阅读说明：本技术 一种小车控制电路及小车 (Trolley control circuit and trolley ) 是由 不公告发明人 于 2020-07-10 设计创作，主要内容包括：本发明公开了一种小车控制电路及小车,所述控制电路包括：开关模块、继电器模块、左驱动电机、左刹车电机、右驱动电机和右刹车电机；所述开关模块与所述继电器模块连接；所述继电器模块分别与所述左驱动电机、左刹车电机、右驱动电机和右刹车电机连接；所述开关模块,用于控制所述继电器模块的线圈电流的通断,以使所述继电器模块实现对所述左驱动电机、左刹车电机、右驱动电机和右刹车电机运行状态的控制。通过实施本发明实施例能在不使用控制器的情况下,控制小车的运行状态,降低开发难度。(The invention discloses a trolley control circuit and a trolley, wherein the control circuit comprises: the brake system comprises a switch module, a relay module, a left driving motor, a left brake motor, a right driving motor and a right brake motor; the switch module is connected with the relay module; the relay module is respectively connected with the left driving motor, the left brake motor, the right driving motor and the right brake motor; and the switch module is used for controlling the on-off of the coil current of the relay module so as to control the running states of the left driving motor, the left brake motor, the right driving motor and the right brake motor by the relay module. By implementing the embodiment of the invention, the running state of the trolley can be controlled under the condition of not using a controller, and the development difficulty is reduced.)

1. A cart control circuit, comprising: the brake system comprises a switch module, a relay module, a left driving motor, a left brake motor, a right driving motor and a right brake motor;

the switch module is connected with the relay module; the relay module is respectively connected with the left driving motor, the left brake motor, the right driving motor and the right brake motor;

And the switch module is used for controlling the on-off of the coil current of the relay module so as to control the running states of the left driving motor, the left brake motor, the right driving motor and the right brake motor by the relay module.

2. The cart control circuit of claim 1, wherein the relay module comprises: a first relay, a second relay, a third relay and a fourth relay; the switch module is respectively connected with the first relay, the second relay, the third relay and the fourth relay and is used for controlling the on-off of coil currents in the first relay, the second relay, the third relay and the fourth relay;

the left driving motor is connected with a normally closed end contact of the first relay, the left brake motor is connected with a common end contact of the second relay, the right brake motor is connected with a common end contact of the third relay, and the right driving motor is connected with a normally closed end contact of the fourth relay.

3. The cart control circuit of claim 2, wherein the switch module includes a first switch unit and a second switch unit;

The first end of the first switch unit is connected with the positive electrode of a power supply, and the second end of the first switch unit is respectively connected with the first coil external connection end of the first relay and the first coil external connection end of the second relay;

the first end of the second switch unit is connected with the positive electrode of a power supply, and the second end of the second switch unit is respectively connected with the first coil external connection end of the third relay and the first coil external connection end of the fourth relay.

4. The cart control circuit of claim 3, wherein the switch module further comprises: a third switching unit and a gate switch; the gating switch comprises a first sub-switch, a second sub-switch and a third sub-switch;

the first end of the third switching unit is connected with the positive electrode of the power supply, and the second end of the third switching unit is connected with the input end of the gating switch;

the second sub-switch is a no-load switch;

the first sub-switch is connected with a second end of the first switch unit; the third sub-switch is connected with a second end of the second switch unit.

5. The cart control circuit of claim 4, wherein the switch module further comprises: a fourth switching unit; the relay module further comprises a fifth relay;

The first end of the fourth switch unit is connected with the positive electrode of a power supply, and the second end of the fourth switch unit is connected with the first coil external connection end of the fifth relay;

the second coil outer connecting end of the fifth relay is connected with the negative electrode of a power supply, a first common end contact and a second common end contact of the fifth relay are both connected with the positive electrode of the power supply, a first normally-open end contact of the fifth relay is connected with the second end of the first switch unit, and a second normally-open end contact of the fifth relay is connected with the second end of the second switch unit.

6. The trolley control circuit as claimed in any one of claims 1 to 5, wherein the second coil external connection end of the first relay is connected with a negative electrode of a power supply, the first common end contact of the first relay is connected with a positive electrode of the power supply, the second common end contact of the first relay is connected with a negative electrode of the power supply, the first normally closed end contact of the first relay is connected with a positive electrode port of the left driving motor, and the second normally closed end contact of the first relay is connected with a negative electrode port of the left driving motor;

the second coil outer connecting end of the second relay is connected with the negative pole of a power supply, the first common end contact of the second relay is connected with the negative pole port of the left brake motor, the second common end contact of the second relay is connected with the positive pole port of the left brake motor, the first normally open end contact of the second relay is connected with the negative pole of the power supply, the second normally open end contact of the second relay is connected with the positive pole of the power supply, the first normally closed end contact of the second relay is connected with the positive pole of the power supply, and the second normally closed end contact of the second relay is connected with the negative pole of the power supply;

The second coil outer connecting end of the third relay is connected with the negative pole of a power supply, the first common end contact of the third relay is connected with the negative pole port of the right brake motor, the second common end contact of the third relay is connected with the positive pole port of the right brake motor, the first normally open end contact of the third relay is connected with the negative pole of the power supply, the second normally open end contact of the third relay is connected with the positive pole of the power supply, the first normally closed end contact of the third relay is connected with the positive pole of the power supply, and the second normally closed end contact of the third relay is connected with the negative pole of the power supply;

the second coil outer connecting end of the fourth relay is connected with the negative electrode of the power supply, the first public end contact of the fourth relay is connected with the positive electrode of the power supply, the second public end contact of the fourth relay is connected with the negative electrode of the power supply, the first normally closed end contact of the fourth relay is connected with the positive electrode port of the right driving motor, and the second normally closed end contact of the fourth relay is connected with the negative electrode port of the right driving motor.

