bus system that increases the redundancy of the overall shuttle bus sensors, improves the accuracy of the shuttle bus's positioning, and enhances the reliability of the shuttle bus's use.

[0004] In a first aspect, this application provides a shuttle bus, the shuttle bus comprising:

[0005] The shuttle bus itself;

[0006] A sensing component is disposed on the body of the shuttle vehicle, including a first sensor and a second sensor, and the second sensor and the first sensor are spaced apart along the height direction of the shuttle vehicle.

[0007] According to the shuttle bus of this application, when the shuttle bus body moves on the track assembly and approaches the photovoltaic modules located in the middle to a certain distance, the first sensor senses the signal and generates a first trigger signal, causing the shuttle bus body to decelerate; when the shuttle bus body moves on the track assembly and approaches the photovoltaic modules located at the end to a certain distance, both the second sensor and the first sensor sense the signal and generate a second trigger signal, so that the shuttle bus body can perform a reversal or stop operation.

[0008] According to one embodiment of this application, in the height direction of the shuttle vehicle, the second sensor is located above the first sensor.

[0009] According to one embodiment of this application, two first sensors are provided, and the two first sensors are spaced apart along the length direction of the shuttle vehicle.

[0010] According to one embodiment of this application, along the length of the shuttle vehicle, the second sensor is located between two of the first sensors.

[0011] According to one embodiment of this application, the shuttle bus body includes:

[0012] Support frame;

[0013] A walking assembly, which is at least partially disposed on the support frame;

[0014] The drive assembly is connected to the support frame and is dynamically coupled to the walking assembly; wherein...

[0015] The sensing component is disposed on the support frame or the drive component.

[0016] Secondly, this application provides a shuttle bus system, which includes:

[0017] A track assembly, comprising a track body, a first sensor, and a second sensor, wherein the first sensor and the second sensor are spaced apart along the extending direction of the track body, and the first sensor is disposed near an end of the track body; and

[0018] As described above, the shuttle bus body is movably mounted on the track body.

[0019] The shuttle bus system according to this application increases the redundancy of the sensors in the entire shuttle bus system, improves the accuracy of shuttle bus positioning, and enhances the reliability of the shuttle bus system.

[0020] According to one embodiment of this application, the upper end of the first sensing element is higher than the upper end of the second sensing element.

[0021] According to one embodiment of this application, the length of the first sensing element is greater than the length of the second sensing element along the extension direction of the track.

[0022] According to one embodiment of this application, it also includes:

[0023] The movable component is movably mounted on the shuttle bus body and has an unlocked state and a locked state;

[0024] A mating component is disposed on the track body and corresponds to the first sensing element and the second sensing element; wherein,

[0025] The movable component is adapted to disengage from the mating component in the unlocked state;

[0026] The movable part, in the locked state, is adapted to engage with the mating part for limiting.

[0027] According to one embodiment of this application, the mating member includes a limiting hole, the axis of which intersects the extension direction of the track, and the movable member can pass through the limiting hole in the locked state.

[0028] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0029] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0030] Figure 1 This is a schematic diagram of the structure of the shuttle bus system provided in this application embodiment, which carries a photovoltaic cleaning device;

[0031] Figure 2 This is a schematic diagram of the structure of the power component and the sensing component partially merging according to an embodiment of this application;

[0032] Figure 3 This is a partial schematic diagram of the power assembly provided in an embodiment of this application;

[0033] Figure 4 This is one of the partial schematic diagrams of the shuttle bus system provided in the embodiments of this application;

[0034] Figure 5 This is a second partial schematic diagram of the shuttle bus system provided in the embodiments of this application.

[0035] Figure label:

[0036] 100. Shuttle bus;

[0037] 110. Shuttle vehicle body; 111. Support frame; 112. Walking assembly; 114. Drive assembly;

[0038] 120. Sensing component; 121. First sensing element; 122. Second sensing element; 123. Mounting component;

[0039] 200. Track assembly; 210. Track body; 220. First sensor; 230. Second sensor;

[0040] 300. Moving parts; 310. Fasteners;

[0041] 410. Limiting hole;

[0042] 900. Photovoltaic cleaning device. Detailed Implementation

[0043] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0044] The following is for reference. Figures 1-5 The present application describes a shuttle vehicle 100 provided in an embodiment of the present application. The shuttle vehicle 100 is applied to a clean photovoltaic module row and includes a shuttle vehicle body 110 and a sensing component 120.

