CN218949021U - Vehicle loading and unloading system - Google Patents

Abstract

The utility model provides a vehicle-mounted loading and unloading system. The vehicle loading and unloading system is in butt joint with warehouse crenels for cargo handling, and the vehicle loading and unloading system includes: a cabin for use on a vehicle, a power supply system, and a docking device; the power supply system comprises a battery and a circuit system, wherein the circuit system comprises an inverter, and the inverter converts direct-current voltage output by the battery into alternating-current voltage suitable for the vehicle-mounted loading and unloading system; at least one group of carriage transmission devices are arranged in the carriage, and the carriage transmission devices are used for transmitting cargoes placed in the carriage; the docking device is matingly docked with the interface device of the warehouse crenels in a physical docking manner to determine that the carriage is in a preset docking position.

Description

Vehicle loading and unloading system

Technical Field

The utility model relates to the field of logistics, in particular to a vehicle-mounted loading and unloading system.

Background

The logistics is an embodiment of economic development, and with the development of technology, the operation mode of the logistics system is gradually automated and intelligent so as to improve the operation efficiency of the logistics. For example, the former logistics operation method relies heavily on traditional manual handling and forklift unloading modes, so that the warehouse-matching integration efficiency is seriously reduced, and the logistics cost is increased.

At present, an automatic loading and unloading system is generally adopted in logistics, a truck is in butt joint with a warehouse, goods in the truck are unloaded to the warehouse in an automatic transmission mode, or the goods in the warehouse are loaded into the truck.

Disclosure of Invention

In view of the foregoing, the present utility model provides an in-vehicle handling system. According to the technical scheme provided by the utility model, the vehicle-mounted loading and unloading system can realize self power supply without externally connecting a power supply from a warehouse crenel. In addition, the docking device may be used to determine that the car is in a preset docking position, thereby achieving accurate docking of the car with the warehouse crenels.

According to one aspect of the present utility model there is provided an in-vehicle handling system for interfacing with warehouse crenels for cargo handling, the in-vehicle handling system comprising: a cabin for use on a vehicle, a power supply system, and a docking device; the power supply system comprises a battery and a circuit system, wherein the circuit system comprises an inverter, and the inverter converts direct-current voltage output by the battery into alternating-current voltage applicable to the vehicle-mounted loading and unloading system; at least one group of carriage transmission devices are arranged in the carriage, and the carriage transmission devices are used for transmitting cargoes placed in the carriage; the docking device is in matched docking with the interface device of the warehouse crenels in a physical docking mode so as to determine that the carriage is at the preset docking position.

Drawings

A further understanding of the nature and advantages of the present disclosure may be realized by reference to the following drawings. In the drawings, similar components or features may have the same reference numerals.

Fig. 1 illustrates a block diagram of one example of an in-vehicle handling system according to the present disclosure.

Fig. 2 shows a schematic diagram of one example of a cabin and a tractor vehicle according to the present disclosure.

FIG. 3 shows a schematic view of one example of a car interfacing with a warehouse crenel according to the present disclosure.

FIG. 4 shows a schematic view of one example of a crenelation conveyor interfacing with a car conveyor with a car interfacing with warehouse crenels in accordance with the present disclosure.

Fig. 5 shows a schematic view of one example of a docking device disposed at the bottom of a cabin according to the present disclosure.

Reference numerals

100: vehicle loading and unloading system 200: warehouse crenels

110: carriage 120: power supply system

130: docking device 140: carriage transmission device

210: crenelation transmission device

Detailed Description

The subject matter described herein will be discussed below with reference to example embodiments. It should be appreciated that these embodiments are discussed only to enable a person skilled in the art to better understand and thereby practice the subject matter described herein, and are not limiting of the scope, applicability, or examples set forth in the claims. Changes may be made in the function and arrangement of elements discussed without departing from the scope of the utility model. Various examples may omit, replace, or add various procedures or components as desired. In addition, features described with respect to some examples may be combined in other examples as well.