7. The cart control circuit of claim 5, wherein the switch module further comprises a fifth switch unit and a sixth switch unit; the relay module further comprises a sixth relay and a seventh relay;

The second end of the first switch unit is connected with the first coil external connection end of the first relay and the first coil external connection end of the second relay through the fifth switch unit; the second end of the second switch unit is connected with the first coil external connection end of the third relay and the first coil external connection end of the fourth relay through the sixth switch unit;

the second coil outer connecting end of the first relay is connected with the negative electrode of a power supply, a first common end contact of the first relay is connected with a first normally closed end contact of the sixth relay, a second common end contact of the first relay is connected with a second normally closed end contact of the sixth relay, the first normally closed end contact of the first relay is connected with the positive electrode port of the left driving motor, and the second normally closed end contact of the first relay is connected with the negative electrode port of the left driving motor;

the second coil outer connecting end of the second relay is connected with the negative pole of a power supply, the first common end contact of the second relay is connected with the negative pole port of the left brake motor, the second common end contact of the second relay is connected with the positive pole port of the left brake motor, the first normally open end contact of the second relay is connected with the negative pole of the power supply, the second normally open end contact of the second relay is connected with the positive pole of the power supply, the first normally closed end contact of the second relay is connected with the positive pole of the power supply, and the second normally closed end contact of the second relay is connected with the negative pole of the power supply;

The second coil outer connecting end of the third relay is connected with the negative pole of a power supply, the first common end contact of the third relay is connected with the negative pole port of the right brake motor, the second common end contact of the third relay is connected with the positive pole port of the right brake motor, the first normally open end contact of the third relay is connected with the negative pole of the power supply, the second normally open end contact of the third relay is connected with the positive pole of the power supply, the first normally closed end contact of the third relay is connected with the positive pole of the power supply, and the second normally closed end contact of the third relay is connected with the negative pole of the power supply;

the second coil outer connecting end of the fourth relay is connected with the negative electrode of a power supply, a first common end contact of the fourth relay is connected with a first normally closed end contact of the seventh relay, a second common end contact of the fourth relay is connected with a second normally closed end contact of the seventh relay, the first normally closed end contact of the fourth relay is connected with the positive electrode port of the right driving motor, and the second normally closed end contact of the fourth relay is connected with the negative electrode port of the right driving motor;

the first coil external connection end of the sixth relay is connected with the second end of the first switch unit, the second coil external connection end of the sixth relay is connected with the negative electrode of the power supply, the first common end contact of the sixth relay is connected with the positive electrode of the power supply, and the second common end contact of the sixth relay is connected with the negative electrode of the power supply;

The first coil outer connecting end of the seventh relay is connected with the negative electrode of the power supply, the second coil outer connecting end of the seventh relay is connected with the second end of the second switch unit, the first common end contact of the seventh relay is connected with the positive electrode of the power supply, and the second common end contact of the sixth relay is connected with the negative electrode of the power supply.

8. The cart control circuit of claim 1 further comprising a radio receiving module; the radio receiving module is connected with the switch module.

9. A trolley comprising a trolley control circuit as claimed in any one of claims 1 to 7.

Technical Field

The invention relates to the technical field of electronic circuits, in particular to a trolley control circuit and a trolley.

Background

The existing remote control car or the toy car taken by children are controlled by a built-in singlechip and other integrated circuits when controlling the running state of the car, such as starting, stopping, turning and the like, and a controller and a corresponding control program are required, so that the development difficulty is high, and the cost is high.

Disclosure of Invention

The embodiment of the invention provides a trolley control circuit and a trolley, which can control the running state of the trolley under the condition of not using a controller, and reduce the development difficulty.

An embodiment of the present invention provides a cart control circuit, including: the brake system comprises a switch module, a relay module, a left driving motor, a left brake motor, a right driving motor and a right brake motor;

the switch module is connected with the relay module; the relay module is respectively connected with the left driving motor, the left brake motor, the right driving motor and the right brake motor;

and the switch module is used for controlling the on-off of the coil current of the relay module so as to control the running states of the left driving motor, the left brake motor, the right driving motor and the right brake motor by the relay module.

Further, the relay module includes: a first relay, a second relay, a third relay and a fourth relay; the switch module is respectively connected with the first relay, the second relay, the third relay and the fourth relay and is used for controlling the on-off of coil currents in the first relay, the second relay, the third relay and the fourth relay;

The left driving motor is connected with a normally closed end contact of the first relay, the left brake motor is connected with a common end contact of the second relay, the right brake motor is connected with a common end contact of the third relay, and the right driving motor is connected with a normally closed end contact of the fourth relay.

Further, the switch module comprises a first switch unit and a second switch unit;

the first end of the first switch unit is connected with the positive electrode of a power supply, and the second end of the first switch unit is respectively connected with the first coil external connection end of the first relay and the first coil external connection end of the second relay;

the first end of the second switch unit is connected with the positive electrode of a power supply, and the second end of the second switch unit is respectively connected with the first coil external connection end of the third relay and the first coil external connection end of the fourth relay.