[0045] It should be noted that the photovoltaic module row includes at least one photovoltaic module, and this embodiment does not impose specific restrictions on the specific number and distribution of photovoltaic modules.

[0046] The shuttle vehicle body 110 is used to move along the distribution direction between multiple rows of photovoltaic modules on the track assembly 200. It should be noted that the specific number and distribution of the photovoltaic module rows can be designed according to actual needs, and this embodiment does not impose specific limitations on this.

[0047] For ease of understanding below, multiple photovoltaic modules are arranged sequentially along the front-to-back direction. For example, each photovoltaic module includes multiple photovoltaic modules arranged sequentially along the left-to-right direction.

[0048] Understandably, the shuttle vehicle body 110 moves along the front-to-back direction on the track assembly 200 to approach different rows of photovoltaic modules, so that when the shuttle vehicle body 110 and the corresponding photovoltaic module row are connected and coordinated, the photovoltaic cleaning device 900 moves between the corresponding photovoltaic module row and the shuttle vehicle body 110 to achieve efficient cleaning of multiple photovoltaic module rows.

[0049] The sensing component 120 is disposed on the shuttle vehicle body 110 and includes a first sensor 121 and a second sensor 122. The second sensor 122 and the first sensor 121 are spaced apart along the height direction of the shuttle vehicle 100.

[0050] It is understood that the first sensor 121 is adapted to cooperate with the first sensor 220 or the second sensor 230 of the track assembly 200 to generate a first trigger signal, and the second sensor 122 is adapted to cooperate with the first sensor 220 to generate a second trigger signal; wherein,

[0051] The first sensor 220 corresponds to the outermost row of photovoltaic modules, and the second sensor 230 corresponds to the remaining rows of photovoltaic modules. The first sensor 121 and the second sensor 122 include, but are not limited to, proximity switches.

[0052] It should be noted that the outermost row of photovoltaic modules refers to at least one of the row of photovoltaic modules located at the very front and the row of photovoltaic modules located at the very back.

[0053] Understandably, when the shuttle vehicle body 110 moves on the track assembly 200 and approaches the centrally located photovoltaic module to a certain distance, the first sensor 121 and the second sensor 230 cooperate to generate a first trigger signal, causing the shuttle vehicle body 110 to decelerate so that the photovoltaic cleaning device 900 can perform a stopping and cleaning operation. When the shuttle vehicle body 110 moves on the track assembly 200 and approaches the outermost photovoltaic module to a certain distance, the first sensor 121 and the first sensor 220 cooperate to generate a first trigger signal, causing the shuttle vehicle body 110 to decelerate so that the photovoltaic cleaning device 900 can perform a stopping and cleaning operation; the second sensor 122 and the first sensor 220 cooperate to generate a second trigger signal so that after the photovoltaic cleaning device 900 completes the stopping and cleaning operation, the shuttle vehicle body 110 can perform a reversing operation or a stop operation. In addition, by spacing the first sensor 121 and the second sensor 122 vertically, richer spatial information is used to reduce the possibility of interference between the first sensor 121 and the second sensor 122, thereby more accurately determining the position of the shuttle vehicle body 110 on the track assembly 200.

[0054] According to the shuttle bus 100 provided in the embodiments of this application, when the shuttle bus body 110 moves on the track assembly 200 and approaches the photovoltaic modules located in the middle to a certain distance, the first sensor 121 senses this and generates a first trigger signal, causing the shuttle bus body to decelerate. When the shuttle bus body 110 moves on the track assembly 200 and approaches the photovoltaic modules located at the end to a certain distance, both the second sensor 122 and the first sensor 121 sense this and generate a second trigger signal, so that the shuttle bus body 110 performs a reversing or stopping operation. Utilizing multiple trigger signals (including the first trigger signal and the second trigger signal) improves the positioning accuracy of the shuttle bus body 110 and enhances the reliability of the shuttle bus 100.

[0055] In some embodiments, such as Figures 2 to 5 As shown, in the height direction of the shuttle bus 100, the second sensor 122 is located above the first sensor 121.

[0056] It is understandable that by spacing the first sensor 121 and the second sensor 122 vertically, the front-to-back dimensions of the shuttle bus body 110 can be reduced, making the shuttle bus 100 more compact. Simultaneously, when the shuttle bus body 110 moves in the front-to-back direction, the second sensor 230 can only engage with the lower first sensor 121. Therefore, by utilizing whether the upper second sensor 122 generates a second trigger signal, it is possible to quickly determine whether the shuttle bus body 110 needs to change direction or stop, reducing the possibility of misjudgment and improving the reliability of the shuttle bus 100. Of course, in other embodiments, the first sensor 121 can also be positioned above the second sensor 122; this embodiment does not impose specific limitations on this.

