CN210502668U - Rail transport vehicle - Google Patents
Rail transport vehicle Download PDFInfo
- Publication number
- CN210502668U CN210502668U CN201921617619.1U CN201921617619U CN210502668U CN 210502668 U CN210502668 U CN 210502668U CN 201921617619 U CN201921617619 U CN 201921617619U CN 210502668 U CN210502668 U CN 210502668U
- Authority
- CN
- China
- Prior art keywords
- transport vehicle
- rail transport
- band
- type brake
- traction motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The utility model provides a rail transport vehicle relates to the rail transport field. The utility model provides a rail transport vehicle, which comprises a vehicle body, a walking part, a power system and a control system; the power system comprises a storage battery pack and a band-type brake traction motor; the storage battery pack is electrically connected with a band-type brake traction motor, and the band-type brake traction motor drives wheels to rotate through an axle; the control system comprises a frequency converter and a control cabinet; the control cabinet is electrically connected with the frequency converter and used for controlling the motion state of the rail transport vehicle. The utility model discloses a rail transport vehicle has reduced staff's intensity of labour by a wide margin owing to adopted its battery that carries as the power supply, is favorable to reducing manpower resources's waste, reduces the cost of track traffic building construction.
Description
Technical Field
The utility model relates to a rail transport field especially relates to a rail transport car.
Background
The rail transit is widely applied to long-distance land transportation and urban public transportation of medium and short distances due to large transportation volume, high speed, high accuracy, energy conservation and environmental protection. Common rail traffic includes railways, subways, light rails, and trams.
With the increasing popularization of rail transit, rail transit transportation systems are built in various places. In the construction process of the rail transit building, a large amount of materials need to be transported to a construction site, so that the materials need to be transported by using a rail transport vehicle capable of running along a rail.
The existing rail transport vehicle uses manpower as a power source, the labor intensity of workers is high, the transportation efficiency of the rail transport vehicle is low, the waste of manpower resources is caused, and the construction cost of rail transit buildings is not favorably saved.
SUMMERY OF THE UTILITY MODEL
To the above-mentioned defect of prior art, the utility model aims to provide a rail transport vehicle to overcome some not enough of prior art.
The utility model provides a rail transport vehicle, which comprises a vehicle body, a walking part, a power system and a control system; the vehicle body comprises a bottom plate, and the walking part is arranged below the bottom plate; the walking part comprises a plurality of groups of wheel pairs, and each group of wheel pairs comprises two wheels arranged at intervals and an axle connected with the two wheels; the wheels are used for walking on the track; the power system comprises a storage battery pack and a band-type brake traction motor; the storage battery pack is electrically connected with the band-type brake traction motor, and the band-type brake traction motor drives the wheels to rotate through the axle; the control system comprises a frequency converter and a control cabinet; the input end of the frequency converter is electrically connected with the storage battery pack, and the output end of the frequency converter is electrically connected with the band-type brake traction motor; the control cabinet is electrically connected with the frequency converter and used for controlling the motion state of the rail transport vehicle.
The rail transport vehicle optionally further comprises a reduction gearbox, wherein the input end of the reduction gearbox is connected with the band-type brake traction motor, and the output end of the reduction gearbox is connected with the axle.
Optionally, the band-type brake traction motor includes a band-type brake part and a motor part, and the control system further includes a dc contactor; the band-type brake part is connected with a switch of the direct current contactor in series.
The rail transport vehicle as described above, optionally, the control system further comprises an indicator light and a neutral relay; the indicator light, the coil of the direct current contactor and the switch of the neutral relay are connected in series.
The rail transport vehicle as described above, optionally the coil of the neutral relay is controlled by a first switch in the frequency converter.
The rail transport vehicle as described above, optionally the wheel pairs comprising a driving wheel pair and a driven wheel pair; the driving wheel pair is electrically connected with the band-type brake traction motor.
The rail transport vehicle as described above, optionally the control system further comprises a manual braking system comprising a brake hand wheel, a linkage and brake shoes; the brake hand wheel is installed at one end, close to the driving wheel pair, of the rail transport vehicle, the connecting rod group is connected with the brake hand wheel and the brake shoe, and the brake shoe is matched with the driving wheel pair.
Optionally, the battery pack includes a plurality of 12V dc batteries connected in series, the output voltage of the battery pack is 310V dc, and the band-type brake traction motor is a three-phase ac 220V motor.