Further, the switch module further includes: a third switching unit and a gate switch; the gating switch comprises a first sub-switch, a second sub-switch and a third sub-switch;

the first end of the third switching unit is connected with the positive electrode of the power supply, and the second end of the third switching unit is connected with the input end of the gating switch;

The second sub-switch is a no-load switch;

the first sub-switch is connected with a second end of the first switch unit; the third sub-switch is connected with a second end of the second switch unit.

Further, the switch module further includes: a fourth switching unit; the relay module further comprises a fifth relay;

the first end of the fourth switch unit is connected with the positive electrode of a power supply, and the second end of the fourth switch unit is connected with the first coil external connection end of the fifth relay;

the second coil outer connecting end of the fifth relay is connected with the negative electrode of a power supply, a first common end contact and a second common end contact of the fifth relay are both connected with the positive electrode of the power supply, a first normally-open end contact of the fifth relay is connected with the second end of the first switch unit, and a second normally-open end contact of the fifth relay is connected with the second end of the second switch unit.

Further, a second coil outer connection end of the first relay is connected with a negative electrode of a power supply, a first common end contact of the first relay is connected with a positive electrode of the power supply, a second common end contact of the first relay is connected with a negative electrode of the power supply, a first normally closed end contact of the first relay is connected with a positive electrode port of the left driving motor, and a second normally closed end contact of the first relay is connected with a negative electrode port of the left driving motor;

The second coil outer connecting end of the second relay is connected with the negative pole of a power supply, the first common end contact of the second relay is connected with the negative pole port of the left brake motor, the second common end contact of the second relay is connected with the positive pole port of the left brake motor, the first normally open end contact of the second relay is connected with the negative pole of the power supply, the second normally open end contact of the second relay is connected with the positive pole of the power supply, the first normally closed end contact of the second relay is connected with the positive pole of the power supply, and the second normally closed end contact of the second relay is connected with the negative pole of the power supply;

the second coil outer connecting end of the third relay is connected with the negative pole of a power supply, the first common end contact of the third relay is connected with the negative pole port of the right brake motor, the second common end contact of the third relay is connected with the positive pole port of the right brake motor, the first normally open end contact of the third relay is connected with the negative pole of the power supply, the second normally open end contact of the third relay is connected with the positive pole of the power supply, the first normally closed end contact of the third relay is connected with the positive pole of the power supply, and the second normally closed end contact of the third relay is connected with the negative pole of the power supply;

The second coil outer connecting end of the fourth relay is connected with the negative electrode of the power supply, the first public end contact of the fourth relay is connected with the positive electrode of the power supply, the second public end contact of the fourth relay is connected with the negative electrode of the power supply, the first normally closed end contact of the fourth relay is connected with the positive electrode port of the right driving motor, and the second normally closed end contact of the fourth relay is connected with the negative electrode port of the right driving motor.

Further, the switch module further comprises a fifth switch unit and a sixth switch unit; the relay module further comprises a sixth relay and a seventh relay;

the second end of the first switch unit is connected with the first coil external connection end of the first relay and the first coil external connection end of the second relay through the fifth switch unit; the second end of the second switch unit is connected with the first coil external connection end of the third relay and the first coil external connection end of the fourth relay through the sixth switch unit;

the second coil outer connecting end of the first relay is connected with the negative electrode of a power supply, a first common end contact of the first relay is connected with a first normally closed end contact of the sixth relay, a second common end contact of the first relay is connected with a second normally closed end contact of the sixth relay, the first normally closed end contact of the first relay is connected with the positive electrode port of the left driving motor, and the second normally closed end contact of the first relay is connected with the negative electrode port of the left driving motor;

The second coil outer connecting end of the second relay is connected with the negative pole of a power supply, the first common end contact of the second relay is connected with the negative pole port of the left brake motor, the second common end contact of the second relay is connected with the positive pole port of the left brake motor, the first normally open end contact of the second relay is connected with the negative pole of the power supply, the second normally open end contact of the second relay is connected with the positive pole of the power supply, the first normally closed end contact of the second relay is connected with the positive pole of the power supply, and the second normally closed end contact of the second relay is connected with the negative pole of the power supply;

the second coil outer connecting end of the third relay is connected with the negative pole of a power supply, the first common end contact of the third relay is connected with the negative pole port of the right brake motor, the second common end contact of the third relay is connected with the positive pole port of the right brake motor, the first normally open end contact of the third relay is connected with the negative pole of the power supply, the second normally open end contact of the third relay is connected with the positive pole of the power supply, the first normally closed end contact of the third relay is connected with the positive pole of the power supply, and the second normally closed end contact of the third relay is connected with the negative pole of the power supply;

The second coil outer connecting end of the fourth relay is connected with the negative electrode of a power supply, a first common end contact of the fourth relay is connected with a first normally closed end contact of the seventh relay, a second common end contact of the fourth relay is connected with a second normally closed end contact of the seventh relay, the first normally closed end contact of the fourth relay is connected with the positive electrode port of the right driving motor, and the second normally closed end contact of the fourth relay is connected with the negative electrode port of the right driving motor;

the first coil external connection end of the sixth relay is connected with the second end of the first switch unit, the second coil external connection end of the sixth relay is connected with the negative electrode of the power supply, the first common end contact of the sixth relay is connected with the positive electrode of the power supply, and the second common end contact of the sixth relay is connected with the negative electrode of the power supply;

the first coil outer connecting end of the seventh relay is connected with the negative electrode of the power supply, the second coil outer connecting end of the seventh relay is connected with the second end of the second switch unit, the first common end contact of the seventh relay is connected with the positive electrode of the power supply, and the second common end contact of the sixth relay is connected with the negative electrode of the power supply.