[0057] In some embodiments, such as Figure 2 and Figure 3 As shown, two first sensors 121 are provided, and the two first sensors 121 are spaced apart along the length direction of the shuttle vehicle 100. For example, the two first sensors 121 are spaced apart along the front-rear direction.

[0058] Understandably, on the one hand, since the two first sensors 121 are arranged at intervals along the front-to-back direction, when passing the same first sensor 220 or second sensor 230, there is a difference in the generation time of the two first trigger signals. That is, when the shuttle bus 100 moves forward, the first sensor 121 located in front generates the first trigger signal first, and the first sensor 121 located behind generates the first trigger signal later; when the shuttle bus 100 moves backward, the first sensor 121 located behind generates the first trigger signal first, and the first sensor 121 located in front generates the first trigger signal later. This can not only help determine the driving direction of the shuttle bus body 110, but also improve the reliability of the shuttle bus 100. On the other hand, increasing the number of first sensors 121 also makes the operation control of the shuttle bus body 110 more flexible. It can use the first sensor 121 that is triggered first to control the shuttle bus 100 to start deceleration, and the first sensor 121 that is triggered later to control the shuttle bus 100 to stop, thereby improving the accuracy of the shuttle bus 100's stopping. It can also determine whether the current position is in the middle stopping position or the end reversing position of the track assembly 200 based on the difference between the generation times of the two first trigger signals, thereby increasing the redundancy of the entire shuttle bus 100, improving the positioning accuracy of the shuttle bus body 110, and improving the reliability of the shuttle bus 100.

[0059] In some embodiments, such as Figure 2 and Figure 3As shown, the two first sensors 121 are located at the same height. That is, during the movement of the shuttle bus 100, the two first sensors 121 are in sensing cooperation with the first sensor 220 or the second sensor 230 at the same location, so as to ensure that the generation conditions of the first trigger signal are the same as much as possible, simplify the sensing logic, reduce errors, and improve the accuracy of the shuttle bus 100 operation.

[0060] In some embodiments, such as Figure 2 and Figure 3 As shown, along the length of the shuttle bus 100, the second sensor 122 is located between the two first sensors 121.

[0061] It is understandable that by arranging the second sensor 122 centrally between the two first sensors 121 in the front-back direction, it can be ensured that the second sensor 122 cooperates with the first sensor 220 when the shuttle car 100 moves in the front-back direction and before stopping at the end reversing position, and the overall compactness of the sensing assembly 120 is improved.

[0062] In some embodiments, such as Figures 2 to 4 As shown, the first sensor 121 and the second sensor 122 are disposed on the same side of the shuttle bus body 110. Of course, in other embodiments, the first sensor 121 may be disposed on the side of the shuttle bus body 110 along the left-right direction, and the second sensor 122 may be disposed on the side of the shuttle bus body 110 along the up-down direction. This embodiment does not impose any specific limitations on this.

[0063] It is understandable that by placing the first sensor 121 and the second sensor 122 on the same side of the shuttle vehicle body 110, the disassembly and assembly of the sensor assembly 120 can be simplified, the possibility of interference between the sensor assembly 120 and other components can be reduced, and the utilization of space can be optimized.

[0064] In some embodiments, such as Figures 1 to 5 As shown, the shuttle vehicle body 110 includes a support frame 111, a walking assembly 112, and a drive assembly 114. The support frame 111 supports the photovoltaic cleaning device 900. The walking assembly 112 is at least partially disposed on the support frame 111. The drive assembly 114 is connected to the support frame 111. The drive assembly 114 is dynamically coupled to the walking assembly 112, driving the walking assembly 112 to move along the extension direction of the track assembly 200. The connection methods between the support frame 111 and the drive assembly 114, between the drive assembly 114 and the walking assembly 112, and between the walking assembly 112 and the support frame 111 include, but are not limited to, welding, threaded connection, snap-fit, or plug-in connection. It should be noted that the drive assembly 114 and the support frame 111 adopt layout methods including, but not limited to, carrying, concealing, or traction.

[0065] It is understood that the drive component 114 not only controls the walking component 112 to decelerate until it stops based on the first trigger signal, but also controls the walking component 112 to change direction or stop based on the second trigger signal, thereby improving the reliability of the shuttle car 100 moving on the track component 200.