As used herein, the term "comprising" and variations thereof mean open-ended terms, meaning "including, but not limited to. The term "based on" means "based at least in part on". The terms "one embodiment" and "an embodiment" mean "at least one embodiment. The term "another embodiment" means "at least one other embodiment". The terms "first," "second," and the like, may refer to different or the same object. Other definitions, whether explicit or implicit, may be included below. Unless the context clearly indicates otherwise, the definition of a term is consistent throughout this specification.

The logistics is an embodiment of economic development, and with the development of technology, the operation mode of the logistics system is gradually automated and intelligent so as to improve the operation efficiency of the logistics. For example, the former logistics operation method relies heavily on traditional manual handling and forklift unloading modes, so that the warehouse-matching integration efficiency is seriously reduced, and the logistics cost is increased.

At present, an automatic loading and unloading system is generally adopted in logistics, a truck is in butt joint with a warehouse, goods in the truck are unloaded to the warehouse in an automatic transmission mode, or the goods in the warehouse are loaded into the truck.

However, since automation requires electrical energy, in the current automated loading and unloading process, an external power source is required to power the entire automated loading and unloading system of the truck. For example, each time the truck driver needs to manually power the truck from an external power source in the warehouse, this process affects the efficiency of the loading and unloading on board the vehicle. Furthermore, because the transport of trucks to the warehouse relies on transport means, such as transport belts, provided by both parties. In the process of docking a truck with a warehouse, it is necessary to ensure that the conveyor of the truck is accurately docked with the conveyor of the warehouse. The process is currently carried out by manually carrying out butt joint in a visual inspection mode, so that not only is manpower wasted, but also the accuracy of butt joint is not high. In particular, in the automatic guided mode of the AGV, the configuration of manually connecting to an external power source (e.g., via a cable) to power the truck's automatic handling system is counter to the objective of achieving unmanned operation.

In view of the foregoing, the present utility model provides an in-vehicle loading and unloading system including a cabin for use on a vehicle, a power supply system, and a docking device; the power supply system comprises a battery and a circuit system, wherein the circuit system comprises an inverter, and the inverter is connected with the battery and is used for converting direct-current voltage output by the battery into alternating-current voltage suitable for a vehicle-mounted loading and unloading system; at least one group of carriage transmission devices 140 are arranged in the carriages, and the carriage transmission devices 140 are used for placing cargoes and transmitting the placed cargoes; the docking device is used for determining that the carriage is in a preset docking position representing that the carriage is successfully docked with the warehouse crenels, wherein the vehicle-mounted loading and unloading system loads and unloads cargoes between the warehouse crenels, the warehouse crenels are provided with crenels corresponding to the carriage conveying devices 140, and when the carriage is in the preset docking position, each carriage conveying device 140 is in one-to-one corresponding connection with each crenels conveying device 210 for conveying cargoes. According to the technical scheme provided by the utility model, the vehicle-mounted loading and unloading system can realize self-power supply without externally connecting a power supply from a warehouse crenel, so that the need of manually connecting to an external power supply in an automatic AGV guiding mode is eliminated. In addition, the docking device may be used to determine that the car is in a preset docking position, thereby achieving accurate docking of the car with the warehouse crenels.

The vehicle loading and unloading system provided by the utility model is described in detail below with reference to the accompanying drawings. The tractor of the vehicle in the on-board handling system may employ an Automatic Guided Vehicle (AGV), and the AGV may have an automatic guided mode and a driver driving mode.

Fig. 1 shows a block diagram of one example of an in-vehicle handling system 100 according to the present utility model.

As shown in fig. 1, the in-vehicle handling system 100 includes a cabin 110, a power supply system 120, and a docking device 130. The car 110 may be used on a vehicle for loading cargo. The vehicle may include a tractor vehicle (e.g., an Automatic Guided Vehicle (AGV)), a truck, or the like. Fig. 2 shows a schematic diagram of one example of a cabin 110 and a tractor vehicle according to the present utility model.

In the present utility model, the power supply system 120 may include a battery and circuitry. The battery may include one or more groups for providing electrical energy. The circuitry may be coupled to the battery for delivering battery power to the device in which the vehicle handling system 100 is to be powered, and may also deliver battery power to the vehicle for use, such as when the vehicle is powered on and the vehicle is powered on by an in-vehicle outlet.