Further, a radio receiving module is included; the radio receiving module is connected with the switch module.

On the basis of the above embodiment, another embodiment of the present invention provides a cart comprising the cart control circuit according to any one of the above 7.

The embodiment of the invention has the following beneficial effects:

the embodiment of the invention provides a trolley control circuit and a trolley, wherein the trolley control circuit comprises a switch module, a relay module, a left driving motor, a left brake motor, a right driving motor and a right brake motor;

the switch module is connected with the relay module; the relay module is respectively connected with the left driving motor, the left brake motor, the right driving motor and the right brake motor; and the switch module is used for controlling the on-off of the coil current of the relay module so as to control the running states of the left driving motor, the left brake motor, the right driving motor and the right brake motor by the relay module, thereby controlling the running state of the trolley. By implementing the invention, the running state of the trolley can be controlled without using a singlechip, a control program is not required to be configured, and the development difficulty and the cost are reduced.

Drawings

Fig. 1 is a schematic circuit diagram of a cart control circuit according to an embodiment of the present invention.

Fig. 2 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Fig. 3 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Fig. 4 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Fig. 5 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Fig. 6 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Fig. 7 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Fig. 8 is a schematic circuit diagram of a cart control circuit according to another embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

As shown in fig. 1, an embodiment of the present invention provides a car control circuit, which includes a switch module, a relay module, a left driving motor M1, a left brake motor M2, a right driving motor M4, and a right brake motor M3; the switch module is connected with the relay module; the relay module is respectively connected with a left driving motor M1, a left brake motor M2, a right driving motor M4 and a right brake motor M3; and the switch module is used for controlling the on-off of the coil current of the relay module so as to control the running states of the left driving motor, the left brake motor, the right driving motor and the right brake motor by the relay module.

Specifically, in this embodiment, the relay module includes: a first relay k1, a second relay k2, a third relay k3, a fourth relay k 4;

the switch module is respectively connected with the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 and is used for controlling the on-off of coil current in the first relay k1, the second relay k2, the third relay k3 and the fourth relay k 4;

the left driving motor M1 is connected with a normally closed end contact of a first relay k1, the left brake motor M2 is connected with a common end contact of a second relay k2, the right brake motor M3 is connected with a common end contact of a third relay k3, and the right driving motor M4 is connected with a normally closed end contact of a fourth relay k 4.

Firstly, a switch module is explained, and the switch module can have various structural forms;

the first method comprises the following steps: the switch module includes a first switch unit S1 and a second switch unit S2;

a first end of the first switch unit S1 is connected with the positive electrode of the power supply, and a second end of the first switch unit S1 is connected with a first coil external connection end of the first relay k1 and a first coil external connection end of the second relay k2 respectively;

a first end of the second switching unit S2 is connected to the positive electrode of the power supply, and a second end of the second switching unit S2 is connected to the first coil external terminal of the third relay k3 and the first coil external terminal of the fourth relay k4, respectively.

It is preferable in the present invention that the first switch unit S1 and the second switch unit S2 are both inching normally open switches.

And the second method comprises the following steps: adding a third switching unit S3 and a gate switch on the basis of the first type; the gate switch includes a first sub-switch S31, a second sub-switch S32, and a third sub-switch S33; a first terminal of the third switching unit S3 is connected to the positive electrode of the power supply, and a second terminal of the third switching unit S3 is connected to the input terminal of the gate switch; the second sub-switch S32 is an idle switch; the first sub-switch S31 is connected to a second terminal of the first switching unit S1; the third sub-switch S33 is connected to a second terminal of the second switching unit S2.

In a preferred embodiment, the third switching unit S3 is a jog normally closed, gated switch that can only turn on one internal sub-switch at a time.

And the third is that: a fourth switching unit S4 is added on the basis of the second type, meanwhile, a fifth relay k5 is added in the relay module, the first end of the fourth switching unit S4 is connected with the positive electrode of a power supply, and the second end of the fourth switching unit S4 is connected with the external connection end of the first coil of the fifth relay k 5; the second coil external connection end of the fifth relay k5 is connected with the negative electrode of the power supply, the first normally-open end contact of the fifth relay k5 is connected with the second end of the first switch unit S1, and the second normally-open end contact of the fifth relay k5 is connected with the second end of the second switch unit S2; and the first common end contact and the second common end contact of the fifth relay are both connected with the positive pole of the power supply.

In a preferred embodiment, the fourth switching unit S4 is a self-locking switch.

The structure of the whole trolley control circuit is further explained; :

in a preferred embodiment, as shown in FIG. 1: the second coil external connection end of the first relay k1 is connected with the negative electrode of a power supply, the first common end contact of the first relay k1 is connected with the positive electrode of the power supply, the second common end contact of the first relay k1 is connected with the negative electrode of the power supply, the first normally closed end contact of the first relay k1 is connected with the positive electrode port of the left driving motor M1, and the second normally closed end contact of the first relay k1 is connected with the negative electrode port of the left driving motor M1;