[0066] In some embodiments, such as Figures 1 to 5 As shown, the drive assembly 114 includes, but is not limited to, a housing and a drive motor located within the housing. The travel assembly 112 includes, but is not limited to, at least two wheel sets spaced apart along the extension direction of the track assembly 200. One wheel set is dynamically coupled to the output shaft of the drive motor, which is the driving wheel set, and the remaining wheel sets are the driven wheel sets. The driven wheel sets are mounted on the support frame 111. It should be noted that the wheel sets include, but are not limited to, connected travel wheels and travel wheel axles.

[0067] It should be noted that the drive wheel assembly can be mounted on the support frame 111 and connected to the output shaft via the travel wheel axle; it can also be mounted on the housing and connected to the output shaft via the travel wheel axle; or it can be connected to both the support frame 111 and the housing and connected to the output shaft via the travel wheel axle. This embodiment does not impose any specific restrictions on this.

[0068] In some embodiments, such as Figure 1 As shown, the sensing component 120 is disposed on the support frame 111 or the drive component 114.

[0069] It is understood that by allowing the sensing component 120 to be mounted on either the carrier frame 111 or the drive assembly 114, the overall flexibility of the shuttle bus 100 can be improved, and the risk of wasted space and interference can be reduced. For example, as... Figure 1 As shown, the sensing component 120 is disposed on the driving component 114.

[0070] In some embodiments, such as Figure 2 and Figure 3 As shown, the sensing assembly 120 also includes a mounting member 123, through which the first sensing element 121 and the second sensing element 122 are respectively mounted to the drive assembly 114. The connection between the mounting member 123 and the drive assembly 114 includes, but is not limited to, a threaded connection. It should be noted that the shape and size of the mounting member 123 can be designed according to actual needs, and this embodiment does not impose specific limitations on this.

[0071] This application also provides a shuttle bus system.

[0072] like Figure 1 , Figure 4 and Figure 5As shown, the shuttle bus system includes a track assembly 200 and the aforementioned shuttle bus 100. The track assembly 200 includes a track body 210, a first sensor 220, and a second sensor 230. The first sensor 220 and the second sensor 230 are spaced apart along the extension direction of the track body 210, and the first sensor 220 is disposed near the end of the track body 210. The shuttle bus body 110 is movably disposed on the track body 210. The first sensor 121 of the shuttle bus 100 is adapted to engage with the first sensor 220 or the second sensor 230 of the track assembly 200, and the second sensor 122 is adapted to engage with the first sensor 220 to generate a second trigger signal.

[0073] The shuttle bus system provided in the embodiments of this application increases the redundancy of the entire shuttle bus system, improves the accuracy of shuttle bus positioning, and enhances the reliability of the shuttle bus system.

[0074] In some embodiments, such as Figure 1 , Figure 4 and Figure 5 As shown, two track bodies 210 are provided, spaced apart, with the shuttle vehicle body 110 located between the two track bodies 210 to improve the smoothness of the shuttle vehicle body 110's movement. Exemplarily, the track bodies 210 extend in the front-to-back direction, and the photovoltaic module array is located on one side of the two track bodies 210 that are far apart from each other.

[0075] It should be noted that the first sensor 220 and the second sensor 230 are disposed on the track body 210 away from the photovoltaic module array to reduce the risk of interference. Of course, in other embodiments, the first sensor 220 and the second sensor 230 may be disposed on both track bodies 210, and this embodiment does not impose specific limitations on this.

[0076] In some embodiments, such as Figure 1 As shown, a first sensor 220 is provided at both ends of the track body 210, and a plurality of second sensors 230 are spaced apart between the two first sensors 220. It should be noted that "a plurality of" includes two or more.

[0077] In some embodiments, such as Figure 1 , Figure 4 and Figure 5 As shown, the upper end of the first sensor 220 is higher than the upper end of the second sensor 230; and / or

[0078] The lower end of the first sensor 220 is lower than the lower end of the second sensor 230.

[0079] It is understandable that by combining the second sensor 122 and the first sensor 121, which are spaced apart vertically, during the movement of the shuttle car 100 on the track body 210, the second sensor 122 can only engage with the portion of the first sensor 220 that protrudes vertically from the second sensor 230, thereby improving positioning accuracy. For example, as... Figure 1 , Figure 4 and Figure 5 As shown, the second sensor 122 is higher than the first sensor 121, and the upper end of the first sensor 220 is higher than the upper end of the second sensor 230.

[0080] In some embodiments, such as Figure 1 As shown, along the extension direction of the track assembly 200, the lengths of the first sensor 220 and the second sensor 230 are not equal.