The circuitry may include an inverter, such as a DC/AC inverter, that may be coupled to the battery for converting the DC voltage output by the battery to an AC voltage suitable for use in the vehicle handling system 100. For example, the rated power of the inverter is 5KW, the rated direct current voltage input to the inverter is 540V, and the rated current is 12A, the inverter can be converted into an ac rated voltage of 220V and a rated current of 22.8A.

In one example, the input of the inverter may be connected to an integrated controller, which may be connected to a battery, for controlling the output of the battery to output a satisfactory direct current. The output of the integrated controller may employ a dual-core high voltage line for transmitting dc power. In this example, the output of the inverter may employ a three-core high voltage cable for transmitting ac power.

The ac power output by the inverter may be used by the on-board handling system 100, such as a conveyor within the vehicle cabin 110. In addition, the device can be used by the vehicle, such as a USB interface in the vehicle.

In one example, the electrical devices included in the in-vehicle handling system 100 are rated at the same voltage, e.g., 220V. In this example, the inverter may convert the direct current into 220V alternating current and provide the 220V alternating current to the respective electrical devices.

In another example, the in-vehicle handling system 100 may include electrical devices that use different rated voltages, for example, 220V for all electrical devices and 380V for all electrical devices. In this example, the circuitry may further include a voltage regulating device connectable to the output of the inverter for converting the ac voltage output by the inverter to a different rated voltage. For example, the inverter outputs 220V ac power, and the voltage regulating device may regulate the 220V voltage to 380V voltage output. The voltage requirements of the electric devices with different rated voltages can be met through the voltage regulating device.

By the power supply system 120 of the present utility model, the vehicle-mounted loading and unloading system 100 can be self-powered, and no external power source is required to be introduced from the outside to supply power to the vehicle-mounted loading and unloading system 100.

In one example, the power supply system 120 may include an internal power supply system and an external power supply system. The internal power supply system may be coupled to a battery and may be used to power the vehicle loading and unloading system 100 via the battery, thereby providing self-power via the internal power supply system. The external power supply system may be connected to an external power source for powering the vehicle loading and unloading system 100 via the external power source. For example, the external power source may be the power provided by warehouse crenels 200, which may be connected to an external power supply system via wires, thereby enabling power to be supplied to the on-board loading system via the external power source.

In this example, the internal power supply system provides an internal power supply mode, the external power supply system may provide an external power supply mode, and the internal power supply mode and the external power supply mode may be switched to each other.

In one switching mode, the power supply system 120 may further include a switch, which may be connected to the internal power supply system and the external power supply system, respectively, for switching between the internal power supply system and the external power supply system to determine the power supply mode to the vehicle loading and unloading system 100. In this example, the change-over switch may provide two connection states, one of which is to connect the internal power supply system with the in-vehicle loading and unloading system 100 to realize internal power supply and the other of which is to connect the external power supply system with the in-vehicle loading and unloading system 100 to realize external power supply.

In one example, the change-over switch may be manually controlled to change over. An electric control box can be arranged, and a control handle for controlling the change-over switch is arranged in the electric control box.

In another example, priority levels of the internal power supply system and the external power supply system may be set. The internal power supply system has a higher priority than the external power supply system, so that the internal power supply system is preferentially used for internal power supply.

In another example, the change-over switch may be controlled to change the power supply mode according to the remaining amount of the battery. In one approach, the remaining power of the battery is monitored in real time while internal power is being performed using the internal power supply system. When the residual electric quantity of the battery is lower than the first electric quantity threshold value, the change-over switch can be controlled to switch from the power supply of the internal power supply system to the power supply of the external power supply system. In another mode, when the external power supply system is used for executing external power supply and the battery is charged, the electric quantity of the battery is monitored in real time, and when the electric quantity of the battery reaches the second electric quantity threshold value, the change-over switch can be controlled to switch from the external power supply system to the internal power supply system.

In one example, the vehicle may include a tractor that may be AGV (Automated Guided Vehicle), and the tractor as an AGV may have an automatic guided mode and a driver driven mode. When the AGV is in an automatic guided mode under normal operation, the change-over switch can be switched to use the internal power supply system to supply power so as to eliminate the need for manually connecting the power cable. On the other hand, when the AGV is in driver driving mode in an emergency state (e.g., due to an automatic guidance system upgrade, low battery, etc.), the switch may be switched to use the external power system to supply power as a backup solution.