The second coil outer connecting end of the second relay k2 is connected with the negative pole of a power supply, the first common end contact of the second relay k2 is connected with the negative pole port of the left brake motor M2, the second common end contact of the second relay k2 is connected with the positive pole port of the left brake motor M2, the first normally open end contact of the second relay k2 is connected with the negative pole of the power supply, the second normally open end contact of the second relay k2 is connected with the positive pole of the power supply, the first normally closed end contact of the second relay k2 is connected with the positive pole of the power supply, and the second normally closed end contact of the second relay k2 is connected with the negative pole of the power supply;

the second coil outer connecting end of the third relay k3 is connected with the negative pole of a power supply, the first common end contact of the third relay k3 is connected with the negative pole port of the right brake motor M3, the second common end contact of the third relay k3 is connected with the positive pole port of the right brake motor M3, the first normally open end contact of the third relay k3 is connected with the negative pole of the power supply, the second normally open end contact of the third relay k3 is connected with the positive pole of the power supply, the first normally closed end contact of the third relay k3 is connected with the positive pole of the power supply, and the second normally closed end contact of the third relay k3 is connected with the negative pole of the power supply;

the second coil external connection end of the fourth relay k4 is connected with the negative electrode of the power supply, the first common end contact of the fourth relay k4 is connected with the positive electrode of the power supply, the second common end contact of the fourth relay k4 is connected with the negative electrode of the power supply, the first normally closed end contact of the fourth relay k4 is connected with the positive electrode port of the right driving motor M4, and the second normally closed end contact of the fourth relay k4 is connected with the negative electrode port of the right driving motor M4.

It should be noted that, the left brake motor M2 and the right brake motor M3 are both connected with brake cables, and connected with a brake component through the brake cables, and configured with travel switches, when the left brake motor M2 and the right brake motor rotate in the forward direction, the brake cables are tightened to drive the brake component (such as a disc brake) to brake, so as to realize the brake function, and when the left brake motor M2 and the right brake motor rotate in the reverse direction, the brake cables are loosened to finish the brake. In addition, the specific connection modes of the left driving motor, the right driving motor, the left brake motor and the right brake motor are schematic, and those skilled in the art can adjust the connection modes of the motors and the positive and negative poles of the power supply according to actual conditions, for example, in some embodiments, when designing a car, the left and right driving motors are arranged in mirror symmetry, so that if the left driving wheel rotates forward when the left driving motor rotates forward, and correspondingly, under the condition of the mirror symmetry arrangement, the right driving wheel rotates forward when the right driving motor rotates backward, when performing circuit connection, the connection mode of the left driving motor is kept unchanged, the positive pole port of the right driving motor is connected with the second normally-closed terminal contact of the fourth relay, and the negative pole port of the right driving motor is connected with the third normally-closed terminal contact of the fourth relay (the other contacts of the fourth relay are connected with each other contacts of the fourth relay) The connection mode remains unchanged). That is, in the present invention, the connection mode between each relay and each motor may be modified adaptively, and is not limited to the circuit shown in fig. 1 of the present invention.

The control principle of the circuit shown in fig. 1 is explained below:

as shown in fig. 1, the first switching unit S1 controls the on/off of the current in the first relay k1 and the second relay k2, the second switching unit S2 controls the on/off of the current in the third relay k3 and the fourth relay k4, the third switching unit S3 controls the on/off of the current in the gate switch, the fourth switching unit S4 controls the on/off of the current in the fifth relay k5, and the fifth relay k5 controls the on/off of the current in the first relay k1, the second relay k2, the third relay k3, and the fourth relay k 4.

The first relay k1 controls the operation state of the left driving motor M1, and the first relay k1 is connected with the left driving motor M1 according to the connection mode shown in fig. 1 and described above, and according to the working principle of the relays, when the first relay k1 is powered on, the left driving motor M1 is powered off, and when the first relay k1 is powered off, the left driving motor M1 is powered on.

The second relay k2 controls the operation state of the left brake motor M2, and the second relay k2 is connected with the left brake motor M2 according to the connection mode shown in fig. 1 and described above, and the working principle of the relays shows that when the second relay k2 is powered on, the left brake motor M2 rotates in the forward direction, and when the second relay k2 is powered off, the left brake motor M2 rotates in the reverse direction.

The third relay k3 controls the operation state of the right brake motor M3, and the third relay k3 is connected with the right brake motor M3 according to the connection mode shown in fig. 1 and described above, and the working principle of the relays shows that when the third relay k3 is powered on, the right brake motor M3 rotates in the forward direction, and when the third relay k3 is powered off, the right brake motor M3 rotates in the reverse direction.

The fourth relay k4 controls the operation state of the right drive motor M4, and the fourth relay k4 is connected to the right drive motor M4 in the connection manner shown in fig. 1 and described above, and it can be seen from the working principle of the relays that when the fourth relay k4 is powered on, the left drive motor M1 is powered off, and when the fourth relay k4 is powered off, the left drive motor M1 is powered on.

Based on the above description, there are the following four cases for controlling the running state of the vehicle:

first relay k1 and second relay k2 get electricity and third relay k3 and fourth relay k4 lose electricity, left driving motor M1 loses electricity this moment, left driving motor M1 stall, left brake motor M2 forward rotation for the left wheel loses power and is braked simultaneously (being the left wheel locking can't rotate), right driving motor M4 normally rotates, and right brake motor M3 does not brake, and the whole dolly can realize turning left.

And the first relay k1 and the second relay k2 are powered off, the third relay k3 and the fourth relay k4 are powered on, the right driving motor M4 is powered off, the right driving motor M4 stops rotating, the right braking motor M3 rotates forwards, so that the right wheel is braked while the power of the right wheel is lost (namely the right wheel is locked and cannot rotate), the left driving motor M1 rotates normally, the left braking motor M2 is not braked, and the whole trolley can rotate to the right.

And thirdly, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered off, at the moment, the right driving motor M4 and the left driving motor M1 are powered on, the left brake motor M2 and the right brake motor M3 rotate reversely, braking is not carried out, and the trolley moves forwards and straightly.