[0081] It is understandable that the lengths of the first sensor 220 and the second sensor 230 in the front-back direction are not equal. Combined with the fact that the two first sensors 220 are spaced apart in the front-back direction, the shuttle bus body 110 can determine whether it is currently at the middle stopping position or the end reversing position of the track assembly 200 based on the difference between the generation times of the two first trigger signals when it passes the first sensor 220 and the second sensor 230 respectively. This increases the redundancy of the entire shuttle bus system, improves the positioning accuracy of the shuttle bus 100, and improves the reliability of the shuttle bus 100.

[0082] In some embodiments, such as Figure 1 As shown, along the extension direction of the track assembly 200, the length of the first sensor 220 is greater than the length of the second sensor 230, reducing manufacturing and maintenance costs. Of course, in other embodiments, the length of the first sensor 220 along the extension direction of the track assembly 200 may be less than the length of the second sensor 230; this embodiment does not impose specific limitations on this.

[0083] In some embodiments, such as Figures 2 to 5 As shown, the shuttle bus system also includes a movable component 300 and a mating component. The movable component 300 is movably disposed on the shuttle bus body 110 and has an unlocked state and a locked state. The mating component is disposed on the track body 210 and corresponds to the first sensor 220 and the second sensor 230. In the unlocked state, the movable component 300 is adapted to disengage from the mating component, allowing the shuttle bus body 110 to move relative to the track assembly 200. In the locked state, the movable component 300 is adapted to engage with the mating component for a limiting engagement, fixing the shuttle bus body 110 relative to the track assembly 200. Exemplarily, the movable component 300 is movably disposed on the drive assembly 114.

[0084] Understandably, considering the significant impact force of the photovoltaic cleaning device 900 when transferring between the support frame 111 and the photovoltaic module row, the movable part 300 is controlled to switch from the unlocked state to the locked state based on the first trigger signal. This reduces the possibility of the shuttle vehicle body 110 moving relative to the track body 210 due to the impact force after decelerating to 0, and reduces the risk of deviation in the connection between the support frame 111 and the corresponding photovoltaic module row. Furthermore, after the photovoltaic cleaning device 900 has finished cleaning the corresponding photovoltaic module row and returned to the support frame 111, the movable part 300 is controlled to switch from the locked state to the unlocked state so that the shuttle vehicle can move and approach the next photovoltaic module row.

[0085] In addition, it also makes it convenient to keep the shuttle car 100 fixed relative to the track body 210 during regular maintenance, thus improving maintenance efficiency.

[0086] In some embodiments, such as Figure 1 , Figure 4 and Figure 5 As shown, the mating component includes a limiting hole 410, the axis of which intersects the extending direction of the track assembly 200. The movable component 300, in the locked state, can pass through the limiting hole 410. It should be noted that the shape and size of the limiting hole 410 can be designed according to actual needs, and this embodiment does not impose specific limitations on this. For example, the axis of the limiting hole 410 is parallel to the left-right direction, and the movable component 300 is movably disposed on the drive assembly 114 along the left-right direction.

[0087] Understandably, the movable component 300 switches from the unlocked state to the locked state, passing through the limiting hole 410, thereby fixing the shuttle car 100 to the track body 210 and ensuring the stability of the shuttle car body 110 when it needs to stop or be maintained. When the movable component 300 switches from the locked state to the unlocked state, the movable component 300 disengages from the limiting hole 410, allowing the shuttle car 100 to move along the extension direction of the track body 210 on the track assembly 200, improving the flexibility and reliability of the shuttle car 100.

[0088] For example, such as Figure 1 , Figure 4 and Figure 5 As shown, the limiting hole 410 is a through hole to reduce the control accuracy of the stroke range of the moving part 300 and improve the reliability of the shuttle car 100.

[0089] In some embodiments, such as Figure 3As shown, the movable component 300 includes an electric push rod, the fixed end of which is disposed in the drive assembly 114, and the output end of which extends into or retracts from the limiting hole 410. Of course, in other embodiments, the movable component 300 can also be connected by power coupling using other drive components such as electromagnets or pneumatic cylinders. The drive component drives the movable component 300 to switch from the unlocked state to the locked state based on a first trigger signal. This embodiment does not impose specific limitations on this.