In one example, when the switch is switched to power the vehicle loading and unloading system 100 by the external power supply system, the external power supply system is not only connected to the vehicle loading and unloading system 100, but also connected to the battery, so that the external power supply system can charge the battery.

In the present utility model, at least one group of car transfer devices 140 may be provided in the car 110. Each group of car transporting devices 140 may be installed on the ground inside the car 110, each group of car transporting devices 140 extending in the depth direction of the car 110, one end being a side close to the door of the car and the other end being a side located deep in the car in the depth direction of the car 110. Taking fig. 2 as an example, one end of the car transporting device 140 is close to the car head, and the other end is close to the car door.

In one example, car transfer device 140 may include different types of transfer devices such as rails, conveyor belts, and the like. In another example, each group of car transports 140 may also be comprised of a plurality of guide wheels.

The car transfer device 140 may be used to place and transfer the placed goods. The cargo is placed on the car conveyor 140 and moves as the car conveyor 140 moves.

Warehouse crenels (Dock) 200 may be a Dock of a warehouse for storing goods, transporting goods to the warehouse for storage through the warehouse crenels, or transporting goods from the warehouse to the outside. The car 110 carries out loading and unloading of goods at the warehouse crenels 200. In order to transfer cargo between the car 110 and the warehouse crenels 200, i.e., cargo handling between the on-board handling system 100 and the warehouse crenels 200, the car 110 and the warehouse crenels 200 need to interface to unload cargo from the car 110 to the warehouse crenels 200 or to load cargo from the warehouse crenels 200 to the car 110. FIG. 3 shows a schematic view of one example of a car interfacing with a warehouse crenel 200 in accordance with the present utility model.

To facilitate the transfer of cargo between the car 110 and the warehouse crenels 200, the warehouse crenels 200 are provided with crenels conveyors 210 corresponding to the car conveyors 140. The number of crenels conveyors 210 is the same as the number of car conveyors 140, and each crenels conveyor 210 interfaces with a corresponding car conveyor 140. In one example, the type of crenelation conveyor 210 may be the same as the type of car conveyor 140.

FIG. 4 shows a schematic view of one example of a crenelation conveyor 210 interfacing with a car conveyor 140 with a car 110 interfacing with a warehouse crenelation 200 in accordance with the utility model. As shown in fig. 4, there are 4 sets of crenels 210 and car conveyors 140, respectively, and in the case of a car 110 being docked with a warehouse crenels 200, the crenels 210 are docked with the car conveyors 140 in a one-to-one correspondence.

In the present utility model, the docking device 130 is used to determine that the car 110 is in a preset docking position that is indicative of the position of the car 110 when the car 110 can successfully dock with the warehouse crenels 200. When the cars 110 are in the preset docked position, each car conveyor 140 interfaces with each crenelated conveyor 210 in a one-to-one correspondence for conveying cargo.

The manner in which the docking operation between the car 110 and the warehouse crenels 200 is performed using the docking device 130 may include a physical docking manner and a non-physical docking manner. In the physical docking mode, the physical object to be used may include at least one of a stick, a bar, a pestle, and the like. In the non-physical docking system, the non-physical used may include light, infrared rays, and the like.

In one example, in a physical docking mode, the warehouse crenels 200 are provided with interface devices corresponding to the docking devices 130 of the on-board handling system 100, and the docking devices 130 may be matingly coupled with the interface devices. When the interface device is matingly coupled to the docking device 130, it may be determined that the car 110 is in the preset docking position.

In this example, the shape of the docking device 130 may be custom, e.g., may include cylindrical, tetragonal, irregular, etc.

In one arrangement, the interface 130 may be disposed at the bottom of the car 110 and, correspondingly, the interface may be disposed on the ground. Fig. 5 shows a schematic view of one example of a docking device 130 provided at the bottom of the cabin 110 according to the present utility model. As shown in fig. 5, the docking device 130 provided at the bottom of the car body 110 is protruded and has a cylindrical shape.