The rail transport vehicle as described above, optionally, the control system further includes a dc converter, the dc converter converts the high-voltage dc output by the storage battery pack into low-voltage dc, and the dc converter is configured to supply power to the frequency converter.
Optionally, an operation button, a forward and reverse rotation knob, a stop button and a speed knob are arranged in the control cabinet; the running button, the forward and reverse rotation knob, the stop button and the speed knob are connected with the frequency converter; the operation button controls whether the rail transport vehicle operates or not through the frequency converter; the forward and reverse rotation knob controls the track transport vehicle to move forward or backward through the frequency converter; the stop button controls whether the rail transport vehicle stops or not through the frequency converter; the speed knob controls the running speed of the rail transport vehicle through the frequency converter.
The utility model discloses a rail transport vehicle has reduced staff's intensity of labour by a wide margin owing to adopted its battery that carries as the power supply, has improved rail transport vehicle's conveying efficiency, is favorable to reducing the waste of manpower resources, reduces the cost of rail transit building construction.
Drawings
Fig. 1 is a schematic side view of a rail transport vehicle according to an embodiment of the present invention;
fig. 2 is a schematic top view of a rail transportation vehicle according to an embodiment of the present invention;
fig. 3 is a schematic view of a speed reducing mechanism of a rail transport vehicle according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a manual braking system of a rail transport vehicle according to an embodiment of the present invention;
fig. 5 is a schematic view of an electrical control principle of the rail transportation vehicle according to an embodiment of the present invention.
Reference numerals:
101-a base plate;
200-a running gear;
210-a driving wheel pair;
220-driven wheel pair;
310-a battery pack;
311-a battery;
320-a band-type brake traction motor;
321-a band-type brake part;
322-a motor section;
330-reduction box;
340-universal coupling;
410-a frequency converter;
411 — first switch;
420-a direct current contactor;
430-indicator light;
440-a neutral relay;
450-a dc converter;
460-a control cabinet;
461-run button;
462-forward and reverse rotation knob;
463-stop button;
464-speed knob;
510-braking the hand wheel;
520-linkage;
530-brake shoe.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention.
Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
It should be noted that, in the description of the present invention, the terms "first" and "second" are only used for convenience in describing different components, and are not to be construed as indicating or implying a sequential relationship, relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
The following detailed description of the present invention will be provided in conjunction with the accompanying drawings to enable those skilled in the art to more fully understand the present invention.
As shown in fig. 1 and 2, the present embodiment provides a rail transport vehicle, including a vehicle body, a running part 200, a power system, and a control system; the vehicle body comprises a bottom plate 101, and a walking part 200 is arranged below the bottom plate 101; the walking part 200 comprises a plurality of sets of wheel pairs, each set of wheel pair comprises two wheels arranged at intervals and an axle for connecting the two wheels; the wheels are used for walking on the track; the power system comprises a storage battery pack 310 and a band-type brake traction motor 320; the storage battery pack 310 is electrically connected with a band-type brake traction motor 320, and the band-type brake traction motor 320 drives wheels to rotate through an axle; the control system comprises a frequency converter 410 and a control cabinet 460; the input end of the frequency converter 410 is electrically connected with the storage battery pack 310, and the output end of the frequency converter 410 is electrically connected with the band-type brake traction motor 320; the control cabinet 460 is electrically connected with the frequency converter 410 and is used for controlling the motion state of the rail transport vehicle.
The vehicle body comprises a bottom plate 101, and the bottom plate 101 is used for bearing materials to be carried by the rail transport vehicle. Fig. 1 is a schematic side view of a rail transport vehicle, as shown in fig. 1, a running part 200 is installed below a bottom plate 101, and the running part 200 includes a plurality of sets of wheel pairs, each set of wheel pairs including two wheels arranged at intervals and an axle connecting the two wheels; the wheels are used for walking on the track. The distance between two wheels in each wheel pair is matched with the distance between the two rails of the track, so that the wheels can walk on the track.
The running gear 200 may comprise at least two sets of wheel pairs. When the length of the bottom plate 101 is large, three or more sets of wheel pairs can be provided for the rail transport vehicle to increase the friction between the rail and the wheels and improve the load capacity of the rail transport vehicle.
The power system includes a battery pack 310 and a band-type brake traction motor 320. The battery pack 310 serves as a power source to provide power for the band-type brake traction motor 320. Specifically, as shown in fig. 2, battery pack 310 is mounted on a rail car. Because the track transport vehicle adopts the storage battery 310 carried by the track transport vehicle as a power source, an external power source or other power sources are not needed, the flexibility and the maneuverability of the track transport vehicle are favorably improved, and the track transport vehicle can independently run and operate. In addition, compare in the manpower and pull, electronic track transport vechicle can bear more materials to carry the material with higher speed, thereby be favorable to improving track transport vechicle's rate of transportation.