[0090] In some embodiments, such as Figure 3 As shown, the fixed end of the movable component 300 is mounted to the drive assembly 114 via the fixing member 310, and the output end of the movable component 300 passes through the fixing member 310. The connection methods between the fixing member 310 and the fixed end of the movable component 300, as well as between the fixing member 310 and the drive assembly 114, include, but are not limited to, threaded connections. It should be noted that the specific shape and size of the fixing member 310 can be designed according to actual needs, and this embodiment does not impose specific limitations on this.

[0091] In some embodiments, such as Figure 1 , Figure 4 and Figure 5 As shown, both the first sensing element 220 and the second sensing element 230 have a limiting hole 410.

[0092] It is understood that both the first sensing element 220 and the second sensing element 230 form limiting holes 410, meaning that the first sensing element 220 and the second sensing element 230 also function as mating parts, improving the integration of the shuttle bus system, reducing manufacturing and maintenance costs, and utilizing the sensing and mating characteristics of the first sensing element 220 and the second sensing element 230 with the first sensing element 121 to improve the stopping accuracy of the shuttle bus body 110. Of course, in other embodiments, the mating parts and the sensing elements (including the first sensing element 220 and the second sensing element 230) can also be set separately, and this embodiment does not impose specific limitations on this.

[0093] In some embodiments, such as Figure 2 and Figure 3 As shown, the movable element 300 is located between the two first sensing elements 121.

[0094] Understandably, with the two first sensors 121 spaced apart in the front-to-back direction, when the first first sensor 121 engages with the first sensor 220 or the second sensor 230, the shuttle bus 100 begins to decelerate; when the second first sensor 121 engages with the same first sensor 220 or the second sensor 230, the shuttle bus 100 decelerates to 0 and triggers the movable part 300 to switch to the locked state, thereby allowing the movable part 300 located between the two first sensors 121 to pass through the limiting hole 410, thus fixing the shuttle bus 100 while making the entire shuttle bus 100 structure as compact as possible.

[0095] In some embodiments, such as Figure 2 and Figure 3 As shown, along the extension direction of the track assembly 200, the projection of the movable member 300 and the projection of the first sensor 121 at least partially overlap, thereby making the overall shuttle bus 100 as compact as possible in the vertical direction. This also ensures that the movable member 300 can cooperate with both the limiting hole 410 formed by the first sensor 220 and the limiting hole 410 formed by the second sensor 230, thus improving the reliability of the shuttle bus system.

[0096] This application also provides a shuttle bus system.

[0097] like Figure 1 , Figure 4 and Figure 5 As shown, the shuttle bus system includes a track assembly 200 and a shuttle bus 100. The track assembly 200 includes a track body 210 and a plurality of sensors, which are spaced apart along the extension direction of the track body 210. The shuttle bus 100 includes a shuttle bus body 110 and a sensing component 120. The shuttle bus body 110 is movably disposed on the track body 210, and the sensing component 120 is disposed on the shuttle bus body 110 and cooperates with the sensors to generate a trigger signal.

[0098] It should be noted that in related technologies, the transfer of photovoltaic robots between rows of photovoltaic modules using shuttle vehicles mostly relies on sensor-locking structures for stopping and transferring. Specifically, when the sensors on the shuttle vehicle detect a corresponding sensing device on the track, a retractable barrier on the shuttle vehicle extends and locks against a stop on the track, ensuring accurate stopping. However, installing the stop and sensing device on the track often requires precise positioning of both, increasing installation difficulty and increasing the risk of locking failure, thus affecting the accuracy and reliability of the photovoltaic robot's transfer.

[0099] To solve the above technical problems, such as Figures 2 to 5 As shown, the shuttle bus system also includes a movable component 300, which is movably disposed on the shuttle bus body 110 and has an unlocked state and a locked state. In the unlocked state, the movable component 300 is adapted to disengage from the sensor, allowing the shuttle bus body 110 to move relative to the track assembly 200. In the locked state, the movable component 300 is adapted to engage with the sensor for limiting, fixing the shuttle bus body 110 relative to the track assembly 200. Exemplarily, the movable component 300 is movably disposed on the drive assembly 114 of the shuttle bus body 110.

[0100] It should be noted that, considering the large impact force when the photovoltaic cleaning device 900 moves between the support frame 111 and the photovoltaic module row, the movable part 300 is switched from the unlocked state to the locked state based on the trigger signal. This reduces the possibility that the shuttle car body 110 may move relative to the track body 210 due to the impact force after decelerating to 0, and reduces the risk of deviation in the connection between the shuttle car body 110 and the corresponding photovoltaic module row. After the photovoltaic cleaning device 900 finishes cleaning the corresponding photovoltaic module row and returns to the shuttle car body 110, the movable part 300 is switched from the locked state to the unlocked state so that the shuttle car can move and approach the next photovoltaic module row.