The interface 130 may be positioned above the interface when the vehicle is traveling to the warehouse crenels 200. When the docking device 130 is aligned with the interface device, the docking device 130 may matingly dock with the interface device.

In one example, in a non-physical docking mode, docking device 130 may include a plurality of sensors, which may include infrared sensors, optical communication sensors, radar sensors, and the like. The plurality of sensors may be installed at both sides of the cabin 110, respectively. Infrared rays, radar waves, etc. emitted from the sensors may be used to represent the width of the cabin 110 and the position of both sides of the cabin 110 in space. The relative positional relationship between the car 110 and the warehouse crenels 200 can be measured by the sensors, so that the vehicle is moved so that the car 110 is in the preset docking position by referring to the relative positional relationship between the car 110 and the warehouse crenels 200 determined by the sensors.

For example, when the sensor is an infrared sensor, the infrared sensor may emit an infrared beam. When the carriage 110 is in the preset docking position, both sides of the carriage 110 should be in the portal frame of the warehouse crenels 200, through which cargo is transferred to the carriage 110 or from the carriage 110 to the warehouse crenels 200. Referring to FIG. 3, the portal frame is a white portion of the warehouse crenels 200, with the hollowed-out portion being the passage for the transfer of cargo. When infrared rays emitted from sensors located on both sides of the carriage 110 impinge on the gantry, it indicates that the relative positions of the carriage 110 and the warehouse crenels 200 do not satisfy the preset docking position. For example, when infrared rays emitted from the left infrared sensor are incident on the portal frame, it is necessary to move the vehicle to the right. When the infrared rays emitted from the right infrared sensor are incident on the portal frame, the vehicle needs to be moved to the left. When the infrared rays emitted from the infrared sensors at both sides are not incident on the portal frame, it can be determined that the relative positions of the carriage 110 and the warehouse crenels 200 satisfy the preset docking positions.

In one example, the in-vehicle handling system 100 may also include an in-vehicle communication device. The in-vehicle communication device may be used to communicate with a crenel communication device configured with warehouse crenels 200. In one example, each warehouse crenel 200 may be configured with one crenel communicator. In one example, the in-vehicle communication device and the crenel communication device may be in communication via a WIFI connection.

In this example, the crenel communication device may send a loading instruction to the in-vehicle communication device, which may include identification information corresponding to the warehouse crenels 200 to which the crenel communication device belongs. The identification information corresponding to the different warehouse crenels 200 may be different, and the identification information may include the number, name, etc. of the warehouse crenels 200.

Before the vehicle performs the cargo-unloading task, the creneling communication device in the warehouse crenels 200 performing the cargo-unloading task may send a loading and unloading instruction to the in-vehicle communication device configured in the vehicle performing the cargo-unloading task. The vehicle can determine the warehouse crenels 200 to be butted through the received loading and unloading command, so that the vehicle can drive to the warehouse crenels 200 pointed by the loading and unloading command, and the automatic control of loading and unloading task allocation is realized.

In one example, the in-vehicle communication device may have a wireless communication mode and/or a wired communication mode. When the in-vehicle communication device has a wireless communication system and a wired communication system, the in-vehicle communication device can switch between the wireless communication system and the wired communication system. The communication mode of the in-vehicle communication device can be switched according to the mode of the vehicle's head car, which includes an automatic guidance mode and a driver driving mode.

Specifically, when the mode of the tractor vehicle adopts the automatic guidance mode, the in-vehicle communication device may adopt a wireless communication manner. When the mode of the mop head vehicle adopts a driver driving mode, the vehicle-mounted communication device can adopt a wired communication mode. In the case where the in-vehicle communication apparatus adopts a wired communication system, the power supply cable may be used for power supply and data transmission. In the case of external power supply, the external power supply system supplies power to the vehicle-mounted loading and unloading system via a power supply cable, which can also be used for data transmission.