Specifically, the battery pack 310 may be constituted by a lead-acid battery 311 that can be charged and discharged. The band-type brake traction motor 320 has the function of a power-off band-type brake, under the condition of no power supply, the electromagnet of the band-type brake traction motor 320 loses magnetic force, and the band-type brake is tightly held, so that the band-type brake traction motor 320 can be locked after being stopped, and the rail transport vehicle is prevented from continuously moving after the power-off.
The control system includes a frequency converter 410; the input end of the frequency converter 410 is electrically connected with the storage battery pack 310, and the output end of the frequency converter 410 is electrically connected with the band-type brake traction motor 320. The dc power provided by the battery pack 310 is converted by the inverter 410 to form a three-phase ac power with adjustable voltage and frequency. The three-phase alternating current can directly drive the band-type brake traction motor 320 to provide power for the band-type brake traction motor 320.
The control system further comprises a control cabinet 460, wherein the control cabinet 460 is electrically connected with the frequency converter 410 and is used for controlling the motion state of the rail transport vehicle. The control cabinet 460 may be a human-machine interface of the rail transportation vehicle, and may be used for receiving a command given to the rail transportation vehicle by a worker, so as to control the motion state of the rail transportation vehicle, such as starting or stopping, advancing or backing, and accelerating or decelerating.
The existing rail transport vehicle uses manpower as a power source, the labor intensity of workers is high, the transportation efficiency of the rail transport vehicle is low, the waste of manpower resources is caused, and the construction cost of rail transit buildings is not favorably saved.
In the embodiment, the rail transport vehicle is adopted and comprises a vehicle body, a walking part 200, a power system and a control system; the vehicle body comprises a bottom plate 101, and a walking part 200 is arranged below the bottom plate 101; the walking part 200 comprises a plurality of sets of wheel pairs, each set of wheel pair comprises two wheels arranged at intervals and an axle for connecting the two wheels; the wheels are used for walking on the track; the power system comprises a storage battery pack 310 and a band-type brake traction motor 320; the storage battery pack 310 is electrically connected with a band-type brake traction motor 320, and the band-type brake traction motor 320 drives wheels to rotate through an axle; the control system comprises a frequency converter 410 and a control cabinet 460; the input end of the frequency converter 410 is electrically connected with the storage battery pack 310, and the output end of the frequency converter 410 is electrically connected with the band-type brake traction motor 320; the control cabinet 460 is electrically connected with the frequency converter 410 and is used for controlling the motion state of the rail transport vehicle, and the rail transport vehicle adopts the storage battery 311 carried by the rail transport vehicle as a power source, so that the labor intensity of workers is greatly reduced, the transport efficiency of the rail transport vehicle is improved, the waste of human resources is reduced, and the construction cost of rail transit buildings is reduced.
As shown in fig. 3, optionally, the rail transport vehicle of this embodiment further includes a reduction box 330, an input end of the reduction box 330 is connected to the band-type brake traction motor 320, and an output end of the reduction box 330 is connected to the axle.
The reduction box 330 serves as a reduction transmission device and has the functions of matching rotating speed and transmitting torque. The reduction gearbox 330 may reduce the rotational speed by increasing the torque. The input end of the reduction box 330 of the embodiment is connected with the band-type brake traction motor 320, and the output end of the reduction box 330 is connected with the axle.
Optionally, the reduction gearbox 330 of the present embodiment is a two-stage gear reduction gearbox 330, and the rotor of the band-type brake traction motor 320 is connected with the reduction gearbox 330 through the universal coupling 340 and the flange, and is transmitted to the axle after being reduced by the two-stage gear of the gear reduction gearbox 330. The arrangement of the reduction gearbox 330 is beneficial to realizing that the running speed of the rail transport vehicle is adjustable, and the running speed is not required to be changed after the rail transport vehicle is stopped, thereby being beneficial to controlling the running speed of the rail transport vehicle by workers.
In the embodiment, the rail transport vehicle further comprises the reduction gearbox 330, the input end of the reduction gearbox 330 is connected with the band-type brake traction motor 320, and the output end of the reduction gearbox 330 is connected with the axle, so that the rail transport vehicle is adjustable in running speed, the running speed is not required to be changed after the rail transport vehicle stops, and the rail transport vehicle is controlled by a worker in running speed.