[0101] Understandably, by integrating the sensing element with a positioning function that works with the sensing component 120 and a limiting function that works with the moving part 300, not only are manufacturing and maintenance costs reduced, but installation difficulty is also simplified and the reliability of the shuttle bus system is improved.

[0102] In some embodiments, such as Figure 1 , Figure 4 and Figure 5 As shown, the sensing element has a limiting hole 410, the axis of which intersects the extending direction of the track assembly 200, and the movable element 300 is adapted to pass through the limiting hole 410. It should be noted that the shape and size of the limiting hole 410 can be designed according to actual needs, and this embodiment does not impose specific limitations on this. For example, the axis of the limiting hole 410 is parallel to the left-right direction, and the movable element 300 is movably disposed on the drive assembly 114 in the left-right direction.

[0103] Understandably, the movable component 300 switches from the unlocked state to the locked state, passing through the limiting hole 410, thereby fixing the shuttle car 100 to the track body 210 and ensuring the stability of the shuttle car body 110 when it needs to stop or be maintained. When the movable component 300 switches from the locked state to the unlocked state, the movable component 300 disengages from the limiting hole 410, allowing the shuttle car 100 to move along the extension direction of the track body 210 on the track assembly 200, improving the flexibility and reliability of the shuttle car 100.

[0104] For example, such as Figure 1 , Figure 4 and Figure 5 As shown, the limiting hole 410 is a through hole to reduce the control accuracy of the stroke range of the moving part 300 and improve the reliability of the shuttle car 100.

[0105] In some embodiments, such as Figure 3As shown, the movable component 300 includes an electric push rod, the fixed end of which is disposed in the drive assembly 114, and the output end of which extends into or retracts from the limiting hole 410. Of course, in other embodiments, the movable component 300 can also be connected by power coupling using other drive components such as electromagnets or pneumatic cylinders. The drive component drives the movable component 300 to switch from the unlocked state to the locked state based on a first trigger signal. This embodiment does not impose specific limitations on this.

[0106] In some embodiments, such as Figure 3 As shown, the fixed end of the movable component 300 is mounted to the drive assembly 114 via the fixing member 310, and the output end of the movable component 300 passes through the fixing member 310. The connection methods between the fixing member 310 and the fixed end of the movable component 300, as well as between the fixing member 310 and the drive assembly 114, include, but are not limited to, threaded connections. It should be noted that the specific shape and size of the fixing member 310 can be designed according to actual needs, and this embodiment does not impose specific limitations on this.

[0107] In some embodiments, such as Figure 1 and Figure 2 As shown, the plurality of sensors include a first sensor 220 and a second sensor 230, which are spaced apart along the extension direction of the track body 210, with the first sensor 220 disposed near the end of the track body 210; the sensing assembly 120 includes a first sensor 121, which is adapted to cooperate with the first sensor 220 or the second sensor 230 to generate a first trigger signal. It should be noted that the relevant descriptions of the first sensor 220, the second sensor 230, and the first sensor 121 can be referred to the above embodiments, and no specific limitations are made here.

[0108] It is understandable that both the first sensing element 220 and the second sensing element 230 have limiting holes 410, and the first trigger signal generated by the first sensing element 220 and the second sensing element 230 respectively sensing and cooperating with the first sensing element 121 can be used to improve the accuracy and reliability of the shuttle bus body 110 stopping.

[0109] In some embodiments, such as Figure 1 As shown, a first sensor 220 is provided at both ends of the track body 210, and a plurality of second sensors 230 are spaced apart between the two first sensors 220. It should be noted that "a plurality of" includes two or more.

[0110] In some embodiments, such as Figure 1 , Figure 4 and Figure 5As shown, two track bodies 210 are provided, spaced apart, with the shuttle vehicle body 110 located between the two track bodies 210 to improve the smoothness of the shuttle vehicle body 110's movement. Exemplarily, the track bodies 210 extend in the front-to-back direction, and the photovoltaic module array is located on one side of the two track bodies 210 that are far apart from each other.

[0111] It should be noted that the first sensor 220 and the second sensor 230 are disposed on the track body 210 away from the photovoltaic module array to reduce the risk of interference. Of course, in other embodiments, the first sensor 220 and the second sensor 230 may be disposed on both track bodies 210, and two movable members 300 may also be disposed. This embodiment does not impose specific limitations on this.