In one example, the on-board handling system 100 further includes a vehicle control device. The vehicle control device may control the vehicle when the vehicle is an unmanned vehicle. The in-vehicle communication device on the vehicle may transmit the loading and unloading command to the vehicle control device after receiving the loading and unloading command. The vehicle control device may parse the loading and unloading instructions to obtain identification information of the warehouse crenels 200 in the loading and unloading instructions, and may determine, based on the identification information, the warehouse crenels 200 that the cars 110 on the vehicle need to interface. Thus, the vehicle control device can control the vehicle to travel to the position of the warehouse crenels 200 corresponding to the identification information so that the carriage 110 interfaces with the warehouse crenels 200.

When the vehicle is a manned vehicle, the vehicle control device may control some of the functions on the vehicle, such as the start-up and navigation functions. After determining the warehouse crenels 200 that the carriages 110 on the vehicle need to butt according to the loading and unloading instructions, the vehicle control device can generate navigation information with the warehouse crenels 200 pointed by the identification information as a destination based on the identification information, so that a driver can be guided to drive the vehicle to the position of the warehouse crenels 200.

In one example, when car 110 is docked with warehouse crenels 200, an in-vehicle communication device may communicate with the crenels communication device to verify the identity of the vehicle and warehouse crenels 200. In this example, the identity verification operation may be before the docking operation is performed, or may be after the docking is completed.

The crenelation communication device may send verification information to the in-vehicle communication device, which may include identification information of the warehouse crenels 200 and information of the goods. The information of the goods may include names, numbers, etc. of the goods. In addition, the verification information may further include operation information to be performed, and the operation information may include a discharging operation and a loading operation. The in-vehicle communication device confirms the verification information after receiving the verification information. If the verification information is correct, the in-vehicle communication device may send a confirmation message to the crenel communication device. In the case where the identity verification operation is performed prior to the docking operation, the crenelation communicator may instruct continued docking operation after receiving the confirmation information. In the case where the identity verification operation is performed after the docking operation, the crenelation communicator may, upon receipt of the confirmation, instruct the continued performance of other cargo unloading operations.

If the verification information is incorrect, the in-vehicle communication device may issue an alarm to notify the relevant personnel to reconfirm the docking information between the vehicle and the warehouse crenels 200.

Through the verification operation, the carriage is determined to be correctly docked with the corresponding warehouse crenels, and the cargo is prevented from being unloaded to the wrong warehouse crenels or loaded to the wrong carriage.

In one implementation of identity verification, RFID (Radio Frequency Identification) techniques may be employed. The in-vehicle communication device may include an electronic Tag (RFID Tag) and the crenel communication device may include a corresponding Reader. The reader/writer transmits radio frequency energy in an area to form an electromagnetic field, the size of the area being dependent on the transmit power. When the electronic tag enters the range of the magnetic field radiated by the reader-writer, the electronic tag can be triggered so as to send tag information to the reader-writer, wherein the tag information comprises vehicle information and cargo information. The warehouse crenelated end can check the label information received by the reader-writer. If the verification information is correct, the subsequent operation is continued. If the verification information is incorrect, the crenel communicator may issue an alarm to inform the relevant personnel to reconfirm the interface between the vehicle and the warehouse crenels 200.

In one example, the bottom of each car conveyor 140 is provided with a height adjustment device. The height adjusting device may adjust the height of the corresponding cabin transporting device 140 by inflating and deflating. In one example, the height adjustment device may be a mechanical lifting device, such as a suspension spring, telescoping tube, or the like.

In one scenario, after the cars 110 are docked with the warehouse crenels 200, each car conveyor 140 within a car 110 is in one-to-one correspondence with a crenels conveyor 210 disposed in the warehouse crenels 200. The height of the corresponding car conveyors 140 may be adjusted by adjusting the height adjustment devices so that each car conveyor 140 is on the same level as the corresponding crenel conveyor 210, thereby ensuring that the cargo is stationary during the transfer.

In another scenario, when the height of the cargo approaches a height that can be accommodated by the cabin 110, the space in the height direction within the cabin 110 may be increased by adjusting the height elevating device to lower the cabin transporting device 140.

In one example, the in-vehicle handling system 100 may perform multi-stage docking operations, which may include primary docking, precision docking, and fine-tune docking. The primary docking is to dock with the carriage 110 as an object, the precise docking is to dock with the docking device 130 as an object, and the precise docking is to dock with the height lifting device as an object.