And fourthly, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered on, the right driving motor M4 and the left driving motor M1 are powered off, the left brake motor M2 and the right brake motor M3 rotate forwards to brake, and the trolley stops moving at the moment.

And the 4 kinds of control on the movement state of the trolley can be realized by controlling the current on-off of the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 through the switch module.

The method comprises the following specific steps:

1) Under the condition that the third switch unit S3 is closed and the first sub-switch S31 is closed, no matter whether the first switch unit S1 is closed or opened, if the fourth switch unit S4 and the second switch unit S2 are opened at the moment, the first relay k1 and the second relay k2 are powered, and the left turn of the trolley is the condition that the trolley turns left. If the fourth switch unit S4 and/or the second switch unit S2 are/is closed at this time, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered, and the trolley stops, which is the above condition (c).

2) Under the condition that the third switch unit S3 is closed and the third sub-switch S33 is closed, no matter the second switch unit S2 is closed or opened, if the fourth switch unit S4 and the first switch unit S1 are opened at the moment, the third relay k3 and the fourth relay k4 are electrified, and the condition that the trolley turns right is the condition (the upper condition) above. If the fourth switching unit S4 and/or the first switching unit S1 are/is closed at this time, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered on, and the trolley stops, which is the above condition (c).

3) When the third switch unit S3 is closed and the second sub-switch S32 is closed, and if the first switch unit S1, the second switch unit S2 and the fourth switch unit S4 are all opened, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered off, and the trolley travels straight, which is the third case. If the first switch unit S1 is closed and the second switch unit S2 and the fourth switch unit S4 are open, the first relay k1 and the second relay k2 are powered, and the car turns left, i.e. the above case (r). If the second switch unit S2 is closed and the first switch unit S1 and the fourth switch unit S4 are open, the third relay k3 and the fourth relay k4 are powered, and the car turns right, which is the above case (ii). If the first switch unit S1 and the second switch unit S2 are simultaneously closed, no matter whether the fourth switch unit S4 is closed or open, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered on, and the trolley stops, which is the above condition (r). If the fourth switch unit S4 is closed, no matter the first switch unit S1 and the second switch unit S2 are closed or opened, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered on, and the trolley stops, which is the above condition (iv).

4) Under the condition that the fourth switching unit S4 is closed, no matter the first switching unit S1, the second switching unit S2 and the third switching unit S3 are closed or opened, the fifth relay k5 is electrified, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are electrified, and the trolley stops, namely, the situation is the situation IV.

5) The third switching unit S3 is turned off. At this time, if the first switch unit S1 is closed and the second switch unit S2 and the fourth switch unit S4 are opened, the first relay k1 and the second relay k2 are powered, the car turns left, which is the above case (i), and if the fourth switch unit S4 and/or the second switch unit S2 are closed, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are powered, and the car stops, which is the above case (iv). If the second switch unit S2 is closed and the first switch unit S1 and the fourth switch unit S4 are opened at this time, the third relay k3 and the fourth relay k4 are powered, the cart turns right, and the situation arises |, if the fourth switch unit S4 and/or the first switch unit S1 is closed, the first relay k1, the second relay k2, the third relay k3, and the fourth relay k4 are powered, and the cart stops, which is the situation |.

6) When the first switch unit S1 is closed, if the second switch unit S2, the third switch unit S3 and the fourth switch unit S4 are all open, the first relay k1 and the second relay k2 are powered, and the vehicle turns left, which is the case of (i). If the fourth switch unit S4 or the second switch unit S2 is closed, no matter the third switch unit S3 is closed or opened, the first relay k1, the second relay k2, the third relay k3, and the fourth relay k4 are all powered, and the cart is stopped, which is the above situation. If the third switch unit S3 is closed, the second switch unit S2 and the fourth switch unit S4 are both off, and if the first sub-switch S31 or the second sub-switch S32 is on, the first relay k1 and the second relay k2 are powered, and the left turn of the cart is the above case. If the third sub switch S33 is turned on, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered, and the trolley stops, which is the above condition.

7) When the second switch unit S2 is closed, if the first switch unit S1, the third switch unit S3 and the fourth switch unit S4 are all open, the third relay k3 and the fourth relay k4 are powered, and the car turns right, which causes the situation to be the second. If the fourth switch unit S4 or the first switch unit S1 is closed, no matter the third switch unit S3 is closed or opened, the first relay k1, the second relay k2, the third relay k3, and the fourth relay k4 are all powered on, and the trolley stops, which is the above situation. If the third switch unit S3 is turned on, the fourth switch unit S4 and the first switch unit S1 are turned off, and if the second sub-switch S32 or the third sub-switch S33 is turned on, the third relay k3 and the fourth relay k4 are powered on, and the right turn of the trolley is the above case (i). If the first sub switch S31 is turned on, the first relay k1, the second relay k2, the third relay k3 and the fourth relay k4 are all powered, and the trolley stops, namely the situation is the situation IV.

The above is the control principle of the car control circuit shown in fig. 1, and it should be noted that the switch module may also only include the third switch unit S3 and the gate switch.