[0112] In some embodiments, such as Figure 2 and Figure 3 As shown, there are two first sensors 121 that are spaced apart along the extension direction of the track assembly 200, and the movable element 300 is located between the two first sensors 121.

[0113] Understandably, with the two first sensors 121 spaced apart in the front-to-back direction, when the first first sensor 121 engages with the first sensor 220 or the second sensor 230, the shuttle bus 100 begins to decelerate; when the second first sensor 121 engages with the same first sensor 220 or the second sensor 230, the shuttle bus 100 decelerates to 0 and triggers the movable part 300 to switch to the locked state, thereby allowing the movable part 300 located between the two first sensors 121 to pass through the limiting hole 410, thus fixing the shuttle bus 100 while making the entire shuttle bus 100 structure as compact as possible.

[0114] In some embodiments, such as Figure 2 and Figure 3 As shown, along the extension direction of the track assembly 200, the projection of the movable member 300 and the projection of the first sensor 121 at least partially overlap, thereby making the overall shuttle bus 100 as compact as possible in the vertical direction. This also ensures that the movable member 300 can cooperate with both the limiting hole 410 formed by the first sensor 220 and the limiting hole 410 formed by the second sensor 230, thus improving the reliability of the shuttle bus system.

[0115] In some embodiments, such as Figure 4 and Figure 5As shown, the sensing component 120 also includes a second sensing element 122, which is adapted to cooperate with the first sensing element 220 to generate a second trigger signal. Along the height direction of the shuttle bus 100, the second sensing element 122 and the movable element 300 are spaced apart to improve the positioning accuracy and compactness of the entire shuttle bus 100. It should be noted that the relevant description of the second sensing element 122 can be referred to the above embodiments, and no specific limitations are made here.

[0116] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0117] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0118] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0119] In the description of this application, "multiple" means two or more.

[0120] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0121] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0122] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0123] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A shuttle bus, characterized in that, The shuttle bus includes: Shuttle bus body (110); A sensing component (120) is disposed on the shuttle vehicle body (110), including a first sensor (121) and a second sensor (122), and the second sensor (122) and the first sensor (121) are spaced apart along the height direction of the shuttle vehicle.

2. The shuttle bus according to claim 1, characterized in that, In the height direction of the shuttle vehicle, the second sensor (122) is located above the first sensor (121).

3. The shuttle bus according to claim 1 or 2, characterized in that, There are two first sensors (121), and the two first sensors (121) are spaced apart along the length of the shuttle vehicle.

4. The shuttle bus according to claim 3, characterized in that, Along the length of the shuttle vehicle, the second sensor (122) is located between the two first sensors (121).

5. The shuttle bus according to claim 1, characterized in that, The shuttle bus body (110) includes: Support frame (111); A walking assembly (112), which is at least partially disposed on the support frame (111); The drive assembly (114) is connected to the support frame (111) and is dynamically coupled to the walking assembly (112); wherein, The sensing component (120) is disposed on the support frame (111) or the drive component (114).

6. A shuttle bus system, characterized in that, include: A track assembly (200) comprising a track body (210), a first sensor (220), and a second sensor (230), the first sensor (220) and the second sensor (230) being spaced apart along the extending direction of the track body (210), and the first sensor (220) being disposed near the end of the track body (210); and According to any one of claims 1 to 5, the shuttle vehicle body (110) of the shuttle vehicle is movably disposed on the track body (210).

7. The shuttle bus system according to claim 6, characterized in that, The upper end of the first sensing element (220) is higher than the upper end of the second sensing element (230).

8. The shuttle bus system according to claim 6 or 7, characterized in that, Along the extending direction of the track assembly (200), the length of the first sensor (220) is greater than the length of the second sensor (230).

9. The shuttle bus system according to claim 6 or 7, characterized in that, Also includes: The movable component (300) is movably disposed on the shuttle vehicle body (110) and has an unlocked state and a locked state; A mating component is disposed on the track body (210) and corresponds to the first sensing element (220) and the second sensing element (230); wherein, The movable part (300) is adapted to disengage from the mating part in the unlocked state; The movable part (300) is adapted to engage with the mating part in the locked state.

10. The shuttle bus system according to claim 9, characterized in that, The mating component includes a limiting hole (410), the axis of which intersects the extending direction of the track assembly (200), and the movable component (300) can pass through the limiting hole (410) in the locked state.

11. The shuttle bus system according to claim 10, characterized in that, Both the first sensing element (220) and the second sensing element (230) are formed with the limiting hole (410).

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