In the multi-stage docking operation, the primary docking operation, the precise docking operation, and the fine docking operation may be sequentially performed in order.

In a primary docking operation, the car 110 may perform a primary docking with the warehouse crenels 200 by sensors provided on the car 110. In one example, with primary docking, the carriage 110 is located within the hollowed-out channel of the gantry of the warehouse crenels 200.

In a precision docking operation, the docking device 130 precisely docks with the interface device of the warehouse crenels 200 in a physical docking manner so that the carriage 110 is located at a preset docking position.

In the fine tuning docking operation, each car conveyor 140 may be height-adjusted by adjusting the height-elevating device to achieve fine tuning docking with the corresponding crenel conveyor 210.

Through the above-described multi-stage docking operation, each of the car conveyors 140 in the car 110 can be docked with the crenels conveyor 210 of the warehouse crenels 200 with accuracy, thereby ensuring smoothness and stability of the cargo when the car conveyors 140 and the crenels conveyor 210 are being transported.

In one example, the in-vehicle handling system 100 may also include a motorized roller-blind door and a roller-blind door control device that may control the opening and closing of the motorized roller-blind door. The motorized roller-blind door may include a sliding door track, a balanced coil spring shaft assembly, a pulley block, a door panel, and a waterproof seal. The material of the door plate can be fireproof and flame-retardant.

The rolling door control device may be used to control the opening of the motorized rolling door when the car 110 is completed docked with the warehouse crenels 200 and to trigger the performance of cargo handling operations. In addition, the electric rolling door can be controlled to be closed when the cargo handling operation is completed.

In one example, the on-board handling system may further include at least one set of carriage conveyors and motor control means, the conveyor system being disposed within a carriage for on-board handling, the carriage interfacing with warehouse crenels for cargo handling, the warehouse crenels being configured with crenels conveyors corresponding to the carriage conveyors; each group of carriage conveying device consists of a plurality of guide wheels, is arranged at the bottom of the carriage, and the cargoes are placed on the carriage conveying device; the motor control device is configured to control the transport speed of the cargo by controlling the rotation of the guide wheels in each group of the cabin transporting devices.

In one example, the motor control device may be configured to control the speed of transport of the cargo by controlling the rotation of the guide wheel according to a property and/or height of the cargo, wherein the property includes at least one of flammability, explosiveness, deformability, damage, and leak susceptibility.

In one example, the motor control device may be further configured to control the transfer of the cargo by controlling the rotational power of the guide wheels according to the mass of the cargo.

In one example, the motor control device may be further configured to independently control each guide wheel in each group of car conveyors.

In one example, the motor control device may be further configured to control the rotational speeds of the guide wheels of each group of car conveyors near the car exit to be less than the rotational speeds of the other guide wheels of the group of car conveyors.

In one example, the motor control device may also be configured to control other guide wheels in each group of car conveyors to maintain the same rotational speed.

In one example, the motor control device is configured to: in performing the cargo unloading operation, each of the other guide wheels is controlled such that the rotation speed of the guide wheel closer to the cabin outlet is slower.

In one example, the motor control device is configured to: in performing the cargo loading operation, the rotational speeds of ones of the other guide wheels near the end of the car conveyor are controlled to be smaller than the rotational speeds of the remaining ones of the other guide wheels.

In one example, the transport system may further include a height lifter provided at a bottom of each group of car conveyors, the height lifter being used to adjust a height of the corresponding car conveyor.

In one example, the height lift is configured to raise portions of the car conveyor at the same height such that the raised car conveyor remains level.

In one example, the height elevating device is configured to elevate the car conveyor to a height less than that of the opposite side portion such that the car conveyor is downhill from the opposite side portion to the near car exit portion.

The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

The term "exemplary" used throughout this specification means "serving as an example, instance, or illustration," and does not mean "preferred" or "advantageous over other embodiments. The detailed description includes specific details for the purpose of providing an understanding of the described technology. However, the techniques may be practiced without these specific details. In some instances, well-known structures and devices are shown in block diagram form in order to avoid obscuring the concepts of the described embodiments.