As shown in fig. 5, optionally, the band-type brake traction motor 320 of the present embodiment includes a band-type brake portion 321 and a motor portion 322, and the control system further includes a dc contactor 420; the band-type brake portion 321 is connected in series with the switch of the dc contactor 420.
The contracting brake traction motor 320 has a power-off contracting brake function, and under the condition that the contracting brake traction motor 320 is not electrified, the electromagnet of the contracting brake traction motor 320 loses magnetic force, and the contracting brake is tightly held, so that the contracting brake traction motor 320 can be locked after being stopped. Under the condition that the band-type brake traction motor 320 is electrified, the electromagnet has magnetic force, the band-type brake is loosened, and the traction motor drives the rail transport vehicle to operate.
The dc contactor 420 is used to remotely switch on or off a load of a dc circuit. Because the current in the coil is direct current, the direct current contactor 420 can not be impacted by the starting current, so the direct current contactor 420 has long service life and is suitable for the rail transport vehicle which is frequently started and stopped.
When the coil of the dc contactor 420 is energized, the switch of the dc contactor 420 corresponding to the coil is closed. After the switch of the dc contactor 420 is closed, the contracting brake traction motor 320 is powered on, the electromagnet of the contracting brake part 321 has magnetic force, the contracting brake is released, and the traction motor drives the rail transport vehicle to operate.
When the coil of the dc contactor 420 is not energized, the switch of the dc contactor 420 corresponding to the coil is opened. After the switch of the direct current contactor 420 is turned on, the band-type brake traction motor 320 is not powered on, the electromagnet of the band-type brake part 321 loses magnetic force, and the band-type brake is tightly held, so that the parking position can be locked after the band-type brake traction motor 320 stops, and the rail transport vehicle is prevented from moving by inertia after the power supply is cut off.
The switch of the direct current contactor 420 is closed and opened to control the band-type brake of the band-type brake traction motor 320, so that the power-off band-type brake function of the band-type brake traction motor 320 is favorably realized, the opening or the parking of the rail transport vehicle is favorably controlled, and the inertia of the rail transport vehicle after the power supply is cut off is avoided from advancing.
In the embodiment, the band-type brake traction motor 320 comprises a band-type brake part 321 and a motor part 322, and the control system further comprises a direct current contactor 420; the technical means that the band-type brake part 321 is connected in series with the switch of the direct current contactor 420 is beneficial to realizing the power-off band-type brake function of the band-type brake traction motor 320, so that the opening or parking of the rail transport vehicle can be better controlled, and the inertia of the rail transport vehicle after the power supply is cut off is avoided.
As shown in fig. 5, optionally, the control system of the present embodiment further includes an indicator light 430 and a neutral relay 440; the indicator light 430, the coil of the dc contactor 420 and the switch of the neutral relay 440 are connected in series.
When the coil of the neutral relay 440 is energized, the switch of the neutral relay 440 corresponding to the coil is closed. The circuit in which the switches of the neutral relay 440 are located forms a closed loop. The indicator lamp 430 in the closed circuit is energized to emit light, the coil of the dc contactor 420 connected in series with the indicator lamp 430 is energized, and the switch of the dc contactor 420 corresponding to the coil is closed. After the switch of the dc contactor 420 is closed, the contracting brake traction motor 320 is powered on, the electromagnet of the contracting brake part 321 has magnetic force, the contracting brake is released, and the traction motor drives the rail transport vehicle to operate.
When the coil of the neutral relay 440 is not energized, the switch of the neutral relay 440 corresponding to the coil is turned on. The circuit in which the switch of the neutral relay 440 is located is open. The open indicator lamp 430 stops emitting light, the coil of the dc contactor 420 connected in series with the indicator lamp 430 is not energized, and the switch of the dc contactor 420 corresponding to the coil is turned on. After the switch of the direct current contactor 420 is turned on, the band-type brake traction motor 320 is not powered on, the electromagnet of the band-type brake part 321 loses magnetic force, and the band-type brake is tightly held, so that the parking position can be locked after the band-type brake traction motor 320 stops, and the rail transport vehicle is prevented from moving by inertia after the power supply is cut off.
The indicator light 430 is used for displaying the running state of the rail transport vehicle; when the indicator light 430 is on, the band-type brake traction motor 320 works, and the rail transport vehicle runs; when the indicator light 430 does not emit light, the band-type brake is locked, and the rail transport vehicle is parked; the indicator light 430 is beneficial to workers to quickly and accurately judge whether the band-type brake traction motor 320 is electrified or not, and is beneficial to the use and maintenance of the rail transport vehicle.