Optionally, as shown in fig. 2, in another embodiment of the present invention, the switch module further includes a fifth switch unit S5 and a sixth switch unit S6; a relay module further comprising a sixth relay k6 and a seventh relay k 7;

a second terminal of the first switching unit S1 is connected to the first coil external terminal of the first relay k1 and the first coil external terminal of the second relay k2 through the fifth switching unit S5; a second terminal of the second switching unit S2 is connected to the first coil external terminal of the third relay k3 and the first coil external terminal of the fourth relay k4 through the sixth switching unit S6;

the second coil external connection end of the first relay k1 is connected with the negative pole of a power supply, the first common end contact of the first relay k1 is connected with the first normally closed end contact of the sixth relay k6, the second common end contact of the first relay k1 is connected with the second normally closed end contact of the sixth relay k6, the first normally closed end contact of the first relay k1 is connected with the positive pole port of the left driving motor M1, and the second normally closed end contact of the first relay k1 is connected with the negative pole port of the left driving motor M1;

The second coil outer connecting end of the second relay k2 is connected with the negative pole of a power supply, the first common end contact of the second relay k2 is connected with the negative pole port of the left brake motor M2, the second common end contact of the second relay k2 is connected with the positive pole port of the left brake motor M2, the first normally open end contact of the second relay k2 is connected with the negative pole of the power supply, the second normally open end contact of the second relay k2 is connected with the positive pole of the power supply, the first normally closed end contact of the second relay k2 is connected with the positive pole of the power supply, and the second normally closed end contact of the second relay k2 is connected with the negative pole of the power supply;

the second coil outer connecting end of the third relay k3 is connected with the negative pole of a power supply, the first common end contact of the third relay k3 is connected with the negative pole port of the right brake motor M3, the second common end contact of the third relay k3 is connected with the positive pole port of the right brake motor M3, the first normally open end contact of the third relay k3 is connected with the negative pole of the power supply, the second normally open end contact of the third relay k3 is connected with the positive pole of the power supply, the first normally closed end contact of the third relay k3 is connected with the positive pole of the power supply, and the second normally closed end contact of the third relay k3 is connected with the negative pole of the power supply;

the second coil external connection end of the fourth relay k4 is connected with the negative pole of the power supply, the first common end contact of the fourth relay k4 is connected with the first normally closed end contact of the seventh relay k7, the second common end contact of the fourth relay k4 is connected with the second normally closed end contact of the seventh relay k7, the first normally closed end contact of the fourth relay k4 is connected with the positive pole port of the right drive motor M4, and the second normally closed end contact of the fourth relay k4 is connected with the negative pole port of the right drive motor M4;

The first coil external connection end of the sixth relay k6 is connected with the second end of the first switch unit S1, the second coil external connection end of the sixth relay k6 is connected with the negative electrode of the power supply, the first common end contact of the sixth relay k6 is connected with the positive electrode of the power supply, and the second common end contact of the sixth relay k6 is connected with the negative electrode of the power supply;

the first coil external connection end of the seventh relay k7 is connected with the negative electrode of the power supply, the second coil external connection end of the seventh relay k7 is connected with the second end of the second switch unit S2, the first common end contact of the seventh relay k7 is connected with the positive electrode of the power supply, and the second common end contact of the seventh relay k7 is connected with the negative electrode of the power supply.

In this embodiment, a fifth switch unit S5, a sixth switch unit S6, a sixth relay k6 and a seventh relay k7 are added, and the connection mode of the first relay k1 and the fourth relay k4 is modified, so that the left-hand and right-hand running functions of the trolley can be realized.

The preferred fifth switching unit S5 and sixth switching unit S6 are both jog switches.

The first relay k1 and the sixth relay k6 are connected in series to control the left driving motor M1, so long as any one of the first relay k1 and the sixth relay k6 is powered on, the left driving motor M1 is powered off, and only if the first relay k1 and the sixth relay k6 are powered off simultaneously, the left driving motor M1 is powered on.

The fourth relay k4 and the seventh relay k7 are connected in series to control the right driving motor M4, and as long as any one of the fourth relay k4 and the seventh relay k7 is powered on, the right driving motor M4 is powered off, and only if the fourth relay k4 and the seventh relay k7 are powered off simultaneously, the right driving motor M4 is powered on.

Compared with the control circuit shown in fig. 1, the trolley control circuit shown in fig. 2 has the following 2 more situations:

and fifthly, the left driving motor M1 is powered off, the left brake motor M2 rotates reversely, the right driving motor M4 is powered on, the right brake motor M3 rotates reversely, at the moment, the left driving motor M1 stops rotating, the left wheel is unpowered, but at the moment, the left brake motor M2 does not brake in the reverse rotation, the right driving motor M4 rotates, the right brake motor M3 does not brake, so that at the moment, the left wheel is unpowered, but can still be driven to rotate without locking, and the vehicle body deviates to the left.

Sixthly, the right driving motor M4 is powered off, the right brake motor M3 rotates reversely, the left driving motor M1 is powered on, the left brake motor M2 rotates reversely, the right driving motor M4 stops rotating at the moment, the right wheel is unpowered, but the right brake motor M3 does not brake due to reverse rotation at the moment, the left driving motor M1 rotates, the left brake motor M2 does not brake, so that the right wheel is unpowered, can still be driven to rotate without locking, and the vehicle body moves to the right side.

The states of the switches for realizing the two conditions are as follows:

when the third switching unit S3 is closed, the first sub-switch S31 is turned on, the first switching unit S1 is turned off, the second switching unit S2 is turned off, the fourth switching unit S4 is turned off, and the fifth switching unit S5 is turned off, the vehicle is deviated to the left, which may occur

When the third switching unit S3 is turned on, the third sub-switch S33 is turned on, the first switching unit S1 is turned off, the second switching unit S2 is turned off, the fourth switching unit S4 is turned off, and the sixth switching unit S6 is turned off, the cart is deviated to the right, and the above-mentioned condition occurs.