The alternative implementation manner of the embodiment of the present disclosure has been described in detail above with reference to the accompanying drawings, but the embodiment of the present disclosure is not limited to the specific details of the foregoing implementation manner, and various simple modifications may be made to the technical solution of the embodiment of the present disclosure within the scope of the technical concept of the embodiment of the present disclosure, and all the simple modifications belong to the protection scope of the embodiment of the present disclosure.

The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features of the utility model herein.

Claims (10)

1. A vehicle loading system for interfacing with a warehouse crenel for cargo loading, the vehicle loading system comprising: a cabin for use on a vehicle, a power supply system, and a docking device;

the power supply system comprises a battery and a circuit system, wherein the circuit system comprises an inverter, and the inverter converts direct-current voltage output by the battery into alternating-current voltage applicable to the vehicle-mounted loading and unloading system;

at least one group of carriage transmission devices are arranged in the carriage, and the carriage transmission devices are used for transmitting cargoes placed in the carriage;

the docking device is matingly docked with the interface device of the warehouse crenels in a physical docking manner to determine that the carriage is in a preset docking position, wherein

The vehicle-mounted loading and unloading system comprises an electric device with different rated voltages, the circuit system further comprises a voltage regulating device, the voltage regulating device is connected with the inverter, the inverter inputs the output alternating voltage to the voltage regulating device, and the voltage regulating device regulates the alternating voltage and outputs the regulated different rated voltages.

2. The vehicle loading and unloading system of claim 1, wherein the power supply system includes an internal power supply system and an external power supply system,

the internal power supply system is connected with the battery, and the battery supplies power to the vehicle-mounted loading and unloading system through the internal power supply system;

the external power supply system is connected with an external power supply, and the external power supply supplies power to the vehicle-mounted loading and unloading system through the external power supply system.

3. The vehicle loading and unloading system of claim 2, wherein the power supply system further includes a switch, the switch connecting the inner power supply system and the outer power supply system, respectively,

the change-over switch is switched to be connected with the inner power supply system and disconnected with the outer power supply system, the inner power supply system supplies power to the vehicle-mounted loading and unloading system,

the change-over switch is switched to be connected with the external power supply system and disconnected with the internal power supply system, and the external power supply system supplies power to the vehicle-mounted loading and unloading system.

4. A vehicle loading system as claimed in claim 3, wherein the switch is switched to connect with the external power supply system, which supplies power to the vehicle loading system and charges the battery.

5. The vehicle loading and unloading system of claim 1, wherein the docking device is disposed at a bottom of the vehicle compartment and the interface device is disposed on a floor.

6. The vehicle loading and unloading system of claim 1, further comprising a vehicle communication device,

the in-vehicle communication device communicates with a crenel communication device configured for crenelation of the warehouse,

the vehicle-mounted communication device receives a loading and unloading instruction sent by the crenel communication device, wherein the loading and unloading instruction comprises identification information corresponding to warehouse crenels to which the crenel communication device belongs.

7. The vehicle loading and unloading system of claim 6, further comprising a vehicle control device,

the vehicle control device generates navigation information based on the identification information of the warehouse crenels in response to the loading and unloading instruction, or controls the vehicle to travel to the positions of the warehouse crenels corresponding to the identification information.

8. The in-vehicle handling system of claim 6, wherein the in-vehicle communication device receives verification information transmitted by the crenelation communication device when the car is docked with the warehouse crenels to determine that the car is properly docked with the corresponding warehouse crenels, wherein the verification information includes identification information of the warehouse crenels and information of the cargo.

9. The vehicle loading and unloading system of claim 6, wherein said vehicle communication device comprises an electronic tag, said crenel communication device comprises a corresponding reader-writer,

when the electronic tag is in the range of the magnetic field radiated by the reader-writer, the electronic tag is triggered to send tag information to the reader-writer, wherein the tag information comprises vehicle information and cargo information.

10. The vehicle loading and unloading system of claim 1, wherein the vehicle loading and unloading system further comprises an electric roller shutter door and a roller shutter door control device,

the rolling door control device controls the electric rolling door to be opened when the carriage is in butt joint with the warehouse crenels, and triggers the cargo handling operation to be executed, and controls the electric rolling door to be closed when the cargo handling operation is completed.

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