Whether the coil of the middle position relay 440 is electrified or not is controlled, and the opening and closing of the switch of the middle position relay 440 is controlled, so that the switch of the direct current contactor 420 is opened and closed, whether the band-type brake traction motor 320 is band-type or not is controlled, the power-off band-type brake function of the band-type brake traction motor 320 is favorably realized, the opening or parking of the rail transport vehicle is favorably controlled, and the inertia of the rail transport vehicle after the power supply is cut off is avoided.
In the embodiment, the control system further comprises an indicator light 430 and a neutral relay 440; the technical means that the indicator light 430, the coil of the direct current contactor 420 and the switch of the neutral relay 440 are connected in series is favorable for realizing the power-off brake function of the brake traction motor 320, so that the start or the parking of the rail transport vehicle can be better controlled, and the inertia of the rail transport vehicle after the power supply is cut off is avoided.
As shown in fig. 5, optionally, the coil of the neutral relay 440 of the present embodiment is controlled by a first switch 411 in the frequency converter 410.
Alternatively, the opening and closing of the first switch 411 of the present embodiment is controlled by the inverter 410.
When the first switch 411 is closed, the coil of the neutral relay 440 is energized, and the switch of the neutral relay 440 corresponding to the coil is closed. The circuit in which the switches of the neutral relay 440 are located forms a closed loop. The indicator lamp 430 in the closed circuit is energized to emit light, the coil of the dc contactor 420 connected in series with the indicator lamp 430 is energized, and the switch of the dc contactor 420 corresponding to the coil is closed. After the switch of the dc contactor 420 is closed, the contracting brake traction motor 320 is powered on, the electromagnet of the contracting brake part 321 has magnetic force, the contracting brake is released, and the traction motor drives the rail transport vehicle to operate.
When the first switch 411 is turned on, the coil of the neutral relay 440 is not energized, and the switch of the neutral relay 440 corresponding to the coil is turned on. The circuit in which the switch of the neutral relay 440 is located is open. The open indicator lamp 430 stops emitting light, the coil of the dc contactor 420 connected in series with the indicator lamp 430 is not energized, and the switch of the dc contactor 420 corresponding to the coil is turned on. After the switch of the direct current contactor 420 is turned on, the band-type brake traction motor 320 is not powered on, the electromagnet of the band-type brake part 321 loses magnetic force, and the band-type brake is tightly held, so that the parking position can be locked after the band-type brake traction motor 320 stops, and the rail transport vehicle is prevented from moving by inertia after the power supply is cut off.
The frequency converter 410 controls the on-off of the first switch 411, so that whether the band-type brake traction motor 320 is band-type or not is automatically controlled, the starting or stopping of the rail transport vehicle is favorably and automatically controlled, and the rail transport vehicle is prevented from moving by inertia after the power supply is cut off.
In the embodiment, the technical means that the coil of the middle relay 440 is controlled by the first switch 411 in the frequency converter 410 is adopted, so that whether the band-type brake traction motor 320 is band-type or not is automatically controlled, the rail transport vehicle is better and automatically controlled to be started or stopped, and the rail transport vehicle is prevented from moving by inertia after the power supply is cut off.
As shown in fig. 2, the wheel pairs of the present embodiment optionally include a driving wheel pair 210 and a driven wheel pair 220; the driving wheel pair 210 is electrically connected with a band-type brake traction motor 320.
The band-type brake traction motor 320 provides power for the driving wheel pair 210, and the driven wheel pair 220 is driven under the action of friction force. Alternatively, the rail vehicle running gear 200 has two sets of wheel pairs, one set of wheel pairs being a driving wheel pair 210 and the other set of wheel pairs being a driven wheel pair 220, i.e. the rail vehicle is a two-wheel drive.
Because the rail transport vehicle runs on the rail, the rail is stable relative to the road surface, and the rail has no rugged road condition, so that the two driving vehicles can deal with the rail transport vehicle. Compared with a four-drive vehicle, the two-drive vehicle has the advantages of simple structure, light weight and low energy consumption, and is beneficial to improving the endurance time of the rail transport vehicle charged once; and the abrasion speed of the tire is reduced, so that the service life of the wheel set is prolonged.