With respect to other types of operating state control that can be implemented by the vehicle control circuit shown in fig. 2, not all are listed here, and those skilled in the art can learn the states of the switches when the vehicle is in other operating states according to the circuit shown in fig. 2.

In the present invention, the first relay, the second relay, the third relay, and the fourth relay are relays with 8 pins, and in an alternative embodiment, the four relays may also be replaced by two relays with 14 pins; specifically, as shown in fig. 3, in an alternative embodiment of the present invention, the relay module includes a relay a, a relay B, and the fifth relay K5; the relay A and the relay B are both 14-pin relays;

The first coil outer connecting end of the relay A is connected with the second end of the first switch unit S1, the second coil outer connecting end is connected with the negative electrode of the power supply, the first common end contact is connected with the positive electrode of the power supply, the second common end contact is connected with the negative electrode of the power supply, the third common end contact is connected with the negative electrode port of the left brake motor M2, and the fourth common end contact is connected with the positive electrode port of the left brake motor M2; the first normally-open end contact and the second normally-open end contact are not connected with other devices, the third normally-open end contact is connected with the negative electrode of the power supply, and the fourth normally-open end contact is connected with the positive electrode of the power supply;

the first normally closed end contact is connected with the positive input port of the left driving motor M1, the second normally closed end contact is connected with the negative input port of the left driving motor M1, the third normally closed end contact is connected with the positive pole of a power supply, and the fourth normally closed end contact is connected with the negative pole of the power supply.

The first coil outer connecting end of the relay B is connected with the second end of the second switch unit S2, the second coil outer connecting end is connected with the negative electrode of a power supply, the first common end contact is connected with the negative electrode port of the right brake motor M3, the second common end contact is connected with the positive electrode port of the right brake motor M3, the third common end contact is connected with the positive electrode of the power supply, and the fourth common end contact is connected with the negative electrode of the power supply; the first normally-open end contact is connected with the negative electrode of the power supply, the second normally-open end contact is connected with the positive electrode of the power supply, and the third normally-open end contact and the fourth normally-open end contact are not connected with other devices; the first normally closed end contact is connected with the positive pole of the power supply, the second normally closed end contact is connected with the negative pole of the power supply, the third normally closed end contact is connected with the positive pole input end of the right driving motor M4, and the fourth normally closed end contact is connected with the negative pole input end of the right driving motor M5.

Similarly, in another preferred embodiment of the present invention, corresponding to the embodiment shown in fig. 2, the first relay, the second relay, the third relay and the fourth relay in fig. 2 can be replaced by two 14-pin relays, namely relay a and relay B, so as to obtain the circuit structure shown in fig. 4.

In this embodiment, the first coil external connection terminal of the relay a is connected to the second terminal of the fifth switch unit S5, the first terminal of the fifth switch unit is connected to the second terminal of the first switch unit, and the second coil external connection terminal is connected to the negative electrode of the power supply; the first common end contact is connected with a first normally closed end contact of a sixth relay K6, the second common end contact is connected with a second normally closed end contact of a sixth relay K6, the third common end contact is connected with a negative electrode port of a left brake motor M2, and the fourth common end contact is connected with a positive electrode port of a left brake motor M2; the first normally-open end contact and the second normally-open end contact are not connected with other devices, the third normally-open end contact is connected with the negative electrode of the power supply, and the fourth normally-open end contact is connected with the positive electrode of the power supply; the first normally closed end contact is connected with the positive input port of the left driving motor M1, the second normally closed end contact is connected with the negative input port of the left driving motor M1, the third normally closed end contact is connected with the positive pole of a power supply, and the fourth normally closed end contact is connected with the negative pole of the power supply.

The external connection end of the first coil of the relay B is connected with the second end of the sixth switching unit S6, and the external connection end of the second coil is connected with the negative electrode of the power supply; the first common end contact is connected with a negative electrode port of the right brake motor M3, the second common end contact is connected with a positive electrode port of the right brake motor M3, the third common end contact is connected with a first normally closed end contact of the seventh relay K7, and the fourth common end contact is connected with a second normally closed end contact of the seventh relay K7; the first normally-open end contact is connected with the negative electrode of the power supply, the second normally-open end contact is connected with the positive electrode of the power supply, and the third normally-open end contact and the fourth normally-open end contact are not connected with other devices; the first normally closed end contact is connected with the positive pole of the power supply, the second normally closed end contact is connected with the negative pole of the power supply, the third normally closed end contact is connected with the positive pole input end of the right driving motor M4, and the fourth normally closed end contact is connected with the negative pole input end of the right driving motor M5.

In a preferred embodiment, the trolley control circuit further comprises a radio receiving module; the radio receiving module is connected with the switch module.

The radio receiving module is added in the figures 1, 2, 3 and 4 respectively to form the circuit structures shown in the figures 5, 6, 7 and 8 correspondingly, the radio receiving module is connected into the circuit, the switch control signal of the external remote control device is received by the radio receiving module, and then the state of each switch in the switch module is controlled, so that the remote control of the vehicle is realized.

On the basis of the above embodiments, another example of the present invention provides that the cart includes the cart control circuit according to any one of the embodiments of the present invention.

Of course, the trolley also comprises a left driving wheel, a right driving wheel, a frame, a driving motor and corresponding driving wheels which are connected in a shaft, chain wheel and chain mode and the like. These belong to the prior art and are not described one by one.

By implementing the embodiment of the invention, the running state of the trolley can be controlled without using a singlechip (namely a controller), a control program is not required to be configured, and the development difficulty and the cost are reduced.

While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.