In the embodiment, the wheel pairs comprise the driving wheel pair 210 and the driven wheel pair 220; the technical means that the driving wheel pair 210 is electrically connected with the band-type brake traction motor 320 enables the track transport vehicle to be simple in structure, light in weight and low in energy consumption, and is beneficial to improving the endurance time of the track transport vehicle in one-time charging; and the abrasion speed of the tire is reduced, so that the service life of the wheel set is prolonged.
As shown in fig. 4, optionally, the control system of the present embodiment further includes a manual braking system, which includes a brake hand wheel 510, a linkage 520, and a brake shoe 530; the brake hand wheel 510 is installed at one end of the rail transport vehicle close to the driving wheel pair 210, the linkage 520 connects the brake hand wheel 510 and the brake shoe 530, and the brake shoe 530 is matched with the driving wheel pair 210.
Manual braking systems may be used when the rail transport vehicle needs to be parked for a long time. The manual braking system is more stable and reliable compared with electronic parking due to the adoption of a mechanical structure, is favorable for avoiding the movement of the rail transport vehicle after braking, and is suitable for long-time parking.
The manual braking system includes a brake handwheel 510, a linkage 520, and brake shoes 530. Since the brake shoe 530 needs to act on the driving wheel pair 210, the brake handwheel 510 is installed at one end of the rail transport vehicle close to the driving wheel pair 210, which is beneficial to simplifying the structure of the rail transport vehicle.
In the embodiment, the control system further comprises a manual braking system, and the manual braking system comprises a braking hand wheel 510, a connecting rod group 520 and a brake shoe 530; the brake hand wheel 510 is installed at one end of the rail transport vehicle close to the driving wheel pair 210, the connecting rod set 520 is connected with the brake hand wheel 510 and the brake shoe 530, and the brake shoe 530 is matched with the driving wheel pair 210.
Alternatively, the battery pack 310 of the present embodiment includes a plurality of 12V dc batteries 311 connected in series, the output voltage of the battery pack 310 is 310V dc, and the band-type brake traction motor 320 is a three-phase ac 220V motor.
The storage battery 310 is used as a power source of the rail transport vehicle in the embodiment, so that the rail transport vehicle does not need an external power source or other power sources, the flexibility and the maneuverability of the rail transport vehicle are improved, and the rail transport vehicle can run independently and operate independently.
Specifically, the battery pack 310 may be configured by connecting lead-acid batteries 311 capable of charging and discharging in series. In order to achieve an output of 310V dc, the battery pack 310 needs to use 26 12V dc lead-acid batteries 311 connected in series. Lead acid battery 311 compares in the lithium cell safer, after the collision, difficult ignition, explosion, so lead acid battery 311 more is applicable to the building construction site, is favorable to improving rail transport vehicle's security performance. The 12V lead-acid storage battery 311 belongs to a common storage battery 311 in the market, is mature in technology and low in price, and is beneficial to popularization and application of the rail transport vehicle in the embodiment.
In addition, because the 12V dc lead-acid battery 311 has a large mass and a large number, as shown in fig. 1 and fig. 2, the 12V dc lead-acid battery 311 can be separately installed at two ends of the rail transport vehicle, so that the rail transport vehicle has a more compact structure and is beneficial to the stable operation of the rail transport vehicle during no-load.
Since the commercial power is 220V three-phase alternating current, the three-phase alternating current 220V band-type brake traction motor 320 is more common, and the technology is more mature. The rail transport vehicle uses the three-phase alternating current 220V band-type brake traction motor 320, so that the cost is saved, and the popularization and the application of the rail transport vehicle of the embodiment are facilitated.
In the embodiment, the technical means that the storage battery pack 310 comprises a plurality of 12V direct current storage batteries 311 connected in series, the output voltage of the storage battery pack 310 is 310V direct current, and the band-type brake traction motor 320 is a three-phase alternating current 220V motor is adopted, so that the flexibility and the maneuverability of the rail transport vehicle are improved, and the rail transport vehicle can run independently and operate independently; and is also beneficial to the popularization and the application of the rail transport vehicle of the embodiment.
As shown in fig. 5, optionally, the control system of the present embodiment further includes a dc converter 450, where the dc converter 450 converts the high-voltage dc output by the battery pack 310 into low-voltage dc, and the dc converter 450 is used to supply power to the frequency converter 410.
Specifically, the dc converter 450 may convert the 310V dc power into the 24V dc power, and the 24V dc power is suitable for the control circuit inside the frequency converter 410 to be powered, which is beneficial to the safe operation of the control circuit of the frequency converter 410.
In the present embodiment, the control system further includes a dc converter 450, the dc converter 450 converts the high-voltage dc output by the battery pack 310 into low-voltage dc, and the dc converter 450 is used to supply power to the frequency converter 410, which is beneficial to the safe operation of the control circuit of the frequency converter 410.
As shown in fig. 5, optionally, a running button 461, a forward and reverse rotation knob 462, a stop button 463 and a speed knob 464 are arranged in the control cabinet 460 of the present embodiment; the running button 461, the forward and reverse rotation knob 462, the stop button 463 and the speed knob 464 are connected with the frequency converter 410; the operation button 461 controls whether the rail transport vehicle operates or not through the frequency converter 410; the forward and reverse rotation knob 462 controls the track transport vehicle to move forward or backward through the frequency converter 410; a stop button 463 for controlling whether the rail transport vehicle stops or not through the frequency converter 410; the speed knob 464 controls the speed of the rail car through the frequency converter 410.
Optionally, after the operation button 461 is pressed, the frequency converter 410 enables the band-type brake traction motor 320 to be powered on, and the rail transport vehicle can move forwards or backwards; after the stop button 463 is pressed, the frequency converter 410 enables the band-type brake traction motor 320 to band-type brake, and the rail transport vehicle is parked; the forward and reverse rotation knob 462 switches forward and reverse rotation of the power wheel pair by changing the rotation position of the knob, so that the rail transport vehicle moves forwards or backwards; the speed knob 464 can adjust the movement speed of the rail transport vehicle by changing the rotation position of the knob.
The switch board 460 enables the operation button 461, the forward and reverse rotation knob 462, the stop button 463 and the speed knob 464 to be arranged in a centralized mode, so that the use and the maintenance of workers are facilitated, the running state of the rail transport vehicle can be conveniently and rapidly adjusted by the workers to adapt to different working conditions, and the work efficiency of the workers and the safety performance of the rail transport vehicle are facilitated to be improved.
In addition, the control system of the rail transport vehicle can also use other control modes, such as wired remote control and wireless remote control, to control the running state of the rail transport vehicle.
In the embodiment, the control cabinet 460 is internally provided with an operation button 461, a forward and reverse rotation knob 462, a stop button 463 and a speed knob 464; the running button 461, the forward and reverse rotation knob 462, the stop button 463 and the speed knob 464 are connected with the frequency converter 410; the operation button 461 controls whether the rail transport vehicle operates or not through the frequency converter 410; the forward and reverse rotation knob 462 controls the track transport vehicle to move forward or backward through the frequency converter 410; a stop button 463 for controlling whether the rail transport vehicle stops or not through the frequency converter 410; the speed knob 464 controls the running speed of the rail transport vehicle through the frequency converter 410, which is beneficial to improving the working efficiency of workers and the safety performance of the rail transport vehicle.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (10)
1. A rail transport vehicle is characterized by comprising a vehicle body, a walking part, a power system and a control system; wherein the content of the first and second substances,
the vehicle body comprises a bottom plate, and the walking part is arranged below the bottom plate;
the walking part comprises a plurality of groups of wheel pairs, and each group of wheel pairs comprises two wheels arranged at intervals and an axle connected with the two wheels; the wheels are used for walking on the track;
the power system comprises a storage battery pack and a band-type brake traction motor; the storage battery pack is electrically connected with the band-type brake traction motor, and the band-type brake traction motor drives the wheels to rotate through the axle;
the control system comprises a frequency converter and a control cabinet; the input end of the frequency converter is electrically connected with the storage battery pack, and the output end of the frequency converter is electrically connected with the band-type brake traction motor; the control cabinet is electrically connected with the frequency converter and used for controlling the motion state of the rail transport vehicle.
2. The rail transport vehicle of claim 1, further comprising a reduction gearbox, wherein an input end of the reduction gearbox is connected with the band-type brake traction motor, and an output end of the reduction gearbox is connected with the axle.
3. The rail transport vehicle of claim 1, wherein the band-type brake traction motor comprises a band-type brake portion and a motor portion, the control system further comprising a direct current contactor; the band-type brake part is connected with a switch of the direct current contactor in series.
4. The rail transit vehicle of claim 3, wherein the control system further comprises an indicator light and a neutral relay; the indicator light, the coil of the direct current contactor and the switch of the neutral relay are connected in series.
5. The rail transport vehicle of claim 4, wherein the coil of the neutral relay is controlled by a first switch within the frequency converter.
6. The rail transport vehicle of claim 1, wherein the wheel pairs include a drive wheel pair and a driven wheel pair; the driving wheel pair is electrically connected with the band-type brake traction motor.
7. The rail transport vehicle of claim 6, wherein the control system further comprises a manual braking system comprising a brake hand wheel, a linkage, and brake shoes; the brake hand wheel is installed at one end, close to the driving wheel pair, of the rail transport vehicle, the connecting rod group is connected with the brake hand wheel and the brake shoe, and the brake shoe is matched with the driving wheel pair.
8. The rail transport vehicle of claim 1, wherein the battery pack comprises a plurality of 12V DC batteries connected in series, the output voltage of the battery pack is 310V DC, and the band-type brake traction motor is a three-phase AC 220V motor.
9. The rail transport vehicle of claim 8, wherein the control system further comprises a dc converter that converts high voltage dc power output by the battery pack to low voltage dc power, the dc converter being configured to power the inverter.
10. The rail transport vehicle of claim 1, wherein a run button, a forward and reverse rotation knob, a stop button and a speed knob are disposed within the control cabinet; the running button, the forward and reverse rotation knob, the stop button and the speed knob are connected with the frequency converter;
the operation button controls whether the rail transport vehicle operates or not through the frequency converter;
the forward and reverse rotation knob controls the track transport vehicle to move forward or backward through the frequency converter;
the stop button controls whether the rail transport vehicle stops or not through the frequency converter;
the speed knob controls the running speed of the rail transport vehicle through the frequency converter.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921617619.1U CN210502668U (en) | 2019-09-26 | 2019-09-26 | Rail transport vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921617619.1U CN210502668U (en) | 2019-09-26 | 2019-09-26 | Rail transport vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210502668U true CN210502668U (en) | 2020-05-12 |
Family
ID=70571738
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921617619.1U Active CN210502668U (en) | 2019-09-26 | 2019-09-26 | Rail transport vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210502668U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112810636A (en) * | 2021-01-21 | 2021-05-18 | 中车山东机车车辆有限公司 | Multifunctional intelligent truck suitable for subway line |
-
2019
- 2019-09-26 CN CN201921617619.1U patent/CN210502668U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112810636A (en) * | 2021-01-21 | 2021-05-18 | 中车山东机车车辆有限公司 | Multifunctional intelligent truck suitable for subway line |
| CN112810636B (en) * | 2021-01-21 | 2022-05-13 | 中车山东机车车辆有限公司 | Multifunctional intelligent truck suitable for subway line |
| WO2022156231A1 (en) * | 2021-01-21 | 2022-07-28 | 中车山东机车车辆有限公司 | Multifunctional intelligent freight car suitable for subway line |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103738194B (en) | Electrically-driven mining truck | |
| CN102529717A (en) | Energy-saving device of motor vehicle and motor vehicle provided with energy-saving device | |
| CN102039823A (en) | Electric vehicle and charging method thereof | |
| CN101774355A (en) | Rail transportation system powered by solar energy | |
| CN205601529U (en) | Four -wheel individual drive turns to electronic combined car | |
| CN210502668U (en) | Rail transport vehicle | |
| CN202541231U (en) | Dual-purpose remote control car for public rail | |
| CN109017823A (en) | Cable tramway transportation system | |
| CN102167057A (en) | Thrust vehicle special for railway locomotive | |
| WO2019104762A1 (en) | Trolley bus | |
| CN112550319A (en) | Rail transport vehicle | |
| CN209888922U (en) | Electric vehicle chassis for outdoor unmanned delivery | |
| CN101624008A (en) | Frequency conversion sub-power high-speed automobile | |
| CN203920744U (en) | Distance type railway battery-driven car | |
| CN208069656U (en) | A kind of electrically-driven car | |
| CN103448736B (en) | Driverless operation electric locomotive | |
| CN109733425A (en) | Track operation vehicle | |
| CN201484416U (en) | Electric track flatcar | |
| CN203439036U (en) | Unmanned electric locomotive | |
| CN202080296U (en) | Special boosting car for railway locomotive | |
| CN110758501A (en) | Portable electric trolley | |
| CN201501319U (en) | Variable-frequency subpower high-speed vehicle | |
| CN106740903A (en) | High-power low-speed storage battery tractor Mechatronic control system | |
| CN104340568A (en) | Heavy-load garbage truck with AC (alternate current) controller | |
| CN218258196U (en) | Emergent power supply car of equipment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |