WO2019154069A1 - 轨道车辆的充电装置及轨道交通系统 - Google Patents

轨道车辆的充电装置及轨道交通系统 Download PDF

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Publication number
WO2019154069A1
WO2019154069A1 PCT/CN2019/072681 CN2019072681W WO2019154069A1 WO 2019154069 A1 WO2019154069 A1 WO 2019154069A1 CN 2019072681 W CN2019072681 W CN 2019072681W WO 2019154069 A1 WO2019154069 A1 WO 2019154069A1
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WO
WIPO (PCT)
Prior art keywords
charging
rail
rail vehicle
blade
knife
Prior art date
Application number
PCT/CN2019/072681
Other languages
English (en)
French (fr)
Inventor
李道林
谭志成
刘秀
杨怡
曾海飞
Original Assignee
比亚迪股份有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to BR112020016013-0A priority Critical patent/BR112020016013A2/pt
Publication of WO2019154069A1 publication Critical patent/WO2019154069A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/38—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
    • B60L5/39—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails from third rail
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/40—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from lines in slotted conduits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/30—Power rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the present application relates to the field of vehicle technology, and in particular, to a charging device and a rail transit system for a rail vehicle.
  • Rail vehicles usually adopt flexible contact nets to take power, and use the bow net or the boot rail to contact and charge.
  • the power-storing method generally has a higher investment cost for the third rail power supply.
  • the small short distance of the energy storage charging type is adopted.
  • the development potential of transporting electric locomotives is huge.
  • the rail vehicle is charged on the road surface, and the electric appliance is charged and contacted by the arc groove.
  • the charging and receiving contactor installed on the vehicle body has a complicated structure, and the electrical receiver and the curved surface contact type generate a large Impact and noise.
  • the present application is intended to address at least one of the technical problems existing in the prior art. To this end, the present application proposes a charging device for a rail vehicle, which has the advantages of simple structure, stability and reliability.
  • the present application also proposes a rail transit system comprising the charging device of the rail vehicle described above.
  • a charging device for a rail vehicle includes: a collector shoe, the collector shoe includes a charging knife, the charging blade is disposed on a vehicle body, and a charging rail is provided with a tank body on the charging rail. The charging blade moves relative to the slot and the charging blade is electrically connected to the charging rail.
  • the charging knife moves relative to the tank of the charging rail and is electrically connected with the charging rail to charge the vehicle body, and the structure is simple and the charging is stable and reliable.
  • the charging knife can be slidably electrically connected to the charging rail as the movement of the vehicle body to charge the charging rail, thereby reducing the waiting time for parking the vehicle to be charged, and making the charging of the rail vehicle more convenient and flexible.
  • the power collecting shoe further includes a sliding seat assembly and an elastic returning member, wherein the charging knife is laterally movably disposed on the sliding seat assembly, and the elastic resetting member respectively
  • the sliding seat assembly is coupled to the charging blade to constantly drive the charging knife to return to an initial position, wherein the resilient return member is in a natural state in the initial position.
  • the charging rail includes a first charging board and the second charging board, and the first charging board and the second charging board are both connected to a power source, the first charging board Forming the trough body in a laterally spaced arrangement with the second charging plate, the trough body having an inlet end and an outlet end, the charging knife being adapted to enter the trough body from the inlet end and from the outlet The end is separated from the slot body, and when the charging knife enters the slot body, the charging blade is electrically connected to the first charging plate and the second charging plate.
  • the collector shoe further includes a bracket movably disposed on the sliding seat assembly in a direction perpendicular to a traveling direction of the rail vehicle, A charging blade is disposed on the bracket, and two ends of the elastic returning member respectively abut on the bracket and the sliding seat assembly.
  • the elastic return members are two, and in the direction perpendicular to the traveling direction of the rail vehicle, two of the elastic return members are distributed on both sides of the charging knife .
  • the charging knife is movably disposed on the bracket in a vertical direction.
  • the bracket is provided with a through hole
  • the collector shoe further includes a moving rod, one end of the moving rod is movably engaged with the through hole, and the other end of the moving rod is disposed. On the charging knife.
  • the collector shoe further includes a cushioning member, and two ends of the cushioning member are respectively connected to the charging blade and the bracket to provide cushioning for vertical movement of the charging blade.
  • the charging blade extends along a traveling direction of the rail vehicle, and in a direction perpendicular to a traveling direction of the rail vehicle, opposite side surfaces of the charging blade are respectively Providing a first flow receiving surface and a second flow receiving surface, wherein a distance between the first flow receiving surface and the second flow receiving surface is from a proximity of the charging blade in the vertical direction
  • One end of the rail vehicle gradually decreases toward an end remote from the rail vehicle.
  • the charging rail further includes a housing, and the first charging board and the second charging board are both connected to the housing through a connection component, and the first charging board and the The second charging plate is movable relative to the housing; when the charging knife enters the slot, the charging knife stops against the first charging plate and the second charging plate to make the first The charging pad and the second charging pad are moved away from each other, and when the charging blade is disengaged from the slot, the first charging pad and the second charging pad move toward each other.
  • the connecting assembly includes: an outer cylinder, the outer cylinder is coupled to the housing; and an inner cylinder, the first end of the inner cylinder slidably enclosing the outer cylinder, The second end of the inner cylinder is connected to the first charging plate or the second charging plate; and an elastic member, one end of the elastic member is positioned on the outer cylinder, and the other end of the elastic member is positioned On the corresponding first charging plate or the second charging plate.
  • connection assembly further includes: a hinge assembly, one end of the hinge assembly is coupled to the first charging pad or the second charging pad, and the other end of the hinge assembly is pinned and The second end of the inner cylinder is rotatably coupled, and the other end of the elastic member abuts against the hinge assembly.
  • At least one of the opposing surfaces of the first charging pad and the second charging pad is provided with a flexible member.
  • the first charging pad and the second charging pad each include a plurality of segment boards that are sequentially connected in a traveling direction of the rail vehicle.
  • two adjacent segments are electrically connected, and two adjacent segments are relatively movable.
  • a rail transit system includes: a rail vehicle, the rail vehicle is provided with an energy storage device; a charging device, the charging device is the charging device described above, and the charging knife is disposed on the rail vehicle And electrically connected to the energy storage device, the charging rail is located on a traveling track of the rail vehicle.
  • the rail transit system can buffer the collision between the charging knife and the charging rail, reduce the influence of the file or the rail caused by the deviation of the vehicle body, and reduce the probability of damage of the charging knife and the charging rail. Extended service life. Moreover, the double-sided flow can be realized, the flow stability and safety are improved, and the flow state is optimized.
  • the charging rail is only disposed within the station section.
  • FIG. 1 is a schematic illustration of a power collector shoe in accordance with some embodiments of the present application.
  • Figure 2 is a side view of the collector shoe illustrated in Figure 1.
  • Figure 3 is a cross-sectional view of the power collector shoe illustrated in Figure 1;
  • Figure 4 is an enlarged view of a portion A circled in Figure 3;
  • Figure 5 is an exploded view of the collector shoe illustrated in Figure 1;
  • FIG. 6 is a schematic view of a power collecting shoe according to other embodiments of the present application.
  • Figure 7 is a plan view showing a portion of the structure of the collector shoe illustrated in Figure 6;
  • Figure 8 is a side elevational view showing a portion of the structure of the power collector shoe illustrated in Figure 6;
  • Figure 9 is an exploded perspective view showing a portion of the structure of the collector shoe illustrated in Figure 6;
  • Figure 10 is a schematic view of the collector shoe illustrated in Figure 6, wherein the bracket is in an initial position;
  • Figure 11 is another schematic view of the collector shoe illustrated in Figure 6, wherein the bracket slides away from the initial position;
  • Figure 12 is a cross-sectional view of a charging knife of a collector shoe according to an embodiment of the present application.
  • Figure 13 is a cross-sectional view showing a partial structure of a power collector shoe according to an embodiment of the present application.
  • Figure 14 is a front elevational view of a charging knife in accordance with an embodiment of the present application.
  • FIG. 15 is a side view of a charging knife in accordance with an embodiment of the present application.
  • FIG. 16 is a top plan view of a charging blade in accordance with an embodiment of the present application.
  • FIG. 17 is a partial plan view of a charging rail in accordance with an embodiment of the present application.
  • Figure 18 is a cross-sectional view of a charging rail in accordance with an embodiment of the present application.
  • FIG. 19 is a perspective view of a partial structure of a rail transit system according to an embodiment of the present application.
  • 20 is a side view of a partial structure of a rail transit system according to an embodiment of the present application.
  • 21 is a schematic diagram showing a partial structure of a rail transit system according to an embodiment of the present application.
  • 22 is a schematic structural diagram of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 23 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • Figure 24 is a partial structural sectional view showing a charging device of a rail vehicle according to an embodiment of the present application.
  • 25 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • Figure 26 is a partial enlarged view of a portion B circled in Figure 25;
  • FIG. 27 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 28 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • 29 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 30 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 31 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 32 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 33 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 34 is a partial structural schematic diagram of a charging device of a rail vehicle according to an embodiment of the present application.
  • 35 is a partial structural sectional view of a charging device of a rail vehicle according to an embodiment of the present application.
  • 36 is a partial structural sectional view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 37 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • Figure 38 is a partial enlarged view of a portion C circled in Figure 37;
  • 39 is a partial structural schematic view of a charging device of a rail vehicle according to an embodiment of the present application.
  • FIG. 40 is a partial exploded view of a charging device of a rail vehicle according to an embodiment of the present application.
  • 41 is a schematic structural view of a charging rail of a rail vehicle according to an embodiment of the present application.
  • FIG. 42 is a schematic structural view of a charging rail of a rail vehicle according to an embodiment of the present application.
  • Figure 43 is a partial enlarged view of a portion D circled in Figure 42.
  • 100 collector shoe; 200: insulating seat; 300: charging rail; 400: insulator;
  • 10a bracket; 101: through hole; 102: support; 1021: bump; 103: accommodating groove;
  • 20 charging knife; 205: connecting portion; 206: body portion; 2061: guiding slope; 201: first flow receiving surface; 202: second flow receiving surface; 203: receiving groove;
  • 21 moving rod; 22: limiting piece; 23: limiting part; 24: line nose; 211: stop boss;
  • 61 first supply surface
  • 62 second supply surface
  • 63 guide section
  • 64 guide slot
  • 611 first outer side plate; 601: first groove; 612: second outer side plate; 602: second groove; 65: anti-scratch inner hook; 66: drain hole; 71: insulating bracket; 710: mounting recess Slot; 72: insulating compact;
  • 610 first charging board; 620: second charging board; 600: segment board; 6001: first extension board; 6002: second extension board; 6003: cable connection block; 6004: flexible member; 630: trough body; : inlet end; 632: outlet end; 640: housing; 647: fixed plate; 641: telescopic hole; 642: shielding portion; 650: connecting component; 651: outer cylinder; 6511: limiting portion; 652: inner cylinder; 6521: first end; 6523: stop; 6524: stop; 6522: second end; 653: recovery member; 660: hinge assembly; 661: pin; 670: limit block; 671: position stop; 672: mitigation piece; 680: protective cover; 690: protective cover.
  • connection In the description of the present application, it should be noted that the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be fixed or detachable, for example, unless otherwise specifically defined and defined. Connected, or integrally connected; can be mechanical or electrical; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of the two components.
  • Connected, or integrally connected can be mechanical or electrical; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of the two components.
  • the specific meanings of the above terms in the present application can be understood in the specific circumstances for those skilled in the art.
  • a charging device 1000 and a rail transit system of a rail vehicle will be described below with reference to FIGS.
  • the charging device 1000 includes a collector shoe 100 and a charging rail 300.
  • the power collecting shoe 100 includes a charging blade 20, and the charging blade 20 is provided on the vehicle body.
  • the charging rail 300 is provided with a slot body 630. The charging blade 20 moves relative to the slot body 630 and the charging blade 20 is electrically connected to the charging rail 300.
  • the tank body 630 may extend in the traveling direction of the vehicle, and the vehicle body may be provided with an energy storage device, and the charging knife 20 may be electrically connected to the energy storage device. As the vehicle travels, the charging blade 20 moves relative to the slot 630 and the charging blade 20 is electrically coupled to the charging rail 300. It should be noted that the charging blade 20 may be in direct contact with and electrically connected to the charging rail 300, or may be an electrical connection that is indirectly contacted by electromagnetic induction. For example, the charging blade 20 can extend into the slot 630 and move into engagement with the slot 630. As used herein, "moving fit" is understood to mean that the charging blade 20 is slidably electrically connected within the housing. Of course, when the charging knife 20 and the tank body 630 are relatively stationary when the vehicle is stopped, the charging knife 20 can also be electrically connected to the charging rail 300 to charge the vehicle body, thereby improving the stability and reliability of the rail vehicle charging.
  • the charging blade 20 moves relative to the slot body 630 of the charging rail 300 and is electrically connected to the charging rail 300 to charge the vehicle body.
  • the structure is simple, the charging is stable and reliable.
  • the charging blade 20 can be slidably electrically connected to the charging rail 300 along with the movement of the vehicle body to charge the charging rail 300, thereby reducing the waiting time of the rail vehicle parking charging, and making the charging of the rail vehicle more convenient. flexible.
  • the power collecting shoe 100 may further include a sliding seat assembly 1 and an elastic returning member 5, and the charging blade 20 is movably disposed on the sliding seat in a direction perpendicular to the traveling direction of the rail vehicle.
  • the sliding seat assembly 1 is adapted to be coupled to the body of the rail vehicle, and in a direction perpendicular to the traveling direction of the rail vehicle, the charging blade 20 is slidably coupled to the sliding seat assembly 1, that is, the charging blade 20 and The slider assembly 1 is connected, and the charging blade 20 is slidable relative to the carriage assembly 1 in the lateral direction.
  • the traveling direction of the rail vehicle is the longitudinal direction
  • the direction perpendicular to the longitudinal direction is the horizontal direction
  • the direction perpendicular to the longitudinal direction and the lateral direction is the vertical direction.
  • the front-rear direction is the longitudinal direction
  • the left-right direction is the horizontal direction
  • the up-and-down direction is the vertical direction.
  • the elastic returning members 5 are respectively connectable to the charging blade 20 and the sliding seat assembly 1, and the elastic returning member 5 often drives the charging blade 20 to return to the initial position, wherein in the initial position.
  • the elastic return member 5 is in a natural state.
  • the “normally driven” can be understood as the tendency of the elastic returning member 5 to drive the movement of the bracket 10a under the elastic restoring force when the elastic returning member 5 is subjected to the pressing force or the tensile force.
  • the "initial position” generally means that the optimal position at which the charging blade 20 is docked with the charging rail 300 is determined according to the design, but the installation position of the charging rail 300 is changed due to the mounting accuracy and the like.
  • the elastic returning member 5 By providing the elastic returning member 5, it is possible to compensate the offset of the charging blade 20 when the vehicle body is displaced, and it is possible to return the charging blade 20 to the initial position when the vehicle body is not displaced.
  • the "natural state” can be understood as a natural state in which the elastic return member 5 is not compressed or tightened. As shown in FIGS. 6 and 7, when the bracket 10a is deviated from the initial position, the elastic returning member 5 can drive the bracket 10a to return to the initial position under the elastic restoring force.
  • the charging blade 20 is adaptively movable in the lateral direction with respect to the sliding seat assembly 1, and the elastic returning member 5 always drives the charging blade 20 to move to the initial position.
  • the charging blade 20 tends to be offset with respect to the charging rail 300.
  • the charging blade 20 slides relative to the sliding seat assembly 1, so that the charging blade 20 and the charging rail 300 are formed.
  • the optimal fit state is adapted to the offset of the vehicle body; at the same time, the elastic return member 5 drives the charging blade 20 to move to the initial position.
  • the charging blade 20 is reset to the initial position under the driving of the elastic returning member 5, and the charging blade 20 can also form a superior fitting state with the charging rail 300. Therefore, it can be used not only under the extreme conditions of the vehicle body offset and the extreme conditions after the puncture, but also reduces the probability of causing a boring or boring accident, and can improve the charging stability.
  • the charging rail 300 includes a first charging board 610 and a second charging board 620, and the first charging board 610 and the second charging board 620 are both connected to a power source.
  • the first charging plate 610 and the second charging plate 620 are spaced apart from each other in a direction perpendicular to the traveling direction of the rail vehicle.
  • the slot body 630 has an inlet end 631 and an outlet end 632.
  • the charging blade 20 is adapted to be imported from the inlet.
  • the end 631 enters the trough body 630 and is detached from the outlet end 632.
  • the charging blade 20 When the charging blade 20 enters the trough body 630, the charging blade 20 is electrically connected to both the first charging plate 610 and the second charging plate 620.
  • the charging blade 20 when the charging blade 20 enters the slot 630 from the inlet end 631, the charging blade 20 can be electrically coupled to the charging rail 300 to charge the vehicle body; when the charging blade 20 is detached from the outlet end 632 from the slot 630, charging The knife 20 is disconnected from the charging rail 300, and the charging blade 20 can enter or disengage from the tank 630 as the vehicle is operated, so that the charging of the rail vehicle can be conveniently controlled.
  • the first charging board 610 and the second charging board 620 extend along the traveling direction of the vehicle, and the first charging board 610 and the second charging board 620 may be disposed in parallel or may be disposed opposite to each other, for example, along From the top to the bottom, the first charging pad 610 and the second charging pad 620 may extend obliquely toward the direction toward each other, or in the downward-upward direction, the first charging pad 610 and the second charging pad 620 may face toward each other The direction extends obliquely.
  • the first charging board 610 and the second charging board 620 may be formed substantially in a rectangular shape, and the opposite surfaces of the first charging board 610 and the second charging board 620 may be configured as a flat surface or a curved surface.
  • the cross sections of the first charging pad 610 and the second charging pad 620 may each be configured as a curve or a broken line, and the first charging pad 610 and the second charging pad 620 protrude toward each other.
  • the charging rail 300 may extend along the extending direction of the traveling rail on which the rail vehicle travels, and the length of the charging rail 300 is not less than the extended length of the traveling rail.
  • the charging rail 300 can be set throughout the journey of the vehicle.
  • the charging blade 20 can always be located in the groove body 630 without being detached from the groove body 630, whereby the rail vehicle can be charged at any time during the running of the train, so that the rail vehicle can maintain sufficient energy to travel at any time.
  • the charging rail 300 can be disposed between the two rails of the rail vehicle traveling track, and the charging knife 20 can be disposed at a corresponding position on the bottom of the vehicle body to facilitate the mating connection of the charging blade 20 and the charging rail 300.
  • the charging rail 300 may be disposed only within the station section, the station section including the platform and 50-150 m extending forward and backward along the length of the track.
  • the charging knife 20 can move with the rail vehicle and enter the tank 630 from the inlet end 631, so that the charging knife 20 and the first charging board 610 and the second charging The boards 620 are electrically connected.
  • the electrical connection between the charging blade 20 and the charging rail 300 allows the energy storage device of the rail vehicle to communicate with the power source, so that the energy storage device of the rail vehicle can be charged.
  • the rail vehicle When the rail vehicle leaves the station, the rail vehicle continues to drive, and the charging knife 20 continues to move with the rail vehicle to disengage the charging knife 20 from the slot body 630, disconnecting the electrical connection between the energy storage device of the rail vehicle and the power source, completing the orbit. Charging of the energy storage device of the vehicle. It can be understood that when the rail vehicle arrives at the platform, the rail vehicle can be stopped. At this time, the charging knife 20 enters the trough body 630 and remains relatively stationary with the trough body 630, so that the stability and reliability of the rail vehicle charging can be improved.
  • the collector shoe 100 may be disposed at the bottom of the vehicle body, and the charging blade 20 may be movably and/or rotatably disposed at the bottom of the vehicle body. That is, the charging blade 20 is movable relative to the vehicle body, or the charging blade 20 is rotatable relative to the vehicle body, or the charging blade 20 can be moved or rotated relative to the vehicle body.
  • the “rotation” described herein may include: turning, turning, pivoting, rotating, etc., wherein the manner of rotation may be understood as the charging blade 20 is rotatable about its central axis.
  • the charging knife 20 when it is necessary to charge the rail vehicle, the charging knife 20 can be extended or rotated out from the bottom of the vehicle body, or protruded in a manner of moving and rotating, so that the charging knife 20 enters the tank body 630 to perform the rail vehicle. Charging; when the charging of the rail vehicle is completed, the charging knife 20 can be moved upward into the vehicle body or the charging knife 20 is rotated and retracted, or the charging knife 20 is retracted in combination with the movement and rotation. In order to avoid the safety of the charging knife 20 during the running of the rail vehicle or the presence of electric leakage.
  • the “revolving knife 20 rotating and extending and retracting” can be understood as the charging knife 20 can rotate relative to the vehicle body.
  • the bracket 10a may be disposed at the bottom of the vehicle body, and the charging blade 20 may be coupled to the bracket 10a through a rotating shaft, and the charging blade 20 may be rotated around the rotating shaft along the length direction, the width direction or other angular directions of the train to facilitate the extension of the charging blade 20. Out and recovery.
  • the charging blade 20 When the charging blade 20 is rotated and extended, the charging blade 20 can be perpendicular to the bottom wall of the vehicle body.
  • the charging blade 20 When the charging blade 20 is rotated and retracted, the charging blade 20 can be attached to the bottom wall of the vehicle body.
  • the power collecting shoe 100 may further include a bracket 10a movably disposed on the sliding seat assembly 1 in a direction perpendicular to a traveling direction of the rail vehicle, and the charging blade 20 is disposed at On the bracket 10a, both ends of the elastic returning member 5 are respectively abutted against the bracket 10a and the sliding seat assembly 1. That is, the bracket 10a is coupled to the slider assembly 1, and the bracket 10a is slidable relative to the carriage assembly 1 in the lateral direction.
  • the charging blade 20 is coupled to the bracket 10a so that when the bracket 10a slides relative to the sliding seat assembly 1, the charging blade 20 is slid by the bracket 10a, so that the charging blade 20 can be laterally disposed relative to the bracket 10a.
  • the upper movement causes the charging blade 20 to move in the width direction of the vehicle body with respect to the rail vehicle.
  • the elastic return members 5 are respectively coupled to the bracket 10a and the slide base assembly 1, whereby the elastic return member 5 can often drive the bracket 10a to return to the natural state.
  • the sliding seat assembly 1 may be formed with a sliding groove 11 extending in the lateral direction, and the bracket 10a is slidably engaged with the sliding groove 11 in the lateral direction. That is, the bracket 10a slides along the chute 11 on the slide base assembly 1.
  • the structure is simple, easy to process, and easy to assemble.
  • one side of the chute 11 in the vertical direction (for example, the up and down direction shown in FIG. 8) is open to form an open side, and the vertical direction is vertical.
  • the inner side of the chute 11 is gradually contracted in the direction toward the open side of the chute 11, and the side of the bracket 10a can be adapted to the inner side of the chute 11. shape.
  • the bracket 10a can be slid in the lateral direction in the chute 11, and the bracket 10a can be prevented from being disengaged from the chute 11 in the vertical direction, and the stability is good and the reliability is high.
  • the chute 11 can be open downward. That is, the sliding seat assembly 1 is formed with a chute 11 extending in the lateral direction and opening downward in the vertical direction, and the chute 11 is configured to be vertically and downwardly tapered, and the bracket 10a is configured to be configured with the chute 11 With the adapted downwardly constricted configuration, the bracket 10a is adapted to fit within the chute 11 and the bracket 10a can slide in the lateral direction along the chute 11. Thereby, the shape of the chute 11 can be prevented to prevent the bracket 10a from coming off the chute 11 due to its own gravity, and the structure is simple and the design is ingenious.
  • the chute 11 may be formed as a trapezoidal groove having a beveled inner side surface, and a cross section perpendicular to the lateral direction of the bracket 10a is formed as a trapezoid capable of cooperating with the trapezoidal groove.
  • the chute 11 and the bracket 10a may also be formed to fit other shapes.
  • the inner side surface of the chute 11 forms a cylindrical surface
  • the side surface of the bracket 10a forms a cylindrical surface. In this regard, it is not to be construed as limiting the present application.
  • an oil reservoir 12 may be disposed on at least one of the inner side surface of the chute 11 and the side surface of the bracket 10a, and the oil reservoir 12 may store lubricating oil or lubrication. Fat and so on.
  • the oil sump 12 is formed on the side of the sliding seat as shown in FIG. 9; alternatively, the oil sump 12 may be formed on the inner side of the sliding groove 11; on the bracket 10a and the inner side of the sliding groove 11
  • An oil reservoir 12 can be provided at the same time.
  • the bracket 10a is provided with a seat 102
  • the elastic return member 5 may include two elastic members 51 in a direction perpendicular to the traveling direction of the rail vehicle.
  • Upper, two elastic members 51 are distributed on both sides of the support base 102, and the elastic member 51 is connectable to the support base 102 and the slide seat assembly 1.
  • the upper surface of the bracket 10a is provided with a support 102, and two elastic members 51 are respectively connected to the left and right sides of the support 102, and the two elastic members 51 are respectively slid The seat assembly 1 is connected.
  • the two elastic members 51 can elastically connect the bracket 10a and the slide base assembly 1 on both sides, so that the elastic deformation of the elastic member 51 allows the bracket 10a to slide in the chute 11, and the elastic member 51 is restored.
  • the characteristic can often drive the bracket 10a to return to the natural state, the structure is simple and compact, the assembly is convenient and fast, and the driving is stable and reliable.
  • the elastic member 51 may be a spring
  • the bracket 10a is provided with a receiving groove 103
  • the receiving groove 103 may extend in the lateral direction, and at least a part of the elastic member 51 may It is accommodated in the accommodating groove 103.
  • the upper surface of the bracket 10a is provided with two accommodating grooves 103 with openings facing upward, and the two springs are respectively accommodated in the accommodating grooves 103. Therefore, the mounting space can be provided for the elastic member 51 through the accommodating groove 103.
  • the space layout is reasonable, and the structure can be made more compact.
  • the elastic member 51 can be limited by the accommodating groove 103 to prevent the elastic member 51 from being generated. Dislocation and failure can improve stability and reliability.
  • the elastic member 51 for the offset recovery may be replaced by other elastic members such as a rubber spring or an air spring, or may be replaced by a pneumatic system having an active control system. This is understandable to those skilled in the art and will not be described herein.
  • the support 102 may include two bumps 1021. As shown in FIGS. 7 and 9, the two bumps 1021 may be laterally spaced, and the two bumps 1021 may be distributed for charging. On both sides of the joint between the knife 20 and the bracket 10a, on the one hand, a space can be provided for the connection of the charging blade 20 and the bracket 10a, thereby improving space utilization, and on the other hand, the mounting stability of the elastic member 51 can be improved.
  • the charging blade 20 is vertically movably disposed on the bracket 10a.
  • the charging blade 20 is movably connected to the bracket 10a in the vertical direction, and the vertical direction is a direction perpendicular to the lateral direction.
  • the up-and-down direction shown in Fig. 6 is vertical. to. That is, the charging blade 20 can move not only in the lateral direction but also in the vertical direction. Therefore, the vehicle body can be adapted to the offset of the vehicle body in the width direction thereof, and the vertical collision of the charging knife 20 when contacting the charging rail 300 can be buffered.
  • the structure is simple and compact, the buffering effect is good, and the charging stability and reliability are higher. .
  • the bracket 10a may be provided with a through hole 101.
  • the collector shoe 100 may further include a moving rod 21, and one end of the moving rod 21 is movably engaged with the through hole 101, and the moving rod 201 is moved.
  • the other end is provided on the charging knife 20.
  • one end of the moving rod 21 (for example, the upper end shown in FIG. 5) movably protrudes into the through hole 101, and the charging blade 20 can be coupled to the other end of the moving rod 21 (ie, the lower end shown in FIG. 5).
  • the charging blade 20 can be in contact with the charging rail 300.
  • the moving rod 21 can be in the through hole.
  • the inside of 101 moves in the up and down direction.
  • the charging blade 20 can be moved in the up and down direction by the moving rod 21.
  • the collector shoe 100 may further include a cushioning member 3, and both ends of the cushioning member 3 are respectively connected to the charging blade 20 and the bracket 10a to provide cushioning for the vertical movement of the charging blade 20.
  • the cushioning member 3 can connect the bracket 10a and the moving rod 21.
  • the cushioning member 3 is connected to the bracket 10a and the moving rod 21, respectively, to provide cushioning for the charging blade 20 to slow the collision between the charging blade 20 and the charging rail 300.
  • the cushioning member 3 may be an elastic member.
  • the cushioning member 3 may be a spring as shown in FIG. 1; or the cushioning member 3 may also be an automatically controlled electric push rod (not shown). Shown or automatically controllable cylinders (not shown).
  • the cushioning member 3 can be deformed when subjected to a force, and at the same time, a damping force that hinders relative displacement between the charging blade 20 and the bracket 10a can be provided, which is not only simple and compact in structure, but also easy to disassemble and has a good cushioning effect.
  • the "automatically controllable electric push rod” refers to an electric push rod having an active control function
  • the “automatically controllable air cylinder” refers to an air cylinder having an active control function.
  • the cushioning member 3 may be coated on the outer circumferential surface of the moving rod 21, on the one hand, the occupation space of the cushioning member 3 may be reduced, and the structural layout may be optimized.
  • the cushioning member 3 can be used to provide a stable and uniform cushioning force, and the cushioning effect is further improved.
  • the moving rod 21 may have a stop boss 211 against which the cushioning member 3 can be restrained.
  • the cushioning member 3 is first sleeved on the moving rod 21, and one end of the moving rod 21 (for example, the upper end shown in FIG. 5) is inserted into the through hole 101 of the bracket 10a to make the cushioning member 3
  • One end is abutted on the bracket 10a, and the other end (ie, the lower end shown in FIG. 5) is abutted on the stop boss 211, so that assembly and positioning can be achieved, assembly difficulty is low, and assembly efficiency can be improved.
  • the stop boss 211 may be an annular boss, that is, the stop boss 211 may be configured to surround the circumferential closed loop shape of the moving rod 21. Therefore, the stopper boss 211 can stop the buffer member 3 over the entire circumference, the stopper effect is good, the stopper failure can be avoided, and the stability and the cushioning reliability can be effectively improved.
  • the structure of the present application is not limited thereto, and the stop bosses 211 may also be a plurality of intervals arranged along the circumferential direction of the moving rod 21, which is not to be construed as limiting the present application.
  • a plurality can be understood as at least two, for example, three, four or five, so that the cushioning member 3 is stably stopped against the stopper boss 211.
  • one end of the moving rod 21 may be mounted with a stopper 22 that moves with the moving rod 21, and the limiting member 22 is located at the bracket 10a.
  • the side facing away from the charging blade 20 (for example, the upper side shown in Figures 2 and 3).
  • the stopper 22 abuts against the upper side of the bracket 10a to restrict the moving rod 21 from continuing downward, so that the moving rod 21 can be prevented from The through hole 101 is disengaged; and when the moving rod 21 moves upward, the limiting member 22 can move upward in synchronization with the moving rod 21. In this way, not only is the structure simple and compact, but the cushioning stability can be further improved.
  • the limiting member 22 may be a limiting pin that is disposed on the moving rod 21; or, as shown in FIG. 1 to FIG. 3, the limiting member 22 may be the end portion of the moving rod 21
  • the threaded matching nut has convenient disassembly and assembly, good stability and low cost.
  • a support portion 4 may be connected to the bracket 10a, and the support portion 4 includes: a plurality of support rods 41 and a collar 42, wherein each of the support rods 41 One end (for example, the upper end shown in FIG. 5) may be coupled to the bracket 10a and each support rod 41 extends in a direction away from the bracket 10a (ie, below the one shown in FIG. 5), and the collar 42 may be supported by a plurality of supports The other end of the rod 41 (i.e., the lower end shown in Fig. 5) is coupled, wherein the moving rod 21 is movably nested within the collar 42.
  • the collar 42 can be supported and fixed on the bracket 10a by the support rod 41, and the collar 42 is spaced apart from the bracket 10a, and the moving rod 21 can be moved in the collar 42 and the through hole 101, and is connected to the bracket 10a through the arrangement.
  • the collar 42 can improve the smoothness of the movement of the moving rod 21, and at the same time, the collar 42 can also provide guiding for the moving rod 21, so as to avoid the phenomenon that the moving rod 21 can not move in the through hole 101 due to the deviation. Can be effective and reliable.
  • the support rods 41 may include at least two spaced apart around the collar 42 .
  • the support rods 41 may be two as shown in FIG. 5 , or the support rods 41 may be three, Four or the like, the support rod 41 may be inclined toward the collar 42 in a direction away from the bracket 10a (for example, the downward direction shown in FIG. 5), the other end of the support plate (ie, as shown in FIG. 5) The lower end) can be connected to the outer peripheral surface of the collar 42.
  • the plurality of support rods 41 can provide support for the collar 42 in the circumferential direction, which can improve the stability and reliability of the collar 42 and facilitate the telescopic movement of the moving rod 21.
  • a limiting portion 23 may be disposed between the moving rod 21 and the collar 42 for limiting.
  • the limiting portion 23 may be a rectangular key, and the outer peripheral surface of the moving rod 21 may be provided with a mounting key groove, and the inner peripheral surface of the collar 42 may be provided with a through key groove, and the rectangular key is installed at When the keyway is installed, when the moving rod 21 moves, the rectangular key is moved vertically in the through keyway, so that the moving rod 21 can be vertically moved, and the moving rod 21 is restricted from rotating in the axial direction thereof, thereby avoiding the charging knife 20 Rotation occurs to improve reliability.
  • the charging blade 20 will be described in detail below with reference to the drawings.
  • the charging blade 20 can extend in the traveling direction of the rail vehicle (for example, the front-rear direction shown in FIGS. 14 and 16), and is charged in a direction perpendicular to the traveling direction of the rail vehicle.
  • the first flow receiving surface 201 and the second flow receiving surface 202 are respectively disposed on opposite sides of the blade 20. That is, the first flow receiving surface 201 and the second flow receiving surface 202 are formed on the opposite side surfaces of the charging blade 20, respectively. That is, the charging blade 20 has two flow receiving faces that are oppositely disposed.
  • the distance between the first flow receiving surface 201 and the second flow receiving surface 202 gradually increases from the end of the charging blade 20 near the rail vehicle to the end away from the rail vehicle. Reduced.
  • one end of the charging blade 20 near the rail vehicle is defined as a "first end”
  • an end of the charging blade 20 that is away from the rail vehicle is defined as a "second end”.
  • the "first end” can be understood as the upper end of the charging blade 20, and the “second end” can be understood as the lower end of the charging blade 20.
  • the interval between the first flow receiving surface 201 and the second flow receiving surface 202 gradually decreases from the upper end to the lower end.
  • the spacing between the first flow receiving surface 201 and the second flow receiving surface 202 may also gradually decrease from the lower end to the upper end.
  • the first flow receiving surface 201 and the second flow receiving surface 202 can be contacted with the charging rail 300, the double-sided flow can be realized, the flow receiving area can be increased, the flow receiving state can be optimized, and the first flow receiving surface 201 can be optimized.
  • the change in the distance between the second flow receiving surface 202 and the second charging surface 202 can ensure a certain contact pressure between the charging blade 20 and the charging rail 300.
  • the charging blade 20 can be improved.
  • the contact stability with the charging rail 300 can effectively improve the flow stability, reduce the probability of sparking, and improve safety.
  • one of the first flow receiving surface 201 and the second flow receiving surface 202 may extend vertically, and the other of them extends obliquely with respect to the vertical direction; or, the first flow receiving surface 201 And the second flow receiving surface 202 extend obliquely in a direction toward each other. Therefore, the first flow receiving surface 201 and the second flow receiving surface 202 of the charging blade 20 can be configured in different shapes to fit the charging rails 300 of different configurations, and the structure is simple and convenient for processing.
  • the charging blade 20 extends in the longitudinal and lateral directions, and in the vertical cross section, the charging blade 20 has a shape that gradually contracts from the first end edge to the second end edge.
  • the charging blade 20 in the example shown in FIG. 15, in the direction away from the bracket 10a, the charging blade 20 is in a shape gradually contracting to the edge of the charging blade 20, that is, the charging blade 20 is gradually contracted from the upper edge to the lower edge.
  • the two laterally opposite side faces of the charging blade 20 can be configured as the first flow receiving surface 201 and the second flow receiving surface 202, respectively, and the flow receiving area is larger, and the stability and reliability are better.
  • the cross-sectional area of the charging blade 20 gradually decreases toward at least one end in the longitudinal direction.
  • at least one of the two end portions of the charging blade 20 in the longitudinal direction may be in a shape that gradually contracts in the longitudinal direction to the edge of the charging blade 20.
  • the cross-sectional area of the front end of the charging blade 20 is gradually decreased forward, and the cross-sectional area of the rear end of the charging blade 20 is gradually decreased backward, that is, the charging blade 20 is configured as a two-way wedge.
  • the double side contacts the current collection.
  • the guide slope 2061 can be formed at the front and rear ends of the charging blade 20, whereby the guide slope 2061 can function as a guide to facilitate guiding the charging blade 20 into the groove 630.
  • the "two-way wedge shape" means that the charging blade 20 gradually changes from wide to narrow from the first end to the second end as viewed from the side view, and has a structure in which the width is gradually changed from the first end to the second end, and the both ends are gradually changed.
  • the structure of the present application is not limited thereto, and the charging blade 20 may be configured to have a shape in which the cross-section of the one end that is in contact with the charging rail 300 is gradually reduced in cross section.
  • the end of the charging blade 20 first contacts the charging rail 300, and by designing the charging blade 20 to gradually decrease toward the end in the longitudinal direction, a guiding effect can be provided, which facilitates the charging knife 20 and
  • the charging rail 300 is smoothly contacted and matched, which not only can reduce the collision, reduce the wear, but also can improve the matching precision, thereby providing charging stability.
  • the charging blade 20 may be provided with a receiving groove 203 adapted to mount the wire nose 24, and the receiving groove 203 may be provided at the first end of the charging blade 20.
  • the receiving groove 203 may extend to the first end of the charging blade 20 in the vertical direction.
  • the accommodating groove 203 can penetrate the first flow receiving surface 201 and the second flow receiving surface 202 in the lateral direction.
  • the upper end of the charging blade 20 is provided with a receiving groove 203 which is configured to extend vertically to the upper end surface of the charging blade 20 and to extend to the both ends in the lateral direction.
  • a three-sided open groove of the flow receiving surface 201 and the second flow receiving surface 202, the wire nose 24 is mounted in the receiving groove 203. In this way, not only is it easy to manufacture and manufacture, but also the installation and positioning of the wire nose 24 is facilitated, the type is more compact, the flow stability is good, the reliability is high, and the assembly efficiency is high.
  • the charging blade 20 may include a connecting portion 205 and a body portion 206.
  • the lower end of the connecting portion 205 is coupled to the body portion 206, and the upper end of the connecting portion 205 is coupled to the moving rod 21.
  • the charging rail 300 is also optimized.
  • the two laterally opposite surfaces of the groove body 630 respectively form a first supply surface 61 and a second supply surface 62. That is, the tank body 630 has two supply surfaces that are oppositely disposed.
  • the spacing between the first supply surface 61 and the second supply surface 62 gradually decreases from the first end to the second end.
  • the interval between the first supply surface 61 and the second supply surface 62 gradually decreases from the upper end to the lower end.
  • the spacing between the first supply surface 61 and the second supply surface 62 may also gradually decrease from the lower end to the upper end.
  • the first supply surface 61 and the second supply surface 62 of the charging rail 300 can be contacted with the charging blade 20 of the rail vehicle to realize double-sided supply flow, the supply flow area can be increased, and the first supply flow can be realized.
  • the variation of the distance between the surface 61 and the second supply surface 62 can ensure a certain contact pressure between the charging blade 20 and the groove body 630, and the contact stability between the charging rail 300 and the charging blade 20 can be improved, thereby improving charging. Stability can reduce the probability of sparks and improve safety.
  • the trough body 630 may be an elastic trough.
  • the groove body 630 when the groove body 630 is subjected to a force, it has a characteristic of elastic deformation, and when the external force is released, it can be restored to its original state. Therefore, when the charging blade 20 is in contact with the charging rail 300, the charging blade 20 is fitted into the groove body 630. At this time, the groove body 630 can be elastically deformed, so that the elastic recovery force can be used to form the charging blade 20. By clamping the force, the contact pressure is supplied from the lateral sides to the charging blade 20, which can further improve the flow stability of the charging contact surface and optimize the flow quality.
  • the charging rail 300 may further include: a first outer side plate 611 and a second outer side plate 612 that are laterally opposed. Wherein the first end of the first outer side plate 611 (eg, the upper end shown in FIG. 13) may be spaced apart from the first end of the second outer side plate 612 (ie, the upper end shown in FIG. 17), and first The second end of the outer side plate 611 (i.e., the lower end shown in Fig. 17) is connected to the second end of the second outer side plate 612 (i.e., the lower end shown in Fig. 17).
  • the first charging board 610 and the second charging board 620 are located between the first outer side plate 611 and the second outer side board 612.
  • the first end of the first charging board 610 is connected to the first end of the first outer side board 611, and the second charging is performed.
  • the first end of the plate 620 is coupled to the first end of the second outer side plate 612, and the first charging plate 610 and the second charging plate 620 extend obliquely toward each other.
  • the opposite surfaces of the first charging board 610 and the second charging board 620 respectively form a first current supply surface 61 and a second current supply surface 62.
  • the charging rail 300 can be designed as a hollow "shell” type, and the charging rail 300 can be configured as a semi-rigid charging rail 300, which can not only reduce the self-weight of the charging rail 300, but also optimize the structure, facilitate processing and manufacturing, and can reduce cost.
  • the semi-rigid charging rail 300 can generate a certain elastic deformation, thereby providing a contact pressure by utilizing its own elastic return "clamping" force to ensure stable flow of the charging contact surface.
  • a portion of the first outer side plate 611 may be recessed toward the second outer side plate 612 to form a first groove 601, and a portion of the second outer side plate 612 may face the first An outer side plate 611 is recessed to form a second recess 602.
  • the first groove 601 and the second groove 602 may be oppositely disposed.
  • the strength of the first side panel and the second side panel can be enhanced, so that the strength of the charging rail 300 can be improved, and the first recess 601 and the second recess Slot 602 may also facilitate installation and positioning of charging rail 300, as will be described in detail below in connection with specific embodiments.
  • the second end of the first charging pad 610 and the second end of the second charging pad 620 may be bent away from each other.
  • the lower end of the first charging pad 610 is bent away from the second charging pad 620
  • the lower end of the second charging pad 620 is bent away from the first charging pad 610.
  • the free ends of the first charging board 610 and the second charging board 620 can be respectively bent to form an inner hook, and on the other hand, it is advantageous to form a smooth first supply surface 61 and a second supply surface 62 such that the charging rail 300
  • the structure is more compact, and the charging knife 20 is matched with the tank body 630.
  • the charging knife 20 and the charging rail 300 can be effectively prevented from being scraped, that is, the scratch-resistant inner hook 65 is formed, which reduces wear and reduces noise. It also reduces the appearance of sparks.
  • the second end of the first charging pad 610 and the first recess 601 may be spaced apart in the vertical direction, and the second end of the second charging pad 620 may be opposite to the second recess 602. They can be spaced apart in the vertical direction.
  • the free end of the first charging pad 610 is spaced apart from the first recess 601
  • the free end of the second charging pad 620 is spaced apart from the second recess 602.
  • the charging blade 20 When the charging blade 20 is in contact with the tank body 630, the charging blade 20 is in contact with the first charging plate 610 and the second charging plate 620, respectively, by spacing the second segment of the first charging plate 610 from the first groove 601, and The second end of the second charging board 620 is spaced apart from the second recess 602 to provide space for deformation of the first charging board 610 and the second charging board 620 to avoid interference, and the elastic characteristics of the charging rail 300 can be made. Effectively play, it is conducive to achieving stable flow.
  • the charging rail 300 may be a symmetrical structure.
  • the charging rail 300 can be an integrally formed metal member, that is, the first outer side plate 611, the second outer side plate 612, the first charging plate 610, and the second charging plate 620 can be integrally formed.
  • the charging rail 300 may be formed by folding a thin metal piece.
  • the metal member has superior rigidity and toughness, and the shape of the charging rail 300 can make the charging rail 300 have a certain rigidity, and the charging rail 300 can exert better elastic characteristics, thereby achieving an effect of one plus one and two. To make the flow quality and charging stability better.
  • the charging rail 300 may be provided with a drain hole 66 communicating with the tank body 630.
  • the drain hole 66 may be provided at the lowest surface in the direction of gravity after the charging rail 300 is installed. Thereby, the sediment and rainwater accumulated in the tank body 630 can be discharged from the drain hole 66 by gravity, without manual operation, reducing maintenance investment and improving safety.
  • the first charging pad 610 and the second charging pad 620 at the inlet end 631 and the outlet end 632 are bent toward the direction away from each other as the guiding section 63.
  • the inlet end 631 and the outlet end 632 described herein can be understood as being determined according to the traveling direction of the rail vehicle. It will be appreciated that the rail vehicle can travel in the opposite direction, and when the rail vehicle is traveling in the opposite direction, the inlet end 631 and the outlet end 632 of the charging rail 300 are opposite to when the rail vehicle is traveling in the forward direction.
  • the guiding section 63 has a guiding groove 64 communicating with the groove body 630, and the laterally opposite surfaces of the guiding groove 64 are gradually expanded in a direction away from the groove body 630.
  • one or both ends of the charging rail 300 are provided with a guiding section 63 having a guiding groove 64, the guiding groove 64 is in communication with the groove body 630, and the lateral dimension of the guiding groove 64 is far away
  • the direction of the groove body 630 gradually increases.
  • the charging knife 20 moves synchronously with the vehicle body, and when the rail vehicle travels to the station area for charging, the charging knife 20 moves from one end into the tank body 630 to be in contact with the charging rail 300.
  • the guiding section 63 is disposed at the end of the charging rail 300, so that the charging blade 20 can be moved into the guiding groove 64 first, and then moved into the groove body 630. Since the guiding groove 64 is configured to be away from the groove body 630, the guiding groove 64 can be The charging knife 20 is provided with a guiding function so that the charging blade 20 can smoothly transition from the no-charging rail 300 zone to the charging rail 300 zone. In this way, the charging knife 20 can be prevented from colliding with the charging rail 300, the probability of damage can be reduced, and the service life can be prolonged.
  • the guiding section 63 constitutes a bifurcated guiding belt, and the contact force between the charging blade 20 and the contact surface of the charging rail 300 gradually increases as the charging blade 20 slides into the charging rail 300 due to the side branching. There is a tendency that the contact force between the charging blade 20 and the contact surface of the charging rail 300 gradually decreases as the charging blade 20 slides out of the charging rail 300. Under the combined action of the contact force and the cushioning member 3, the charging blade 20 moves vertically toward the bracket 10a when the rail vehicle enters the station, and moves away from the bracket 10a when the rail vehicle exits.
  • the charging circuit is connected, and the charging circuit is disconnected when the outbound displacement dynamics is satisfied, thereby achieving the "post-touch path, taking off the circuit".
  • the occurrence of arcing which may occur at the moment of contact or disengagement of the collector shoe 100 and the charging rail 300 can be reduced.
  • the “post-contact path, the break-off circuit” means that the collector shoe 100 is in contact with the charging rail 300 and then the charging circuit is turned on, and the charging circuit is disconnected before the collector shoe 100 and the charging rail 300 are about to be disengaged. .
  • the first flow receiving surface 201 of the charging blade 20 may be in contact with the first supply surface 61 of the groove body 630, and the second flow receiving surface of the charging blade 20
  • the face 202 can be in contact with the second supply face 62 of the tank 630. That is, the charging blade 20 is in contact with the groove body 630 on both sides. That is, the charging blade 20 and the slot body 630 are charged by the double-side collecting mode, and the upper and lower single-sided contact collecting methods adopted in the prior art are not only simple and compact in structure, but also have high flow reliability and good stability. .
  • the charging blade 20 is interference-fitted with the groove body 630.
  • the spacing between the first supply surface 61 and the second supply surface 62 of the tank 630 is smaller than the corresponding positions of the first flow receiving surface 201 and the second flow receiving surface 202 of the charging blade 20.
  • the angle formed between the first flow receiving surface 201 and the second flow receiving surface 202 of the charging blade 20 is not less than that formed between the first supply surface 61 and the second supply surface 62 in the free state of the charging rail 300. The angle of the.
  • the charging rail 300 may further include a housing 640, and both the first charging board 610 and the second charging board 620 are connected to the housing 640 through the connection assembly 650, and Both the first charging pad 610 and the second charging pad 620 are movable relative to the housing 640.
  • the connection assembly 650 can securely fix the first charging board 610 and the second charging board 620 to the housing 640; on the other hand, the connection assembly 650 can be the first charging board 610 and the second charging board 620. Thrust is provided to ensure reliability and stability of electrical connection between the first charging pad 610 and the second charging pad 620 and the charging blade 20.
  • the charging blade 20 When the charging blade 20 enters the trough body 630, the charging blade 20 abuts against the first charging plate 610 and the second charging plate 620 such that the first charging plate 610 and the second charging plate 620 move toward each other away from each other when the charging blade 20 is disengaged At the time of the groove body 630, the first charging plate 610 and the second charging plate 620 are moved toward each other.
  • the charging blade 20 when the charging blade 20 enters the slot body 630 from the inlet end 631, the first charging board 610 and the second charging board 620 are both in contact with the charging blade 20 to achieve electrical connection.
  • the charging blade 20 presses the first charging board 610 and the second charging board 620 to move the first charging board 610 and the second charging board 620 in a direction away from each other; when the charging blade 20 is disengaged from the slot body 630, the first charging The board 610 and the second charging board 620 are moved toward each other, thereby making it possible for the first charging board 610 and the second charging board 620 to tightly hold the charging blade 20 when the charging blade 20 enters the slot body 630, thereby improving The reliability and stability of electrical connection between the first charging pad 610 and the second charging pad 620 and the charging blade 20.
  • the closing of the charging device 1000 is controlled by the connection assembly 650 to control the movement of the first charging plate 610 and the second charging plate 620, whereby the structure of the charging blade 20 can be simplified, thereby reducing the overall weight of the rail vehicle,
  • the overall structure of the rail vehicle is more compact and lighter.
  • connection assembly 650 can include an outer barrel 651, an inner barrel 652, and a restoration 653.
  • the outer cylinder 651 is connected to the casing 640. Thereby, the assembly connection between the connection assembly 650 and the housing 640 is facilitated by providing the outer cylinder 651.
  • the outer cylinder 651 can be fixedly assembled to the casing 640 by bolts.
  • the first end 6521 of the inner cylinder 652 is slidably sleeved on the outer cylinder 651, and the second end 6522 of the inner cylinder 652 is coupled to the first charging plate 610 or the second charging plate 620. Thereby, the movement of the first charging plate 610 or the second charging plate 620 can be driven by the relative sliding between the inner cylinder 652 and the outer cylinder 651.
  • One end of the recovery member 653 is positioned on the outer cylinder 651, and the other end of the recovery member 653 is positioned on the corresponding first charging plate 610 or second charging plate 620. Thereby, the inner cylinder 652 can be urged to return to the original position by the elastic restoring force of the restoring member 653.
  • the charging blade 20 presses the first charging plate 610 and the second charging plate 620 to cause the inner cylinder 652 to extend toward the first end along the second end 6522.
  • the direction of the 6521 slides, so that the first charging board 610 and the second charging board 620 are moved away from each other.
  • the first charging board 610 or the second charging board 620 presses the corresponding restoring member 653 to make the recovery part 653 is elastically deformed; when the charging blade 20 is disengaged from the groove body 630, the inner cylinder 652 slides along the first end 6521 toward the second end 6522 under the elastic restoring force of the restoring member 653, thereby causing the first charging plate 610.
  • the second charging board 620 moves toward the direction of being close to each other to ensure that the first charging board 610 and the second charging board 620 can clamp the charging knife 20 when the next charging knife 20 enters the slot body 630, thereby improving the first charging board.
  • connection assembly 650 may further include a hinge assembly 660.
  • One end of the hinge assembly 660 is connected to the first charging plate 610 or the second charging plate 620, and is hinged.
  • the other end of the assembly 660 is rotatably coupled to the second end 6522 of the inner barrel 652 by a pin 661, and the other end of the restoring member 653 abuts against the hinge assembly 660.
  • the restoration member 653 may be a spring. In other embodiments of the present application, the restoration member 653 may also be a rubber member or other elastic member.
  • the charging blade 20 contacts the first charging board 610 and the second charging board 620 and generates an impact, and the hinge assembly 660 is provided.
  • a charging plate 610 and a second charging plate 620 can be rotated in a small range with the pin 661 as a rotating shaft, so that the impact of the charging blade 20 on the charging rail 300 can be buffered, thereby reducing noise and extending the service life of the charging rail 300.
  • connection assembly 650 may further include a limiting block 670 that is coupled to the first end 6521 of the inner barrel 652.
  • the first end 6521 of the inner cylinder 652 has an open opening, and the inner peripheral wall of the open opening may be provided with an internal thread, and the stopper 670 extends into the open opening and is screwed to the inner cylinder 652.
  • the rigidity and reliability of the fixing of the stopper 670 and the inner cylinder 652 can be improved.
  • the stopper 670 has a stopper portion 671 located outside the outer cylinder 651, and the stopper portion 671 is adapted to stop against the outer cylinder 651 to restrict the displacement displacement of the inner cylinder 652.
  • the end portion of the limiting block 670 has a larger diameter than the remaining portion to be configured as a position stop 671.
  • the stop portion 671 can be a bolt connected to the end of the limiting block 670, and can also pass the limit.
  • the end of block 670 extends from the flange.
  • the position stop 671 may abut against the end of the outer cylinder 651 after moving to a predetermined distance, restricting further movement of the inner cylinder 652 Therefore, it is possible to prevent the first charging board 610 from colliding with the second charging board 620 to generate noise and electric spark, which improves the stability of the operation of the charging rail 300.
  • a spacer 672 is provided between the stop portion 671 and the outer cylinder 651.
  • the stop portion 671 collides with the end of the outer cylinder 651, and the relief member 672 can buffer the absorption stop portion 671 and the outer portion.
  • the collision between the ends of the barrel 651 can reduce the noise of the charging rail 300, and effectively avoid the collision damage of the components in the charging rail 300, thereby prolonging the service life of the charging rail 300.
  • the charging rail 300 may further include a shield 680.
  • the housing 640 is provided with a telescopic hole 641.
  • the first end 6521 of the inner cylinder 652 passes through the telescopic hole 641 and is sleeved inside.
  • Protective cover 680 Thereby, the rigidity and reliability of the connection of the housing 640 and the connection assembly 650 can be improved, and the insulation can be used to prevent the leakage of the charging rail 300.
  • the shield 680 is disposed through the housing 640 and is abutted by the relief member 672 and the housing 640, thereby improving the fastening stability between the inner cylinder 652 and the housing 640.
  • the shield 680 may be an insulating member to isolate and protect the inner cylinder 652 from leakage of the charging rail 300.
  • each of the first charging pad 610 and the second charging pad 620 may include a multi-segment plate 600 that is sequentially connected in the traveling direction of the rail vehicle.
  • the contact distance between the charging blade 20 and the first charging pad 610 and the second charging pad 620 can be extended, so that the rail vehicle can be During the driving process, the energy storage device is charged with enough power to make the rail vehicle have enough energy to run a greater distance.
  • adjacent two segment segments 600 are electrically connected, and adjacent two segment segments 600 are relatively movable. As shown in FIG. 25 and FIG. 26, the adjacent two segment segments 600 are electrically connected by a cable connecting block 6003, so that adjacent two segment segments 600 are connected in series. Moreover, the joint between the adjacent two-stage segment plates 600 has a gap so that relative movement between adjacent two-stage segment plates 600 can occur. It should be noted that the rail vehicle may be offset in a certain direction during the running, and the connection between the adjacent segment boards 600 may be made by movably electrically connecting the adjacent segment plates 600. The smooth transition makes the charging device 1000 stable in charging.
  • one of the adjacent two segments of the segment plate 600 is provided with a first extension plate 6001, and the other is provided with a second extension plate 6002 spaced apart.
  • the first extension plate 6001 and the second extension plate 6002 extend toward the ends of each other and the first extension plate 6001 extends between the second extension plates 6002 to movably connect the adjacent two segments of the segment plate 600 . It should be noted that, as shown in FIG.
  • the first extension plate 6001 extends between the gaps of the two second extension plates 6002 disposed at intervals, and there is a gap between the first extension plate 6001 and the second extension plate 6002 without Contacting, thereby allowing the adjacent two segment segments 600 to move relative to each other to facilitate the transition of the charging blade 20 between adjacent segment plates 600.
  • the rail vehicle normally travels and drives the charging board to transition from the segment plate 600 having the second extension plate 6002 spaced apart to the segment plate 600 having the first extension plate 6001; as shown in FIG. 30, when the rail vehicle is oriented
  • the segment plate 600 in the illustration is offset
  • the segment plate 600 having the second extension plate 6002 is pressed by the charging blade 20 toward the direction away from the segment plate 600 having the first extension plate 6001 without being in contact with the charging blade 20.
  • the segment plate 600 having the first extension plate 6001 is in a normal position, and the first extension plate 6001 can guide the charging blade 20 to smoothly transition from the segment plate 600 having the second extension plate 6002 to the segment plate 600 having the first extension plate 6001. on.
  • the second extension plate 6002 When the charging blade 20 transitions to the segment plate 600 having the first extension plate 6001, the second extension plate 6002 returns to the normal position under the elastic restoring force. Similarly, as shown in FIG. 31, when the rail vehicle is offset toward the other direction, the first extension panel 6001 and the second extension panel 6002 can also guide the smooth transition of the charging blade 20 between the adjacent segment panels 600, improving The stability and reliability of charging of the charging device 1000.
  • one of the adjacent two-segment segments 600 is provided with a first extension plate 6001, and the other is provided with a second extension plate 6002, a first extension plate.
  • the 6001 and the second extension plate 6002 are spaced apart in the up and down direction.
  • the first extension plate 6001 and the second extension plate 6002 on the adjacent two segment segments 600 can be outwardly inclined in the same direction, and the first extension plate 6001 and the second extension plate 6002 of the plurality of segment segments 600 are also Can be staggered in different directions.
  • the camber angle of the first charging plate 610 at the positions of the inlet end 631 and the outlet end 632 is 7° to 13°, and the “camber angle” described herein can be understood as the first charging.
  • the camber angle of the second charging plate 620 at the positions of the inlet end 631 and the outlet end 632 is 7° to 13°
  • the “camber angle” described herein can be understood as the free end of the second charging plate 620 and the track.
  • At least one of the opposite surfaces of the first charging pad 610 and the second charging pad 620 is provided with a flexible member 6004. That is, the flexible member 6004 may be disposed on the surface of the first charging board 610, or the flexible member 6004 may be disposed on the surface of the second charging board 620, and may also be the first charging board 610 and the second. A flexible member 6004 is disposed on the surface of the charging pad 620. The flexible member 6004 may be disposed adjacent to an upper edge or a lower edge of the first charging pad 610 and the second charging pad 620.
  • the flexible member 6004 is disposed adjacent to the upper edge or the lower edge of the first charging board 610 and the second charging board 620, and The flexible member 6004 is prevented from interfering with the electrical connection between the charging blade 20 and the first charging board 610 and the second charging board 620, thereby improving the stability and reliability of charging of the charging rail 300.
  • the flexible member 6004 may be plural, and the plurality of flexible members 6004 are spaced apart in the traveling direction of the rail vehicle.
  • the cushioning noise reduction effect of the flexible member 6004 can be improved, and the amount of material of the flexible member 6004 can be saved and the flexible member 6004 and the first charging board 610 can be reduced.
  • the assembly labor of the second charging board 620 can improve production efficiency and reduce production cost.
  • the top of the housing 640 is provided with a shielding portion 642 to prevent dust and impurities from entering the tank body 630 to affect the normal operation of the charging rail 300, and the shielding portion 642 may be a flexible bristles. Wait.
  • a side of the outer cylinder 651 near the restoring member 653 may be provided with a limiting portion 6511, and the limiting portion 6511 cooperates with the inner cylinder 652 to limit the displacement of the inner cylinder 652.
  • the limiting portion 6511 cooperates with the inner cylinder 652 to limit the displacement of the inner cylinder 652.
  • the limiting portion 6511 can abut against the restoring member 653 to restrict further movement of the inner cylinder 652, thereby avoiding the inner cylinder Excessive moving distance of 652 causes damage to the charging rail 300.
  • the charging groove rail 300 may further include a fixing plate 647 which is jacketed on the outer cylinder 651 and the fixing plate 647 is fixed to the housing 640.
  • the fixing plate 647 may be fixed to the housing 640 by bolts to improve the firmness and reliability of the fixing between the fixing plate 647 and the housing 640.
  • the fixing plate 647 is sleeved on the outer 651, and the fixing plate 647 is stopped by the limiting portion 6511. Thereby, the robustness and reliability between the outer cylinder 651 and the casing 640 can be improved.
  • the end of the first end 6521 of the inner cylinder 652 is provided with a stopper portion 6523, and the end portion of the stopper portion 6523 and the outer cylinder 651 is stopped, and the stopper portion is stopped.
  • An abutment 6524 is disposed between the 6523 and the end of the outer cylinder 651.
  • the abutment 6524 can be configured as an annular shape and the abutment 6524 can be jacketed to the inner barrel 652.
  • the manufacturing of the stopper 6524 is facilitated, and the assembly of the stopper 6524 is facilitated, so that the production efficiency can be improved and the production cost can be reduced.
  • the protective cover 690 may be an insulating member, and the protective cover 690 fixes the housing 640 through the protective cover 680 to improve the insulation protection effect of the charging rail 300.
  • the rail transit system may further include: a detecting device and a controller, wherein the detecting device is configured to detect relative position information of the charging blade 20 and the slot body 630, and the controller may be respectively connected to the detecting device and the power supply device Connected, the controller can control the power supply device according to the relative position information detected by the detecting device to supply power when the charging blade 20 is in contact with the slot body 630, and to be powered off when the charging blade 20 is separated from the slot body 630.
  • the detecting device is configured to detect relative position information of the charging blade 20 and the slot body 630
  • the controller may be respectively connected to the detecting device and the power supply device Connected, the controller can control the power supply device according to the relative position information detected by the detecting device to supply power when the charging blade 20 is in contact with the slot body 630, and to be powered off when the charging blade 20 is separated from the slot body 630.
  • the controller controls whether the power supply device supplies power according to whether the charging blade 20 and the slot body 630 are in contact.
  • the controller controls the power supply device to not supply power, until the detecting device detects that the charging blade 20 is in contact with the slot body 630, and controls the power supply device to control the power supply to make the charging circuit connected.
  • the control device controls the power supply device to stop supplying power, disconnects the charging circuit, and stops charging the power storage device.
  • the "contact path, the break-off" can be realized according to the relative position of the charging blade 20 and the groove body 630, so that the arcing phenomenon can be effectively prevented, and the charging safety can be further improved.
  • the detecting device may be a displacement sensor that detects displacement between the charging blade 20 and the groove body 630, or the detecting device may be a pressure sensor that detects the force of the groove body 630.
  • the detecting device is not limited to the above examples, and may be replaced by other devices capable of detecting the relative positions of the charging blade 20 and the slot body 630. Those skilled in the art may select the detecting device according to the above description. No specific limitation.
  • the rail transit system can buffer the collision between the charging blade 20 and the charging rail 300, reduce the influence of the file or the rail caused by the deviation of the vehicle body, and reduce the charging blade 20 and the charging rail 300.
  • the probability of damage can increase the service life.
  • the charging rail 300 capable of double-sided supply and the charging blade 20 capable of double-sided flow and supporting the detecting device and the controller, the "contact path of the charging blade 20 and the groove body 630 can be realized. It has the advantages of good flow stability, high reliability and high safety.
  • the rail vehicle according to the embodiment of the second aspect of the present application includes a vehicle body and the charging device 1000 according to the embodiment of the first aspect of the present application.
  • the vehicle body may be provided with an insulating seat 200, and the vehicle body has a power storage device and a collector shoe.
  • the 100 can be fixedly connected to the insulating base 200, and the collector shoe 100 is electrically connected to the power storage device.
  • the collector shoe 100 can be mounted on the bottom of the vehicle body.
  • the collector shoe 100 and the charging rail 300 are the upper contact type contact body side flow receiving manner.
  • the structure of the present application is not limited thereto, and the collector shoe 100 may also be in other forms such as side mounting or inverted mounting, which will be understood by those skilled in the art, and therefore will not be described in detail herein.
  • the charging knife 20 can be provided with a buffer by the cushioning member 3, so that the charging blade 20 can be adaptively moved vertically according to its own force. Thereby, the collision between the charging blade 20 and the charging rail 300 can be buffered.
  • the elastic reset member 5 can be used to constantly drive the bracket 10a to return to the initial position, so that it can occur in the vehicle body.
  • the offset of the charging blade 20 is compensated, and the charging blade 20 is reset to the normal position when the vehicle body is not displaced, so that the influence of the file or the rail due to the deviation of the vehicle body can be alleviated.
  • the first flow receiving surface 201 and the second flow receiving surface 202 of the charging blade 20 are in contact with the charging rail 300, so that the double-sided flow can be realized, the flow receiving area is increased, and the first flow receiving surface 201 and the second receiving surface are
  • the change of the spacing between the flow surfaces 202 can make the charging knife 20 and the charging rail 300 have a certain contact pressure, and the flow stability is good, the probability of occurrence of electric spark can be reduced, the safety is high, and the state of the flow can be optimized.
  • a rail transit system includes: a rail vehicle and a charging device 1000, the rail vehicle is provided with an energy storage device, the charging device 1000 is the charging device 1000 described above, and the charging knife 20 is disposed on the rail vehicle And electrically connected to the energy storage device, the charging rail 300 is located on the traveling track of the rail vehicle.
  • the charging rail 300 may be disposed in a platform area of the rail vehicle, and the rail may include a rail beam extending in a longitudinal direction.
  • the charging rail 300 has a slot body 630 extending along a traveling direction of the rail vehicle, and the charging rail 300 is electrically connected to the power supply device.
  • the vehicle straddles the track beam and the charging blade 20 is adapted to slidably slide along the slot 630.
  • the term “coupable connection” means that the charging blade 20 can be in contact with the groove body 630 or separated from the groove body 630.
  • the charging blade 20 and the power supply device, the charging rail 300, the collector shoe 100, and the power storage device are adapted to constitute a charging circuit for charging the power storage device.
  • the rail transit system of the embodiment of the present application by providing the rail vehicle according to the embodiment of the second aspect of the present application, it is possible to buffer the collision between the charging blade 20 and the charging rail 300, and to reduce the file or the rail caused by the deviation of the vehicle body.
  • the effect of reducing the probability of damage to the charging blade 20 and the charging rail 300 can prolong the service life.
  • the double-sided flow can be realized, the flow stability and safety are improved, and the flow state is optimized.
  • the rail transit system includes a power supply unit, a track, a charging rail 300, and a rail vehicle.
  • the charging rail 300 is fixed on the insulator 400, the insulator 400 is installed in the platform, and the charging rail 300 is connected to the power supply device in the station.
  • the insulator 400 includes an insulating bracket 71 and an insulating block 72.
  • the insulating bracket 71 has a mounting groove 710. A part of the charging rail 300 is fitted in the mounting groove 710, and the insulating block 72 is fixed to the insulating bracket by bolts. 71, wherein the insulating block 72 protrudes to the first groove 601 and the second groove 602 of the charging rail 300 and is pressed on the sides of the first groove 601 and the second groove 602 to achieve charging The fastening function of the rail 300.
  • the charging rail 300 can be two symmetrical parts, and the figure shows a section of the charging rail 300.
  • each part includes a scratch-resistant inner hook 65, a contact rail section, a rail top, a rail waist, and a groove bottom which are sequentially connected.
  • the section, the groove inclined section, the straight section of the rail seat, the inclined section of the rail seat and the bottom section of the rail seat are connected to the bottom section of the two parts.
  • the rail vehicle has a collector shoe 100, and the collector shoe 100 is connected to a power storage device in the vehicle body.
  • the collector shoe 100 mainly includes a sliding seat assembly 1, a bracket 10a, a charging blade 20, an elastic returning member 5, and a cushioning member 3.
  • the sliding seat assembly 1 is fixedly connected to the insulating seat 200 of the vehicle body through a fastener, and the bracket 10a and the sliding seat assembly 1 are connected by a trapezoidal slot to achieve a translational connection, and other components are directly or indirectly mounted on the bracket.
  • 10a including a charging knife 20, a moving rod 21, the moving rod 21 passes through the collar 42 and the through hole 101 in the bracket 10a, the outer circumference of the moving rod 21 is sleeved with a buffering member 3, and the lower end of the moving rod 21 is connected to the charging knife 20.
  • the upper end of the moving rod 21 is fixed by the limit nut, so that the cushioning member 3 has a certain amount of compression to prevent the bracket 10a from being detached due to the elastic force, and the moving rod 21 and the charging knife 20 are connected by the fastener.
  • the cushioning member 3 In the free state, the cushioning member 3 is in a compressed state, so that the charging blade 20 always maintains a downward movement tendency, but remains in the original position due to the limit action of the moving rod 21 and the limit nut at this time.
  • the charging blade 20 is subjected to the resultant force in the direction of the moving rod 21 due to the action of the guiding groove 64 and the inclination of the contact surface.
  • the resultant force overcomes the compressive force of the cushioning member 3, causing the moving rod 21 to move upward until the charging blade 20 and the charging rail 300 are in stable contact.
  • 14-16 are three views of the charging blade 20. Due to the current collecting type of the side contact of the charging blade 20, in order to ensure a certain contact pressure, the knife-to-groove mating surface is inclined at a certain angle, so the charging blade 20 is specially formed into a wedge shape, and the overall shape is that the upper width is gradually narrowed downward, and the front and rear are guided. Gradually widened towards the middle.
  • the middle portion of the charging blade 20 has a receiving groove 203, and the receiving groove 203 has a size matching the size of the wire nose 24. 12 and 13 respectively illustrate the state before and after the installation of the wire nose 24, in which the wire nose 24 is inserted into the corresponding position of the receiving groove 203, and the hexagonal bolt is used to realize the stable connection of the wire nose 24 and the charging blade 20.
  • the elastic return member 5 includes two springs symmetrically distributed, one end of each spring is pressed against the sliding seat assembly 1, and the other end acts on the support 102 of the bracket 10a, and each spring has a certain preload.
  • the bracket 10a is provided with a receiving slot 103 for mounting a spring.
  • the spring is defined between the sliding seat assembly 1 and the bracket 10a and is received in the receiving slot 103 to prevent the spring from jumping out and functioning as a limit. .
  • the offset compensation function is mainly realized by the sliding seat assembly 1, the bracket 10a and the two springs.
  • the sliding seat assembly 1 and the bracket 10a are engaged by the trapezoidal groove, so that the bracket 10a can smoothly slide back and forth with respect to the sliding seat assembly 1; two springs symmetrically arranged by preloading, one end of each spring acts on the fixed joint
  • the sliding seat assembly 1 has the other end acting on the slidable bracket 10a.
  • the bracket 10a Due to the presence of the support 102 of the bracket 10a, the bracket 10a cannot be assembled using the end slide-in.
  • a laterally-embedded assembly method can be employed, and the slide seat assembly 1 includes a section extending in the lateral direction.
  • a slider holder 111 and a second slider holder 112 extend in the lateral direction, and the two are fixed by bolts.
  • a trapezoidal groove is formed between the first slider seat 111 and the second slider seat 112, and the bracket 10a is configured as a trapezoidal wedge.
  • the two springs are respectively located between the sliding seat assembly 1 and the bracket 10a and are placed on the receiving groove 103. Since both springs are in a compressed state, the position of the spring can be defined by fitting the cover of the sliding seat assembly 1 to the upper portion of the receiving groove 103.
  • the sliding contact surface of the bracket 10a is provided with an oil reservoir 12 in the sliding direction so as to maintain the lubricating effect of the sliding contact surface as much as possible and reduce friction.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

一种轨道车辆的充电装置(1000)及轨道交通系统，充电装置(1000)包括：集电靴(100)和充电轨(300)，集电靴(100)包括充电刀(20)，充电刀(20)设在车体上。充电轨(300)上设有槽体(630)，充电刀(20)相对槽体(630)运动且充电刀(20)与充电轨(300)电连接。

Description

轨道车辆的充电装置及轨道交通系统
相关申请的交叉引用
本申请基于申请号为201810118289.5，申请日为2018年02月06日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆技术领域，具体而言，尤其涉及一种轨道车辆的充电装置及轨道交通系统。
背景技术
轨道车辆通常采用柔性接触网取电方式，利用弓网或靴轨接触充电，该取电方式沿线第三轨供电取电方式投资成本普遍较高，对此，采用储能充电式的小型短距离运输电力机车发展潜力巨大。
相关技术中，采用在路面设置槽道对轨道车辆进行充电，受电器与弧面槽接触充电，然而安装于车体的充电受流接触器结构复杂，受电器与弧面接触式产生较大的撞击和噪声。
申请内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请提出一种轨道车辆的充电装置，所述充电装置具有结构简单、稳定可靠的优点。
本申请还提出一种轨道交通系统，所述轨道交通系统包括上述所述的轨道车辆的充电装置。
根据本申请实施例的轨道车辆的充电装置，包括：集电靴，所述集电靴包括充电刀，所述充电刀设在车体上；充电轨，所述充电轨上设有槽体，所述充电刀相对所述槽体运动且充电刀与充电轨电连接。
根据本申请实施例的轨道车辆的充电装置，通过在车体上设置充电刀，充电刀相对充电轨的槽体运动并与充电轨电连接，以对车体进行充电，结构简单、充电稳定可靠。而且，充电刀可以随着车体的移动与充电轨可滑动地电连接以对充电轨进行充电，由此，可以降低轨道车辆停车充电的等待时间，使轨道车辆的充电更加方便、灵活。
根据本申请的一些实施例，所述集电靴还包括滑动座总成和弹性复位件，所述充电 刀在横向可移动地设在所述滑动座总成上，所述弹性复位件分别与所述滑动座总成和所述充电刀相连以常驱动所述充电刀复位至初始位置，其中在所述初始位置所述弹性复位件处于自然状态。
在本申请的一些实施例中，所述充电轨包括第一充电板和所述第二充电板，所述第一充电板和所述第二充电板均与电源连接，所述第一充电板和所述第二充电板在横向间隔设置构造出所述槽体，所述槽体具有进口端和出口端，所述充电刀适于从所述进口端进入所述槽体并从所述出口端脱离所述槽体，当所述充电刀进入所述槽体时，所述充电刀与所述第一充电板和所述第二充电板均电连接。
根据本申请的一些实施例，所述集电靴还包括支架，在沿垂直于所述轨道车辆的行驶方向的方向上，所述支架可移动地设在所述滑动座总成上，所述充电刀设在所述支架上，所述弹性复位件的两端分别止抵在所述支架和所述滑动座总成上。
在本申请的一些实施例中，所述弹性复位件为两个，且在沿垂直于所述轨道车辆的行驶方向的方向上，两个所述弹性复位件分布在所述充电刀的两侧。
根据本申请的一些实施例，所述充电刀在竖向可移动地设在所述支架上。
在本申请的一些实施例中，所述支架上设有通孔，所述集电靴还包括移动杆，所述移动杆的一端与所述通孔移动配合，所述移动杆的另一端设在所述充电刀上。
根据本申请的一些实施例，所述集电靴还包括缓冲件，所述缓冲件的两端分别与所述充电刀和所述支架相连以对所述充电刀的竖向移动提供缓冲。
在本申请的一些实施例中，所述充电刀沿所述轨道车辆的行驶方向延伸，且在沿垂直于所述轨道车辆的行驶方向的方向上，所述充电刀的相对的两侧表面分别设有第一受流面和第二受流面，在沿竖向的方向上，所述第一受流面和所述第二受流面之间的间距从所述充电刀的靠近所述轨道车辆的一端至远离所述轨道车辆的一端逐渐减小。
根据本申请的一些实施例，所述充电轨还包括壳体，所述第一充电板和所述第二充电板均通过连接组件与所述壳体相连，且所述第一充电板和所述第二充电板均相对所述壳体可移动；当所述充电刀进入所述槽体时，所述充电刀止抵所述第一充电板和所述第二充电板使得所述第一充电板和所述第二充电板朝向远离彼此的方向移动，当所述充电刀脱离所述槽体时，所述第一充电板和所述第二充电板朝向靠近彼此的方向移动。
在本申请的一些实施例中，所述连接组件包括：外筒，所述外筒与所述壳体连接；内筒，所述内筒的第一端可滑动地内套于所述外筒，所述内筒的第二端与所述第一充电板或所述第二充电板连接；和弹性件，所述弹性件的一端定位在所述外筒上，所述弹性件的另一端定位在相应的所述第一充电板或所述第二充电板上。
根据本申请的一些实施例，所述连接组件还包括：铰接组件，所述铰接组件的一端与所述第一充电板或所述第二充电板连接，所述铰接组件的另一端通过销与所述内筒的所述第二端可转动地连接，所述弹性件的另一端止抵在所述铰接组件上。
在本申请的一些实施例中，所述第一充电板和所述第二充电板相对的表面中的至少一个上设有柔性件。
根据本申请的一些实施例，所述第一充电板和所述第二充电板均包括沿所述轨道车辆的行驶方向依次相连的多段段板。
在本申请的一些实施例中，相邻的两段所述段板电连接，且相邻的两段所述段板可相对运动。
根据本申请实施例的轨道交通系统，包括：轨道车辆，所述轨道车辆设有蓄能装置；充电装置，所述充电装置为上述所述的充电装置，所述充电刀设在所述轨道车辆上且与所述蓄能装置电连接，所述充电轨位于所述轨道车辆的行驶轨迹上。
根据本申请实施例的轨道交通系统，能够缓冲充电刀与充电轨之间的碰撞，减轻车体偏移造成的撇刀或撇轨的影响，降低了充电刀和充电轨出现损坏的概率，可以延长使用寿命。并且，可以实现双面受流，提高了受流稳定性和安全性，优化了受流状态。
在本申请的一些实施例中，所述充电轨仅设在站台区间内。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请一些实施例的集电靴的示意图；
图2是图1中示意的集电靴的侧视图
图3是图1示意的集电靴的剖面图；
图4是图3中圈示的A部的放大图；
图5图1中示意的集电靴的爆炸图；
图6是根据本申请另一些实施例的集电靴的示意图；
图7是图6中示意的集电靴的部分结构的俯视图；
图8是图6中示意的集电靴的部分结构的侧视图；
图9是图6示意的集电靴的部分结构的分解示意图；
图10是图6中示意的集电靴的一个示意图，其中，支架位于初始位置；
图11是图6中示意的集电靴的另一个示意图，其中，支架滑动至偏离初始位置；
图12是根据本申请实施例的集电靴的充电刀的剖视图；
图13是根据本申请实施例的集电靴的部分结构的剖视图；
图14是根据本申请实施例的充电刀的正视图；
图15是根据本申请实施例的充电刀的侧视图；
图16是根据本申请实施例的充电刀的俯视图；
图17是根据本申请实施例的充电轨的部分俯视图；
图18是根据本申请实施例的充电轨的断面图；
图19是根据本申请实施例的轨道交通系统的部分结构的立体图；
图20是根据本申请实施例的轨道交通系统的部分结构的侧视图；
图21是根据本申请实施例的轨道交通系统的部分结构的示意图；
图22是根据本申请实施例的轨道车辆的充电装置的结构示意图；
图23是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图24是根据本申请实施例的轨道车辆的充电装置的局部结构剖视图；
图25是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图26是图25中圈示的B部分的局部放大图；
图27是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图28是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图29是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图30是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图31是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图32是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图33是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图34是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图35是根据本申请实施例的轨道车辆的充电装置的局部结构剖视图；
图36是根据本申请实施例的轨道车辆的充电装置的局部结构剖视图；
图37是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图38是图37中圈示的C部分的局部放大图；
图39是根据本申请实施例的轨道车辆的充电装置的局部结构示意图；
图40是根据本申请实施例的轨道车辆的充电装置的局部爆炸图；
图41是根据本申请实施例的轨道车辆的充电轨的结构示意图；
图42是根据本申请实施例的轨道车辆的充电轨的结构示意图；
图43是图42中圈示的D部分的局部放大图。
附图标记：
1000：充电装置；
100：集电靴；200：绝缘座；300：充电轨；400：绝缘子；
1：滑动座总成；111：第一滑块座；112：第二滑块座；11：滑槽；12：储油槽；
10a：支架；101：通孔；102：支座；1021：凸块；103：容置槽；
20：充电刀；205：连接部；206：本体部；2061：导向斜面；201：第一受流面；202：第二受流面；203：容纳槽；
21：移动杆；22：限位件；23：限位部；24：线鼻；211：止挡凸台；
3：缓冲件；
4：支撑部；41：支撑杆；42：套环；
5：弹性复位件；51：弹性件；
61：第一供流面；62：第二供流面；63：引导段；64：引导槽；
611：第一外侧板；601：第一凹槽；612：第二外侧板；602：第二凹槽；65：防刮擦内钩；66：排污孔；71：绝缘支架；710：安装凹槽；72：绝缘压块；
610：第一充电板；620：第二充电板；600：段板；6001：第一延伸板；6002：第二延伸板；6003：电缆连接块；6004：柔性件；630：槽体；631：进口端；632：出口端；640：壳体；647：固定板；641：伸缩孔；642：遮挡部；650：连接组件；651：外筒；6511：限位部；652：内筒；6521：第一端；6523：止挡部；6524：止抵件；6522：第二端；653：恢复件；660：铰接组件；661：销；670：限位块；671：位止部；672：缓和件；680：防护罩；690：保护罩。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“轴向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不 是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
下面参考图1-图43描述根据本申请实施例的轨道车辆的充电装置1000及轨道交通系统。
如图1-图43所示，描述根据本申请第一方面实施例的轨道车辆的充电装置1000，充电装置1000包括：集电靴100和充电轨300。
具体而言，如图1、图6和图7所示，集电靴100包括充电刀20，充电刀20设在车体上。如图17-21所示，充电轨300上设有槽体630，充电刀20相对槽体630运动且充电刀20与充电轨300电连接。
需要说明的是，槽体630可以沿车辆的行驶方向延伸，车体可以设置有蓄能装置，充电刀20可以与蓄能装置电连接。随着车辆的行驶，充电刀20相对槽体630运动且充电刀20与充电轨300电连接。需要说明的是，充电刀20可以与充电轨300直接接触并电连接，也可以是通过电磁感应非直接接触的电连接。例如，充电刀20可以伸入到槽体630内并与槽体630移动配合。这里所述的“移动配合”可以理解为充电刀20在槽体内可滑动地电连接。当然，在车辆停止时，充电刀20与槽体630保持相对静止时，充电刀20也可以与充电轨300电连接对车体进行充电，从而有利于提高轨道车辆充电的稳定性和可靠性。
根据本申请实施例的轨道车辆的充电装置1000，通过在车体上设置充电刀20，充电刀20相对充电轨300的槽体630运动并与充电轨300电连接，以对车体进行充电，结构简单、充电稳定可靠。而且，充电刀20可以随着车体的移动与充电轨300可滑动地电连接以对充电轨300进行充电，由此，可以降低轨道车辆停车充电的等待时间，使轨道车辆的充电更加方便、灵活。
根据本申请的一些实施例，集电靴100还可以包括滑动座总成1和弹性复位件5，在沿垂直于轨道车辆的行驶方向的方向上，充电刀20可移动地设在滑动座总成1上。 滑动座总成1适于与轨道车辆的车体相连，在沿垂直于轨道车辆的行驶方向的方向上，充电刀20可滑动地与滑动座总成1相连，也就是说，充电刀20与滑动座总成1相连，且在沿横向的方向上充电刀20相对于滑动架总成1可滑动。其中，以轨道车辆行进方向为纵向，垂直于纵向的方向为横向，垂直于纵向和横向的方向为竖向。例如，在图6中所示的示例中，前后方向为纵向，左右方向为横向，上下方向为竖向。
如图6所示和图7所示，弹性复位件5可分别与充电刀20和滑动座总成1相连，并且弹性复位件5常驱动充电刀20复位至初始位置，其中在所述初始位置弹性复位件5处于自然状态。需要说明的是，所述的“常驱动”可以理解为，当弹性复位件5受到挤压力或拉伸力时，弹性复位件5在弹性恢复力作用下驱动支架10a的运动趋势。所谓“初始位置”，一般情况下是指根据设计确定充电刀20与充电轨300对接的最佳位置，但是由于安装精度等原因，会导致充电轨300的设置位置变化。通过设置弹性复位件5，能够在车体发生偏移时对充电刀20的偏移进行补偿，并且可以在车体未发生偏移时使充电刀20恢复到初始位置。所述的“自然状态”可以理解为弹性复位件5未被压缩或拉紧的自然状态。如图6和图7所示，当支架10a偏离初始位置时，弹性复位件5在弹性恢复力的作用下可以驱动支架10a复位至初始位置。
也就是说，充电刀20可相对于滑动座总成1在横向上发生适应性移动，弹性复位件5始终驱动充电刀20向初始位置移动。这样，当轨道车辆发生偏移时，充电刀20会有相对于充电轨300发生偏移的趋势，此时，充电刀20相对于滑动座总成1滑动，使得充电刀20与充电轨300形成较优的配合状态，以适应车体的偏移；与此同时，弹性复位件5驱动充电刀20向初始位置移动。当车体从偏移位置恢复到正常位置时，在弹性复位件5的驱动下，充电刀20复位至初始位置，充电刀20同样可与充电轨300形成较优的配合状态。由此，不仅可以在车体偏移过大及爆胎后的极限工况下仍能正常使用，降低产生襒刀或襒轨事故的概率，而且可以提高充电稳定性。
在本申请的一些实施例中，如图22-24所示，充电轨300包括第一充电板610和第二充电板620，第一充电板610和第二充电板620均与电源连接，在沿垂直于轨道车辆的行驶方向的方向上，第一充电板610和第二充电板620间隔设置构造出槽体630，槽体630具有进口端631和出口端632，充电刀20适于从进口端631进入槽体630并从出口端632脱离槽体630，当充电刀20进入槽体630时，充电刀20与第一充电板610和第二充电板620均电连接。由此，当充电刀20从进口端631进入槽体630内时，充电刀20可以与充电轨300电连接以对车体进行充电；当充电刀20从出口端632脱离槽体630时，充电刀20断开与充电轨300的电连接，而且，充电刀20可以随着车辆的运 行进入或脱离槽体630，从而可以方便的控制轨道车辆的充电。
根据本申请的一些实施例，第一充电板610和第二充电板620沿车辆的行驶方向延伸，第一充电板610和第二充电板620可以平行设置，也可以相对倾斜设置，例如，沿由上至下的方向，第一充电板610和第二充电板620可以朝向靠近彼此的方向倾斜延伸，或沿由下至上的方向，第一充电板610和第二充电板620可以朝向靠近彼此的方向倾斜延伸。第一充电板610和第二充电板620可以大致形成为矩形板，第一充电板610和第二充电板620相对的表面可以构造为平面也可以为曲面。
在本申请的一些实施例中，第一充电板610和第二充电板620的横截面可以均构造为曲线或折线，且第一充电板610和第二充电板620朝向彼此凸出。
根据本申请的一些实施例，充电轨300可以沿轨道车辆行驶的行驶轨道的延伸方向延伸，充电轨300的延伸长度不小于行驶轨道的延伸长度。换句话说，充电轨300可以沿车辆的行程全程设置。此时，充电刀20可以一直位于槽体630内而不从槽体630脱离，由此，可以在列车的行驶过程中随时对轨道车辆进行充电，使轨道车辆随时保持足够的能量行驶。充电轨300可以设于轨道车辆行驶轨道的两轨道之间，充电刀20可以设于车体底部相应的位置处，以便于充电刀20与充电轨300的配合连接。
在本申请的一些实施例中，充电轨300可以仅设在站台区间内，所述站台区间包括站台以及沿轨道长度方向前后各延伸的50-150m。由此，当车辆进站时，轨道车辆行驶至充电轨300，充电刀20可以随轨道车辆移动并从进口端631进入槽体630内，使充电刀20与第一充电板610和第二充电板620之间电连接。由此，通过充电刀20与充电轨300之间的电连接可以使轨道车辆的蓄能装置与电源连通，从而可以对轨道车辆的蓄能装置进行充电。当轨道车辆离站时，轨道车辆继续行驶，充电刀20随轨道车辆继续运动从而使充电刀20从槽体630脱离，断开轨道车辆的蓄能装置与电源之间的电连接，完成对轨道车辆的蓄能装置的充电。可以理解的是，轨道车辆到站台时，轨道车辆可以停止，此时，充电刀20进入槽体630内并与槽体630保持相对静置，从而可以提高轨道车辆充电的稳定性和可靠性。
根据本申请的一些实施例，集电靴100可以设在车体的底部，充电刀20可移动和/或转动地设在车体的底部。也就是说，充电刀20相对于车体可移动，或充电刀20相对于车体可转动，或者充电刀20相对于车体既可以移动也可以转动。需要说明的是，这里所述的“转动”可以包括：偏转、翻转、枢转以及旋转等，其中，旋转的方式可以理解为充电刀20可绕自身的中心轴线转动。当充电刀20需要伸入到槽体630时，可以旋转至使得充电刀20可伸入到槽体630的角度，然后向下移动至伸入到槽体630内。
例如，当需要对轨道车辆进行充电时，充电刀20可以从车体底部移动伸出或转动伸出，或配合移动转动的方式伸出，以使充电刀20进入槽体630内对轨道车辆进行充电；当完成对轨道车辆的充电后，充电刀20可以向上移动收入到车体内或充电刀20转动收回，或充电刀20结合移动和转动的方式收回。以避免轨道车辆行驶过程中，充电刀20发生干涉或存在露电等安全隐患。
需要说明的是，所述的“充电刀20转动伸出和转动收回”可以理解为充电刀20相对于车体可发生转动。例如，支架10a可以设于车体的底部，充电刀20可以通过转轴连接于支架10a，充电刀20可以绕转轴沿列车的长度方向、宽度方向或其他角度方向转动，以便于充电刀20的伸出和收回。当充电刀20转动伸出时，充电刀20可以垂直于车体底壁，当充电刀20转动收回时，充电刀可以20贴合于车体底壁。
根据本申请的一些实施例，集电靴100还可以包括支架10a，在沿垂直于轨道车辆的行驶方向的方向上，支架10a可移动地设在滑动座总成1上，充电刀20设在支架10a上，弹性复位件5的两端分别止抵在支架10a和滑动座总成1上。也就是说，支架10a与滑动座总成1相连，且在沿横向的方向上支架10a相对于滑动架总成1可滑动。
如图5所示，充电刀20与支架10a相连，以在支架10a相对于滑动座总成1滑动时，充电刀20由支架10a带动滑动，使充电刀20可相对于支架10a总成在横向上移动，使得充电刀20相对于轨道车辆可在车体的宽度方向上移动。由此，可以有效减轻由于车体偏移所造成的撇刀或撇轨的影响，提高充电稳定性。弹性复位件5分别与支架10a和滑动座总成1相连，由此，弹性复位件5可以常驱动支架10a恢复至自然状态。
如图6、图8和图9所示，滑动座总成1上可以形成有沿横向延伸的滑槽11，支架10a沿横向可滑动地与滑槽11配合。即，支架10a沿滑动座总成1上的滑槽11滑动。结构简单，便于加工，而且装配方便。
在本申请的一些实施例中，如图8和图9所示，滑槽11的沿竖向(例如，图8中所示的上下方向)的一侧敞开形成有敞开侧，竖向为垂直于横向的方向，在垂直于横向的截面上，滑槽11的内侧面在朝向滑槽11的敞开侧的方向上逐渐收缩，并且，支架10a的侧面可呈与滑槽11的内侧面适配的形状。由此，既可以使支架10a在滑槽11内沿横向滑动，也可以防止支架10a在竖向上与滑槽11脱离配合，稳定性好，可靠性高。
在本申请的一些实施例中，滑槽11可以向下敞开。也就是说，滑动座总成1上形成有沿横向延伸且在竖向上向下敞开的滑槽11，并且滑槽11构造为在竖向下渐缩的结构，支架10a构造为与滑槽11适配的向下收缩的结构，支架10a适于配合在滑槽11内且支架10a可沿滑槽11在横向上滑动。由此，可以通过滑槽11的形状避免支架10a 由于自身的重力作用脱离滑槽11，结构简单，设计巧妙。
在本申请的一些实施例中，在如图9所示的示例中，滑槽11可以形成为内侧面为斜面的梯形槽，支架10a的垂直于横向的截面形成为可与梯形槽配合的梯形。当然，滑槽11和支架10a还可以形成为相适配其他形状，例如，滑槽11的内侧面形成圆柱面，支架10a的侧面形成圆柱面。对此，不能理解为对本申请的限制。
为了提高支架10a在滑槽11内的滑动灵活性和平稳性，滑槽11的内侧面和支架10a的侧面中的至少一个上可以设有储油槽12，储油槽12内可以存储润滑油或润滑脂等。换言之，储油槽12形成在滑动座的侧面上，如图9所示；或者，储油槽12还可以形成在滑槽11的内侧面上；在或者，支架10a上和滑槽11的内侧面上可同时设有储油槽12。由此，可以减小支架10a与滑槽11之间的摩擦力，使支架10a能够灵活顺利地沿横向在滑槽11内滑动，同时，减轻了磨损，降低了噪音。
根据本申请的一些实施例，如图6和图7所示，支架10a上设有支座102，弹性复位件5可以包括两个弹性件51，且在沿垂直于轨道车辆的行驶方向的方向上，两个弹性件51分布于支座102的两侧，并且弹性件51可与支座102和滑动座总成1相连。结合图6-图9所示的示例，支架10a的上表面上设有支座102，两个弹性件51分别连接于支座102的左侧和右侧，并且两个弹性件51分别与滑动座总成1相连。这样，两个弹性件51可以在两侧弹性地连接支架10a和滑动座总成1，从而可以通过弹性件51的弹性变形允许支架10a在滑槽11内滑动，并且，弹性件51的恢复原状的特性能够常驱动支架10a复位至自然状态，结构简单紧凑，装配方便快速，且驱动稳定可靠。
在一些实施例中，如图6和图7所示，弹性件51可为弹簧，并且支架10a上设有容置槽103，容置槽103可沿横向延伸，并且弹性件51的至少一部分可以容纳于容置槽103内。例如，支架10a的上表面上设有两个开口朝上的容置槽103，两个弹簧分别容纳在容置槽103内。由此，可以通过容置槽103为弹性件51提供安装空间，空间布局合理，可以使结构更加紧凑，另外，还可以通过容置槽103为弹性件51提供限位，避免弹性件51因发生错位而失效，可以提高稳定性和可靠性。
需要说明的是，用于偏移回复的弹性件51可以使用橡胶弹簧、空气弹簧等其他弹性元件替代，也可用具备主动控制系统的气压系统替代。这对于本领域技术人员而言是可以理解的，在此不再赘述。
在本申请的一些实施例中，支座102可以包括两个凸块1021，如图7和图9所示，两个凸块1021可沿横向间隔布置，并且两个凸块1021可分布于充电刀20与支架10a的连接处的两侧，一方面，可以为充电刀20和支架10a的连接提供让位空间，提高空 间利用率，另一方面，可以提高弹性件51的安装稳定性。
根据本申请的一些实施例，充电刀20在竖向可移动地设在支架10a上。如图6所示，充电刀20沿竖向可移动地与支架10a相连，竖向为垂直于横向的方向，在附图6所示的示例中，图6中所示的上下方向即为竖向。也就是说，充电刀20不仅可以在横向上移动，而且可以在竖向上移动。由此，既可以适应车体在其宽度方向上的偏移，也可以缓冲充电刀20与充电轨300接触时竖向上的碰撞，结构简单紧凑，缓冲效果好，充电稳定性和可靠性更高。
根据本申请的一些实施例，如图5所示，支架10a上可以设有通孔101，集电靴100还可以包括移动杆21，移动杆21的一端与通孔101移动配合，移动杆201的另一端设在充电刀上20。具体而言，移动杆21的一端(例如，图5中所示的上端)可移动地伸入通孔101，充电刀20可与移动杆21的另一端(即，图5中所示的下端)相连，在充电时，充电刀20可与充电轨300接触受流，换言之，在图1-图3所示的示例中，充电刀20在上下方向上移动时，移动杆21可以在通孔101内沿上下方向移动，在此过程中，充电刀20可由移动杆21带动沿上下方向移动。
根据本申请的一些实施例，集电靴100还可以包括缓冲件3，缓冲件3的两端分别与充电刀20和支架10a相连以对充电刀20的竖向移动提供缓冲。缓冲件3可以连接支架10a和移动杆21。缓冲件3分别与支架10a和移动杆21相连，为充电刀20提供缓冲，以减缓充电刀20与充电轨300之间的碰撞。
在本申请的一些实施例中，缓冲件3可以是弹性件，例如，缓冲件3可以是图1中所示的弹簧；或者，缓冲件3还可以是可自动控制的电动推杆(图未示出)或可自动控制的气缸(图未示出)。由此，缓冲件3可以在受力时发生形变，同时可以提供阻碍充电刀20与支架10a之间发生相对位移的阻尼力，不仅结构简单紧凑，便于拆装，而且缓冲效果好。在此，需要说明的是，所谓“可自动控制的电动推杆”是指具备主动控制功能的电动推杆，所谓“可自动控制的气缸”是指具备主动控制功能的气缸。
根据本申请的一些实施例，如图1-图3所示，缓冲件3可以外套于移动杆21的外周面，一方面，可以减小缓冲件3的占用空间，优化结构布局，另一方面，可以利用缓冲件3提供稳定且均匀的缓冲力，缓冲效果进一步提升。
为了便于缓冲件3的安装和定位，移动杆21可具有止挡凸台211，缓冲件3可以止抵在支架10a和止挡凸台211之间。在装配时，先将缓冲件3套设在移动杆21上，在将移动杆21的一端(例如，图5中所示的上端)伸入支架10a的通孔101内，使缓冲件3的一端止抵在支架10a上，另一端(即，图5中所示的下端)止抵在止挡凸台211 上，即可实现装配和定位，装配难度低，可以提高装配效率。
根据本申请的一些实施例，止挡凸台211可为环形凸台，即止挡凸台211可以构造为环绕移动杆21的周向的闭环形。由此，止挡凸台211可以在整个周向上供缓冲件3止挡，止挡效果好，可以避免止挡失效，可有效提高稳定性和缓冲可靠性。
当然，本申请的结构不限于此，止挡凸台211还可以是沿移动杆21的周向间隔设置的多个，对此，不能理解为对本申请的限制。在此，“多个”可以理解为至少两个，例如，三个、四个或五个，以使缓冲件3稳定地止抵在止挡凸台211上。
如图1和图3所示，移动杆21的一端(例如，图2和图3中所示的上端)可以安装有随移动杆21移动的限位件22，限位件22位于支架10a的背离充电刀20的一侧(例如，图2和图3所示的上侧)。例如，在图3所示的示例中，移动杆21向下移动到最低位置时，限位件22止抵支架10a的上侧，以限制移动杆21继续向下，从而可以防止移动杆21从通孔101内脱出；而当移动杆21向上移动时，限位件22可以随移动杆21同步向上移动。这样，不仅结构简单紧凑，而且可以进一步提高缓冲稳定性。
根据本申请的一些实施例，限位件22可以是穿设在移动杆21上的限位销；或者，如图1-图3所示，限位件22可以是与移动杆21的端部螺纹配合的限位螺母，拆装方便，稳定性好，且成本低廉。
根据本申请的一些实施例，如图2和图5所示，支架10a上可以连接有支撑部4，支撑部4包括：多个支撑杆41和套环42，其中，每个支撑杆41的一端(例如，图5中所示的上端)可与支架10a相连且每个支撑杆41朝向远离支架10a的方向(即，图5中所示的下方)延伸，套环42可与多个支撑杆41的另一端(即，图5中所示的下端)相连，其中，移动杆21可移动地嵌套于套环42内。由此，套环42可以由支撑杆41支撑固定在支架10a上，并且套环42与支架10a间隔开，移动杆21可以在套环42内和通孔101内移动，通过设置与支架10a相连的套环42，可以提高移动杆21移动的平稳性，同时，套环42还可以为移动杆21提供导向，避免出现移动杆21因发生偏移而卡在通孔101内无法移动的现象，可以有效可靠性。
根据本申请的一些实施例，支撑杆41可以包括环绕套环42间隔设置的至少两个，例如，支撑杆41可以是图5中所示的两个，或者，支撑杆41可以是三个、四个等，支撑杆41可以在朝远离支架10a的方向(例如，在图5中所示的向下的方向)上朝向套环42倾斜，支撑板的另一端(即，图5中所示的下端)可与套环42的外周面相连。由此，多个支撑杆41可以在周向上为套环42提供支撑，可以提高套环42的稳定性和可靠性，利于移动杆21的伸缩移动。
为了避免移动杆21在伸缩移动时发生绕其轴向旋转的现象，移动杆21与套环42之间可以设置限位部23以进行限位。举例而言，如图5所示，限位部23可以是矩形键，移动杆21的外周面上可以设有安装键槽，套环42的内周面上可以设有贯通键槽，矩形键安装在安装键槽，移动杆21移动时，带动矩形键在贯通键槽内沿竖向移动，可以使移动杆21在竖向上移动的同时，限制移动杆21绕其轴向发生转动，从而可以避免充电刀20发生旋转，可以提高可靠性。
下面结合附图对充电刀20进行详细描述。
如图14-16所示，充电刀20可沿轨道车辆的行驶方向(例如，图14和图16中所示的前后方向)延伸，并且在沿垂直于轨道车辆的行驶方向的方向上，充电刀20相对的两侧面分别设有第一受流面201和第二受流面202。也就是说，充电刀20的沿横向相对的两侧面上分别形成有第一受流面201和第二受流面202。即，充电刀20具有相对设置的两个受流面。
其中，如图15所示，在沿竖向的方向上，第一受流面201和第二受流面202之间的间距从充电刀20的靠近轨道车辆的一端至远离轨道车辆的一端逐渐减小。这里定义充电刀20的靠近轨道车辆的一端为“第一端”，定义充电刀20的远离轨道车辆的一端为“第二端”。所述的“第一端”可以理解为充电刀20的上端，所述的“第二端”可以理解为充电刀20的下端。例如，在图15中所示的示例中，第一受流面201和第二受流面202之间的间距从上端向下端逐渐减小。或者，第一受流面201和第二受流面202之间的间距也可以从下端向上端逐渐减小。
由此，可以利用第一受流面201和第二受流面202与充电轨300接触，实现双面受流，增加了受流面积，可以优化受流状态，并且，第一受流面201与第二受流面202之间的间距变化，能够保证充电刀20与充电轨300之间具有一定的接触压力，相比于相关技术中的上下单面接触集电方式，可以提高充电刀20与充电轨300的接触稳定性，从而可以有效提高受流稳定性，降低出现电火花的概率，提高了安全性。
根据本申请的一些实施例，第一受流面201和第二受流面202中的其中一个可沿竖向延伸，并且其中另一个相对于竖向倾斜延伸；或者，第一受流面201和第二受流面202沿朝向彼此的方向倾斜延伸。由此，可以将充电刀20的第一受流面201和第二受流面202构造为不同的形状，以适配不同构造的充电轨300，结构简单，方便加工。
根据本申请的一些实施例，充电刀20沿纵向和横向延伸，在沿竖向的截面上，充电刀20呈从第一端边沿逐渐收缩至第二端边沿的形状。例如，在如图15所示的示例中， 在远离支架10a的方向上，充电刀20呈逐渐收缩至充电刀20的边沿的形状，即充电刀20从上端边沿逐渐收缩至下端边沿。由此，可以使充电刀20的在横向上相对的两个侧面分别构造为第一受流面201和第二受流面202，受流面积更大，稳定性和可靠性更佳。
在一些实施例中，在纵向方向上，充电刀20的横截面积向至少一端逐渐减小。换言之，如图16所示，充电刀20沿纵向的两个端部中的至少一个可呈沿纵向逐渐收缩至充电刀20边沿的形状。例如，在图16所示的示例中，充电刀20的前端的横截面积向前逐渐减小，且充电刀20的后端的横截面积向后逐渐减小，即充电刀20构造为双向楔形，且双侧面接触集电。由此，可以在充电刀20的前后两端形成导向斜面2061，由此，导向斜面2061可以起到导向的作用，便于引导充电刀20进入槽体630。
需要说明的是，所谓“双向楔形”是指，充电刀20从侧视图看为从第一端向第二端由宽向窄逐渐变化，俯视图看为中间宽且两端窄逐渐变化的结构。当然，本申请的结构不限于此，充电刀20还可以构造为先与充电轨300接触的一端的横截面向断面逐渐减小的形状。
可以理解的是，轨道车辆行进时，充电刀20的端部先与充电轨300接触，通过将充电刀20设计为在纵向上向端部逐渐减小，可以提供导向作用，利于充电刀20与充电轨300顺利接触并配合，不仅可以减轻碰撞，减小磨损，而且可以提高配合精度，进而可以提供充电稳定性。
根据本申请的一些实施例，充电刀20上可以设有适于安装线鼻24的容纳槽203，容纳槽203可以设在充电刀20的第一端。在本申请的一些实施例中，容纳槽203在竖向方向上可以延伸至充电刀20的第一端。容纳槽203在横向上可以贯通第一受流面201和第二受流面202。例如，如图12-图16所示，充电刀20的上端设有容纳槽203，容纳槽203被构造为在竖向上延伸至充电刀20的上端面、且在横向上两端分别延伸至第一受流面201和第二受流面202的三面开口槽，线鼻24安装在容纳槽203内。这样，不仅便于加工制造，而且便于实现线鼻24的安装和定位，型式更紧凑，受流稳定性好，可靠性高，装配效率高。
根据本申请的一些实施例，如图22所示，充电刀20可以包括连接部205和本体部206，连接部205的下端与本体部206连接，连接部205的上端与移动杆21连接。
根据本申请的一些实施例，还对充电轨300进行了优化设计。
结合图17-图21所示，槽体630的沿横向相对的两个表面分别形成第一供流面61和第二供流面62。也就是说，槽体630具有相对设置的两个供流面。
其中，在沿竖向的方向上，第一供流面61和第二供流面62之间的间距从第一端向第二端逐渐减小。例如，在图17中所示的示例中，第一供流面61和第二供流面62之间的间距从上端向下端逐渐减小。或者，第一供流面61和第二供流面62之间的间距也可以从下端向上端逐渐减小。
由此，可以利用充电轨300的第一供流面61和第二供流面62与轨道车辆的充电刀20接触，实现双面供流，可以增大供流面积，并且，第一供流面61和第二供流面62之间的间距变化，能够保证充电刀20与槽体630之间具有一定的接触压力，可以提高充电轨300与充电刀20的接触稳定性，从而可以提高充电稳定性，可以降低出现电火花的概率，安全性也得以提高。
根据本申请的一些实施例，槽体630可为弹性槽。也就是说，槽体630受力时具备发生弹性形变的特性，并且外力解除时可以恢复原状。由此，充电刀20与充电轨300接触时，充电刀20配合至槽体630内，此时，槽体630可发生一定的弹性变形，从而可以利用自身弹性回复力形成对充电刀20的“夹持”力，从横向两侧为充电刀20提供接触压力，可以进一步提高充电接触面的受流稳定性，优化受流质量。
在一些实施例中，如图17和图21所示，充电轨300还可以包括：沿横向相对的第一外侧板611和第二外侧板612。其中，第一外侧板611的第一端(例如，图13中所示的上端)可与第二外侧板612的第一端(即，图17中所示的上端)间隔开，并且第一外侧板611的第二端(即，图17中所示的下端)与第二外侧板612的第二端(即，图17中所示的下端)相连。第一充电板610和第二充电板620位于第一外侧板611和第二外侧板612之间，第一充电板610的第一端与第一外侧板611的第一端相连，第二充电板620的第一端与第二外侧板612的第一端相连，第一充电板610和第二充电板620朝向彼此倾斜延伸。其中，第一充电板610和第二充电板620的相对的表面分别形成第一供流面61和第二供流面62。
由此，可以将充电轨300设计为中空的“壳状”型式，将充电轨300构造为半刚性充电轨300，不仅能减轻充电轨300的自重，而且可以优化结构，便于加工制造，可以降低成本。与相关技术中的刚性接触轨和柔性接触网相比，半刚性充电轨300可产生一定的弹性变形，从而利用自身弹性回复“夹持”力提供接触压力，确保充电接触面的稳定受流。
根据本申请的一些实施例，如图17和图20所示，第一外侧板611的一部分可以朝向第二外侧板612凹陷以形成第一凹槽601，第二外侧板612的一部分可以朝向第一外侧板611凹陷以形成第二凹槽602。在本申请的一些实施例中，第一凹槽601和第二凹 槽602可以相对设置。这样，通过设计第一凹槽601和第二凹槽602，可以加强第一侧板和第二侧板的强度，从而可以提高充电轨300的强度，并且，第一凹槽601和第二凹槽602还可利于充电轨300的安装和定位，这将在下文中结合具体实施例进行详细描述。
根据本申请的一些实施例，第一充电板610的第二端和第二充电板620的第二端可以朝相互远离的方向弯折。具体而言，在如图17所示的示例中，第一充电板610的下端远离第二充电板620弯折，第二充电板620的下端远离第一充电板610弯折。由此，第一充电板610和第二充电板620的自由端可以分别弯折形成内钩，一方面，利于形成平滑的第一供流面61和第二供流面62，使得充电轨300的结构更加紧凑，便于充电刀20与槽体630配合，另一方面，可以有效避免充电刀20与充电轨300发生刮擦，即形成防刮擦内钩65，减轻了磨损，减小噪音，而且还可以减少电火花的出现。
如图17和图21所示，第一充电板610的第二端与第一凹槽601在竖向方向上可以间隔开，第二充电板620的第二端可与第二凹槽602在竖向方向上可以间隔开。换言之，在纵向方向上的投影中，第一充电板610的自由端与第一凹槽601间隔设置，第二充电板620的自由端与第二凹槽602间隔设置。充电刀20与槽体630接触充电时，充电刀20分别与第一充电板610和第二充电板620接触，通过将第一充电板610的第二段与第一凹槽601间隔设置，并将第二充电板620的第二端与第二凹槽602间隔设置，可为第一充电板610和第二充电板620的形变提供空间，避免发生干涉，可以使充电轨300的弹性特性得以有效发挥，利于实现稳定受流。
根据本申请的一些实施例，充电轨300可为对称结构。优选地，充电轨300可为一体成型的金属件，也就是说，第一外侧板611、第二外侧板612、第一充电板610以及第二充电板620可以一体加工成型。例如，充电轨300可以由薄板金属件卷折而成。
这样，不仅可以优化供流效果，而且便于加工，可以降低成本。另外，金属件具备较优的刚性和韧性，配合上述充电轨300的形状，可以使充电轨300具备一定刚度的同时使充电轨300能够发挥更佳的弹性特性，实现一加一大于二的效果，使受流质量和充电稳定性更佳。
为了便于将槽体630内沉积的雨水和泥沙排出，充电轨300上可以设有与槽体630连通的排污孔66。在本申请的一些实施例中，排污孔66可以设在充电轨300安装后沿重力方向的最低面。由此，集聚在槽体630内的泥沙和雨水可以在重力的作用下从排污孔66中自行排出，无需人工操作，减少了维护投入，而且可以提高安全性。
根据本申请的一些实施例，如图18和图19所示，位于进口端631和出口端632处的第一充电板610和第二充电板620朝向彼此远离的方向弯折构造为引导段63，需要 说明的是，这里所述的进口端631和出口端632可以理解为按照轨道车辆的行驶方向确定的。可以理解的是，轨道车辆可以反方向行驶，当轨道车辆反方向行驶时，充电轨300的进口端631和出口端632与轨道车辆正向行驶时相反。引导段63具有与槽体630连通的引导槽64，引导槽64的沿横向相对的表面在远离槽体630的方向上渐扩。换言之，在轨道车辆的行进方向上，充电轨300的一端或者两端设有引导段63，引导段63具有引导槽64，引导槽64与槽体630连通，并且引导槽64的横向尺寸在远离槽体630的方向上逐渐增大。
由此，轨道车辆行进过程中，充电刀20随车体同步移动，轨道车辆行进至站区进行充电时，充电刀20从一端移入槽体630，与充电轨300接触。在充电轨300的端部设置引导段63，可以使充电刀20先移入引导槽64，然后再移入槽体630，由于引导槽64被构造为远离槽体630渐扩的结构，引导槽64可为充电刀20提供引导作用，使充电刀20可以平稳地从无充电轨300区过渡至充电轨300区。这样，可以避免充电刀20与充电轨300发生剧烈碰撞，降低损坏的概率，可以延长使用寿命。
并且，引导段63构成了分叉式引导带，由于侧面分叉的存在，使得充电刀20滑入充电轨300时，充电刀20与充电轨300的接触面之间的接触力呈逐渐变大的趋势，充电刀20滑出充电轨300时，充电刀20与充电轨300的接触面之间的接触力呈逐渐减小的趋势。在该接触力和缓冲件3的共同作用下，充电刀20在轨道车辆进站时沿竖向朝向支架10a移动，且在轨道车辆出站时远离支架10a移动。
由此，通过监控充电刀20的位置变化情况，使得符合进站位移动态时，连通充电回路，满足出站位移动态时断开充电回路，以此方式可以达到“触后通路，脱前断路”的目的，可以减少集电靴100与充电轨300在接触或脱离瞬间可能出现的燃弧现象的发生。需要说明的是，所谓“触后通路，脱前断路”是指，集电靴100与充电轨300接触后再接通充电回路，在集电靴100与充电轨300将要脱离前断开充电回路。
根据本申请的一些实施例，充电刀20与槽体630接触时，充电刀20的第一受流面201可与槽体630的第一供流面61接触，充电刀20的第二受流面202可与槽体630的第二供流面62接触。也就是说，充电刀20与槽体630双面接触。即，充电刀20与槽体630采用双侧面集电方式充电，相较于现有技术中采用的上下单面接触集电方式，不仅结构简单紧凑，而且受流可靠性高，稳定性好。
为了确保充电刀20与槽体630接触后能保持最佳的贴合，充电刀20与槽体630过盈配合。换言之，在自由状态下，槽体630的第一供流面61和第二供流面62之间的间距小于充电刀20的第一受流面201和第二受流面202的对应位置处的宽度。或者，充 电刀20的第一受流面201与第二受流面202之间形成的夹角不小于充电轨300在自由状态下第一供流面61与第二供流面62之间形成的夹角。由此，充电刀20在槽体630内滑动时，充电刀20的第一受流面201和第二受流面202稳定地挤压槽体630的第一供流面61和第二供流面62，可以使受流稳定性更佳。
根据本申请的一些实施例，如图22-图24所示，充电轨300还可以包括壳体640，第一充电板610和第二充电板620均通过连接组件650与壳体640相连，且第一充电板610和第二充电板620均相对壳体640可移动。由此，一方面，连接组件650可以将第一充电板610和第二充电板620牢固地固定于壳体640；另一方面，连接组件650可以为第一充电板610和第二充电板620提供推力以保证第一充电板610和第二充电板620与充电刀20之间电连接的可靠性和稳定性。
当充电刀20进入槽体630时，充电刀20止抵第一充电板610和第二充电板620使得第一充电板610和第二充电板620朝向远离彼此的方向移动，当充电刀20脱离槽体630时，第一充电板610和第二充电板620朝向靠近彼此的方向移动。
需要说明的是，结合图22-图24所示，当充电刀20从进口端631进入槽体630时，第一充电板610与第二充电板620均与充电刀20接触以实现电连接，同时充电刀20挤压第一充电板610和第二充电板620，使第一充电板610和第二充电板620朝向远离彼此的方向移动；当充电刀20脱离槽体630时，第一充电板610和第二充电板620朝向靠近彼此的方向移动，由此，可以使当充电刀20进入槽体630时，第一充电板610和第二充电板620紧紧夹持充电刀20，提高第一充电板610和第二充电板620与充电刀20之间电连接的可靠性和稳定性。而且，充电装置1000的闭合夹持通过连接组件650控制第一充电板610和第二充电板620的移动实现，由此，可以简化充电刀20的结构，从而可以减轻轨道车辆的整体重量，使轨道车辆的整体结构更加简洁、轻便。
在本申请的一些实施例中，如图23和图24所示，连接组件650可以包括：外筒651、内筒652和恢复件653。
其中，如图24所示，外筒651与壳体640连接。由此，通过设置外筒651，便于连接组件650与壳体640之间的装配连接。如图24所示，外筒651可以通过螺栓与壳体640固定装配。内筒652的第一端6521可滑动地内套于外筒651，内筒652的第二端6522与第一充电板610或第二充电板620连接。由此，可以通过内筒652与外筒651之间的相对滑动，可以带动第一充电板610或第二充电板620的移动。恢复件653的一端定位在外筒651上，恢复件653的另一端定位在相应的第一充电板610或第二充电板620上。由此，在恢复件653的弹性恢复力的作用下，可以驱使内筒652恢复至原始位 置。
结合图22-图24所示，当充电刀20进入槽体630内时，充电刀20挤压第一充电板610和第二充电板620，使内筒652沿第二端6522向第一端6521的方向滑动，从而使第一充电板610和第二充电板620朝向彼此远离的方向移动，此时，第一充电板610或第二充电板620挤压相应的恢复件653，使恢复件653发生弹性形变；当充电刀20脱离槽体630时，在恢复件653的弹性恢复力作用下，内筒652沿第一端6521向第二端6522的方向滑动，从而使第一充电板610和第二充电板620朝向靠近彼此的方向移动，以保证下次充电刀20进入槽体630时，第一充电板610和第二充电板620可以夹持充电刀20，提高了第一充电板610和第二充电板620与充电刀20电连接的稳定性和可靠性。
根据本申请的一些实施例，如图24、图37-图39所示，连接组件650还可以包括铰接组件660，铰接组件660的一端与第一充电板610或第二充电板620连接，铰接组件660的另一端通过销661与内筒652的第二端6522可转动地连接，恢复件653的另一端止抵在铰接组件660上。
在本申请的一些实施例中，如图23所示，恢复件653可以为弹簧，在本申请的另一些实施例中，恢复件653也可以为橡胶件或其他弹性件。
需要说明的是，当轨道车辆行驶带动充电刀20从进口端631进入槽体630时，充电刀20与第一充电板610和第二充电板620接触并产生冲击，通过设置铰接组件660，第一充电板610和第二充电板620可以以销661为转轴发生小范围的转动，从而可以缓冲吸收充电刀20对充电轨300产生的冲击，进而可以减轻噪声并延长充电轨300的使用寿命。
在本申请的一些实施例中，如图24所示，连接组件650还可以包括限位块670，限位块670与内筒652的第一端6521连接。如图24所示，内筒652的第一端6521具有敞开口，敞开口的内周壁上可以设有内螺纹，限位块670伸入敞开口并与内筒652螺纹连接。由此，可以提高限位块670与内筒652固定的牢固性和可靠性。
如图24所示，限位块670具有位于外筒651外侧的位止部671，位止部671适于止抵在外筒651上以限制内筒652的移动位移。如图24所示，限位块670的端部直径大于其余位置处的直径以构造为位止部671，位止部671可以为连接至限位块670端部的螺栓，也可以通过限位块670的端部延伸出翻边构成。通过设置位止部671，可以限制内筒652的移动距离。例如，当内筒652沿从第一端6521向第二端6522的方向运动，当运动至预定距离后，位止部671可以与外筒651的端部止抵，限制内筒652的进一步 移动，从而可以防止第一充电板610与第二充电板620发生碰撞而产生噪声和电火花，提高了充电轨300运行的稳定性。
根据本申请的一些实施例，如图24所示，位止部671与外筒651之间具有缓和件672。由此，当内筒652沿第一端6521向第二端6522移动至预定距离时，位止部671与外筒651的端部碰撞止抵，缓和件672可以缓冲吸收位止部671与外筒651端部之间的碰撞冲击，从而可以降低充电轨300的噪声，并有效避免了充电轨300中部件的碰撞损坏，延长了充电轨300的使用寿命。
根据本申请的一些实施例，如图24所示，充电轨300还可以包括防护罩680，壳体640设有伸缩孔641，内筒652的第一端6521穿过伸缩孔641并内套于防护罩680。由此，可以提高壳体640与连接组件650连接的牢固性和可靠性，而且可以起到隔离绝缘的作用，避免充电轨300存在漏电隐患。如图24所示，防护罩680穿设于壳体640且通过缓和件672和壳体640止抵，从而提高了内筒652与壳体640之间固定的牢固性。防护罩680可以为绝缘件，以隔离保护内筒652，避免充电轨300漏电。
在本申请的一些实施例中，如图25所示，第一充电板610和第二充电板620均可以包括沿轨道车辆的行驶方向依次相连的多段段板600。由此，通过将第一充电板610和第二充电板620设置为依次相连的多段，可以延长充电刀20与第一充电板610和第二充电板620的接触距离，从而可以使轨道车辆在行驶的过程中对蓄能装置充入足够的电量，使轨道车辆有足够的能量运行更远的距离。
根据本申请的一些实施例，相邻的两段段板600电连接，且相邻的两段段板600可相对运动。如图25和图26所示，相邻的两段段板600之间通过电缆连接块6003电连接，使相邻的两段段板600串联。而且，相邻的两段段板600之间的连接处具有间隙，从而可以使相邻的两段段板600之间发生相对运动。需要说明的是，轨道车辆在行驶的过程中可能发生某一方向的偏移，通过使相邻段板600之间可移动地电连接，可以使轨道车辆在相邻段板600之间的连接处顺利过渡，提高了充电装置1000充电的稳定性。
根据本申请的一些实施例，如图25-图32所示，相邻的两段所述段板600中的一个设有第一延伸板6001，另一个设有间隔设置的第二延伸板6002，第一延伸板6001和第二延伸板6002朝向彼此的端部延伸且第一延伸板6001伸入到第二延伸板6002之间以使相邻的两段所述段板600可移动地连接。需要说明的是，如图28所示，第一延伸板6001伸入间隔设置的两个第二延伸板6002的间隙之间，第一延伸板6001与第二延伸板6002之间具有间隙而不接触，从而可以使相邻的两段段板600之间相互移动，以便于充电刀20在相邻段板600之间的过渡。
如29所示，轨道车辆正常行驶并带动充电板从具有间隔设置的第二延伸板6002的段板600向具有第一延伸板6001的段板600过渡；如图30所示，当轨道车辆朝向图示中的段板600偏移时，具有第二延伸板6002的段板600被充电刀20挤压朝向远离具有第一延伸板6001的段板600的方向移动，而未与充电刀20接触的具有第一延伸板6001的段板600处于正常位置，且第一延伸板6001可以引导充电刀20从具有第二延伸板6002的段板600顺利过渡到具有第一延伸板6001的段板600上。当充电刀20过渡至具有第一延伸板6001的段板600上时，第二延伸板6002在弹性恢复力下恢复至正常位置。相似地，如图31所示，当轨道车辆朝向另一方向偏移时，第一延伸板6001和第二延伸板6002同样可以引导充电刀20在相邻段板600之间的平稳过渡，提高了充电装置1000充电的稳定性和可靠性。
根据本申请的另一些实施例，如图33和图34所示，相邻的两段段板600中的一个设有第一延伸板6001，另一个设有第二延伸板6002，第一延伸板6001和第二延伸板6002沿上下方向间隔设置。如图33所示，相邻两段段板600上的第一延伸板6001和第二延伸板6002可以朝向同一方向外倾，多组段板600的第一延伸板6001和第二延伸板6002也可以交错朝不同方向外倾。
在本申请的一些实施例中，第一充电板610在进口端631和出口端632的位置处的外倾角为7°至13°，这里所述的“外倾角”可以理解为，第一充电板610的自由端与轨道车辆行驶方向之间且远离第二充电板620的夹角。同样，第二充电板620在进口端631和出口端632的位置处的外倾角为7°至13°，这里所述的“外倾角”可以理解为，第二充电板620的自由端与轨道车辆行驶方向之间且远离第一充电板610的夹角。
根据本申请的一些实施例，如图40所示，第一充电板610和第二充电板620相对的表面上至少一个设有柔性件6004。也就是说，可以是在第一充电板610的表面上设置柔性件6004，也可以是在第二充电板620的表面上设置柔性件6004，当然还可以是在第一充电板610和第二充电板620的表面上均设置柔性件6004。柔性件6004可以靠近第一充电板610和第二充电板620的上边缘或下边缘设置。由此，便于柔性件6004与第一充电板610和第二充电板620的固定连接，而且，将柔性件6004靠近第一充电板610和第二充电板620的上边缘或下边缘设置，可以避免柔性件6004干涉充电刀20与第一充电板610和第二充电板620之间的电连接，提高了充电轨300充电的稳定性和可靠性。
在本申请的一些实施例中，如图40所示，柔性件6004可以为多个，多个柔性件6004沿轨道车辆的行驶方向间隔设置。由此，通过沿轨道车辆的行驶方向间隔设置多个柔性 件6004，可以提高柔性件6004的缓冲降噪效果，而且，可以节省柔性件6004的材料用量并降低柔性件6004与第一充电板610和第二充电板620的装配劳动力，从而可以提高生产效率，降低生产成本。
根据本申请的一些实施例，如图40所示，壳体640的顶部设置有遮挡部642以避免灰尘、杂质进入到槽体630内影响充电轨300的正常运行，遮挡部642可以为柔性刷毛等。
在本申请的一些实施例中，如图41所示，外筒651靠近恢复件653的一侧可以设有限位部6511，限位部6511与内筒652配合以限制内筒652的移动位移。由此，可以防止内筒652移动距离过大造成充电轨300的损坏。如图41所示，当内筒652沿第二端6522向第一端6521的方向运动时，限位部6511可以与恢复件653止抵以限制内筒652的进一步移动，从而可以避免内筒652的移动距离过大引起充电轨300的损坏。
根据本申请的一些实施例，如图41所示，充电槽轨300还可以包括固定板647，固定板647外套在外筒651上且固定板647固定在壳体640上。例如，固定板647可以通过螺栓与壳体640固定，以提高固定板647与壳体640之间固定的牢固性和可靠性。如图41所示，固定板647外套于外651上，且固定板647与限位部6511止抵。由此，可以提高外筒651与壳体640之间的牢固性和可靠性。
根据本申请的一些实施例，如图42所示，内筒652的第一端6521的端部设置有止挡部6523，止挡部6523与外筒,651的端部止抵，止挡部6523与外筒651的端部之间设置有止抵件6524。由此，当内筒652沿第一端6521向第二端6522移动一定的距离后，止挡部6523可以与外筒651的端部止抵，从而限制内筒652的进一步移动，避免了第一充电板610和第二充电板620发生撞击，降低了充电轨300的运行噪声。而且，止抵件6524可以吸收缓冲内筒652与外筒651之间的碰撞，从而进一步降低了充电轨300运行噪声，提高了充电轨300运行的稳定性和可靠性。
在本申请的一些实施例中，如图42所示，止抵件6524可以构造为环状且止抵件6524外套于内筒652。由此，便于止抵件6524的加工制造，而且便于止抵件6524的装配，从而可以提高生产效率，降低生产成本。
在本申请的一些实施例中，如图42所示，保护罩690可以为绝缘件，保护罩690通过防护罩680固定壳体640，以提高充电轨300的绝缘保护效果。
根据本申请的一些实施例，轨道交通系统还可以包括：检测装置和控制器，其中，检测装置可用于检测充电刀20与槽体630的相对位置信息，控制器可分别与检测装置和供电装置相连，控制器可以根据检测装置检测的相对位置信息控制供电装置，以在充 电刀20与槽体630接触时供电，并在充电刀20与槽体630分离时断电。
也就是说，控制器根据充电刀20和槽体630是否接触来控制供电装置是否供电。当检测装置检测到充电刀20与槽体630未接触时，控制器控制供电装置不供电，直到检测装置检测到充电刀20与槽体630接触时，控制控制供电装置供电，使充电回路接通，为蓄电装置充电；而当检测装置检测到充电刀20与槽体630分离时，控制装置控制供电装置停止供电，断开充电回路，停止为蓄电装置充电。
即，可以根据充电刀20与槽体630的相对位置，实现“接触通路，脱前断路”，从而可以有效避免燃弧现象发生，可以进一步提高充电安全性。
根据本申请的一些实施例，检测装置可以是检测充电刀20与槽体630之间的位移的位移传感器，或者，检测装置可以是检测槽体630的受力的压力传感器。当然，检测装置不限于以上的举例，还可以由其他能够检测充电刀20和槽体630的相对位置的器件替代，本领域技术人员可以根据上文的描述对检测装置进行选择，本申请对此不作具体限定。
总而言之，根据本申请实施例的轨道交通系统，能够缓冲充电刀20与充电轨300之间的碰撞，减轻车体偏移造成的撇刀或撇轨的影响，降低了充电刀20和充电轨300出现损坏的概率，可以延长使用寿命。而且，通过设置能够双面供流的充电轨300和能够双面受流的充电刀20，并配合检测装置和控制器，可以实现充电刀20与槽体630的“接触通路，脱前断路”，具有受流稳定性好、可靠性高、安全性高等优点。
根据本申请第二方面实施例的轨道车辆，包括车体和上述根据本申请第一方面实施例的充电装置1000，车体上可以设有绝缘座200，车体具有蓄电装置，集电靴100可与绝缘座200相对固定地连接，并且集电靴100与蓄电装置电连接。
根据本申请的一些实施例，集电靴100可以安装在车体底部，在图19-图21所示的示例中，集电靴100与充电轨300为上接触式接触体侧部受流方式。当然，本申请的结构不限于此，集电靴100还可以是侧面安装或倒立安装等其他形式，这对于本领域的技术人员而言是可以理解的，故在此不再详述。
根据本申请实施例的轨道车辆，通过设置根据本申请上述的集电靴100，可以通过缓冲件3为充电刀20提供缓冲，使得充电刀20可以根据自身受力情况适应性地在竖向上移动，从而可以缓冲充电刀20与充电轨300之间的碰撞。
并且，通过将支架10a相对于滑动座总成1在横向上的滑动使充电刀20适应车体的偏移，可以利用弹性复位件5常驱动支架10a复位至初始位置，从而可以在车体发生 偏移时补偿充电刀20的偏移，并在车体未发生偏移时使充电刀20复位到正常位置，进而可以减轻由于车体偏移造成的撇刀或撇轨的影响。
同时，利用充电刀20的第一受流面201和第二受流面202与充电轨300接触，可以实现双面受流，增大了受流面积，第一受流面201和第二受流面202之间的间距变化，可以使充电刀20与充电轨300之间具有一定的接触压力，受流稳定性好，可以降低出现电火花的概率，安全性高，可优化受流状态。
根据本申请第三方面实施例的轨道交通系统，包括：轨道车辆和充电装置1000，轨道车辆设有蓄能装置，充电装置1000为上述所述的充电装置1000，充电刀20设在轨道车辆上且与蓄能装置电连接，充电轨300位于轨道车辆的行驶轨迹上。
其中，充电轨300可以设在轨道车辆的站台区，轨道可以包括沿纵向延伸的轨道梁，充电轨300具有沿轨道车辆的行驶方向延伸的槽体630，充电轨300与供电装置电连接，轨道车辆跨坐于轨道梁上，充电刀20适于可离合地沿槽体630滑动。需要说明的是，所谓“可离合地相连”是指，充电刀20可以和槽体630接触，也可与槽体630分离。
当轨道车辆运行至站台充电区时，充电刀20与供电装置、充电轨300、集电靴100和蓄电装置适于构成充电回路为蓄电装置充电。
根据本申请实施例的轨道交通系统，通过设置根据本申请第二方面实施例的轨道车辆，能够缓冲充电刀20与充电轨300之间的碰撞，减轻车体偏移造成的撇刀或撇轨的影响，降低了充电刀20和充电轨300出现损坏的概率，可以延长使用寿命。并且，可以实现双面受流，提高了受流稳定性和安全性，优化了受流状态。
下面结合附图描述根据本申请一个实施例的轨道交通系统。该轨道交通系统包括供电装置，轨道、充电轨300和轨道车辆。
其中，充电轨300固定在绝缘子400上，绝缘子400安装在站台内，充电轨300与站内供电装置相连。具体而言，绝缘子400包括绝缘支架71和绝缘压块72，绝缘支架71具有安装凹槽710，充电轨300的一部分贴合在该安装凹槽710内，绝缘压块72通过螺栓固定在绝缘支架71上，其中，绝缘压块72伸出至充电轨300的第一凹槽601和第二凹槽602处并压紧在第一凹槽601和第二凹槽602的侧面上，实现对充电轨300的紧固作用。
充电轨300可以是对称的两部分，图示意了充电轨300的截面，在该截面上，每一部分包括依次相连的防刮擦内钩65、接触轨段、轨顶、轨腰、凹槽底段、凹槽斜段、 轨座直段、轨座斜段和轨座底段，两部分的轨座底段相连。
轨道车辆具有集电靴100，集电靴100与车体内的蓄电装置相连。其中，集电靴100主要包括：滑动座总成1、支架10a、充电刀20和弹性复位件5和缓冲件3。
其中，滑动座总成1通过紧固件与车体的绝缘座200固连，支架10a与滑动座总成1通过梯形槽配合方式实现可平动连接，其他组件均直接或间接的安装于支架10a上：包括充电刀20、移动杆21，移动杆21穿过套环42和支架10a上的通孔101，移动杆21的外周套设有缓冲件3，移动杆21下端与充电刀20相连，移动杆21上端通过限位螺母加以固定，使缓冲件3具备一定的压缩量，防止由于弹力作用而脱离支架10a，移动杆21与充电刀20通过紧固件相连。
充电刀20在自由状态下，缓冲件3处于压缩状态，使得充电刀20始终保持有向下运动的趋势，但由于此时移动杆21与限位螺母的限位作用而保持原位。在通过分叉式引导带运行至充电刀20完全嵌入槽体630的过程中，由于引导槽64的作用及接触面倾角存在，使得充电刀20受沿移动杆21的方向的合力作用，此时的合力克服缓冲件3的压缩力，使移动杆21向上移动，直至充电刀20和充电轨300稳定接触。
图14-图16为充电刀20三视图。由于采用充电刀20侧面接触的集电型式，为了保证一定的接触压力，刀-槽配合面均倾斜一定角度，因此充电刀20特制为楔形，整体形状为上部宽度向下逐渐变窄，前后导向面向中部逐渐加宽。其中，充电刀20的中部位置有容纳槽203，该容纳槽203尺寸与线鼻24大小相匹配。图12和图13分别示意了线鼻24安装前后的状态，此时线鼻24插入该容纳槽203相应位置处，采用内六角螺栓实现线鼻24与充电刀20的稳定连接。
弹性复位件5包括对称分布的两个弹簧，每个弹簧的一端抵压在滑动座总成1上，且另一端作用在支架10a的支座102上，并且每个弹簧都具备一定的预压量，支架10a上设有用于安装弹簧的容置槽103，弹簧被定为在滑动座总成1和支架10a之间且容纳在容置槽103内，以防止弹簧跳出，起到限位作用。
偏移补偿功能主要通过滑动座总成1，支架10a及两个弹簧实现。其中，滑动座总成1与支架10a通过梯形槽配合，使得支架10a可相对滑动座总成1沿横向往返顺利滑动；受预压对称布置的两个弹簧，每个弹簧的一端作用在固连的滑动座总成1上，另一端作用在可滑动的支架10a处，当支架10a未受到沿弹簧轴向作用力时，在对称的预压力作用下，支架10a处于中间初始位置，即平衡位置；当受到外力作用时，两个弹簧的平衡关系被打破，支架10a开始朝受力方向移动，当外力消失后，在预压力作用下支架10a又回到平衡位置。
由于支架10a的支座102的存在，使得支架10a不能使用端部滑入的方式进行装配，在一些实施例中，可以采用侧向嵌入式装配法，滑动座总成1包括沿横向延伸的第一滑块座111和沿横向延伸第二滑块座112，二者通过螺栓固连。
其中，第一滑块座111和第二滑块座112之间形成梯形槽，支架10a构造为梯形楔。装配后，两个弹簧分别位于滑动座总成1和支架10a之间并卧于容置槽103之上。由于两个弹簧均处于压缩状态，配合滑动座总成1对容置槽103上部的封盖，可以实现对弹簧的位置限定。另外，支架10a的滑动接触面沿滑动方向开有储油槽12，以便尽可能的保持滑动接触面的润滑效果，减小摩擦。
对比图10和图11，当充电刀20受到左侧的作用力时，支架10a会顺着梯形槽向受力方向移动，受力一侧的偏移弹簧受到二次压缩而另一侧弹簧得以舒张，右侧受力时同理；当处于自由状态时在两弹簧平衡力作用下最后稳定于中间初始位置，即可实现偏移补偿功能。
根据本申请实施例的轨道车辆以及轨道交通系统的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (17)

  1. 一种轨道车辆的充电装置，其特征在于，包括：
    集电靴，所述集电靴包括充电刀，所述充电刀设在车体上；
    充电轨，所述充电轨上设有槽体，所述充电刀相对所述槽体运动且所述充电刀与所述充电轨电连接。
  2. 根据权利要求1所述的轨道车辆的充电装置，其特征在于，所述集电靴还包括滑动座总成和弹性复位件，在沿垂直于所述轨道车辆的行驶方向的方向上，所述充电刀可移动地设在所述滑动座总成上，所述弹性复位件分别与所述滑动座总成和所述充电刀相连以常驱动所述充电刀复位至初始位置，其中在所述初始位置所述弹性复位件处于自然状态。
  3. 根据权利要求1或2所述的轨道车辆的充电装置，其特征在于，所述充电轨包括第一充电板和所述第二充电板，所述第一充电板和所述第二充电板均与电源连接，在沿垂直于所述轨道车辆的行驶方向的方向上，所述第一充电板和所述第二充电板间隔设置构造出所述槽体，所述槽体具有进口端和出口端，所述充电刀适于从所述进口端进入所述槽体并从所述出口端脱离所述槽体，当所述充电刀进入所述槽体时，所述充电刀与所述第一充电板和所述第二充电板均电连接。
  4. 根据权利要求2所述的轨道车辆的充电装置，其特征在于，所述集电靴还包括支架，在沿垂直于所述轨道车辆的行驶方向的方向上，所述支架可移动地设在所述滑动座总成上，所述充电刀设在所述支架上，所述弹性复位件的两端分别止抵在所述支架和所述滑动座总成上。
  5. 根据权利要求4所述的轨道车辆的充电装置，其特征在于，所述弹性复位件为两个，且在沿垂直于所述轨道车辆的行驶方向的方向上，两个所述弹性复位件分布在所述充电刀的两侧。
  6. 根据权利要求2所述的轨道车辆的充电装置，其特征在于，所述充电刀在竖向可移动地设在所述支架上。
  7. 根据权利要求6所述的轨道车辆的充电装置，其特征在于，所述支架上设有通孔，所述集电靴还包括移动杆，所述移动杆的一端与所述通孔移动配合，所述移动杆的另一端设在所述充电刀上。
  8. 根据权利要求7所述的轨道车辆的充电装置，其特征在于，所述集电靴还包括缓冲件，所述缓冲件的两端分别与所述充电刀和所述支架相连以对所述充电刀的竖向移 动提供缓冲。
  9. 根据权利要求1-8中任一项所述的轨道车辆的充电装置，其特征在于，所述充电刀沿所述轨道车辆的行驶方向延伸，且在沿垂直于所述轨道车辆的行驶方向的方向上，所述充电刀的相对的两侧表面分别设有第一受流面和第二受流面，在沿竖向的方向上，所述第一受流面和所述第二受流面之间的间距从所述充电刀的靠近所述轨道车辆的一端至远离所述轨道车辆的一端逐渐减小。
  10. 根据权利要求2-9中任一项所述的轨道车辆的充电装置，其特征在于，所述充电轨还包括壳体，所述第一充电板和所述第二充电板均通过连接组件与所述壳体相连，且所述第一充电板和所述第二充电板均相对所述壳体可移动；
    当所述充电刀进入所述槽体时，所述充电刀止抵所述第一充电板和所述第二充电板使得所述第一充电板和所述第二充电板朝向远离彼此的方向移动，当所述充电刀脱离所述槽体时，所述第一充电板和所述第二充电板朝向靠近彼此的方向移动。
  11. 根据权利要求9所述的轨道车辆的充电装置，其特征在于，所述连接组件包括：
    外筒，所述外筒与所述壳体连接；
    内筒，所述内筒的第一端可滑动地内套于所述外筒，所述内筒的第二端与所述第一充电板或所述第二充电板连接；和
    弹性件，所述弹性件的一端定位在所述外筒上，所述弹性件的另一端定位在相应的所述第一充电板或所述第二充电板上。
  12. 根据权利要求11所述的轨道车辆的充电装置，其特征在于，所述连接组件还包括：
    铰接组件，所述铰接组件的一端与所述第一充电板或所述第二充电板连接，所述铰接组件的另一端通过销与所述内筒的所述第二端可转动地连接，
    所述弹性件的另一端止抵在所述铰接组件上。
  13. 根据权利要求10所述的轨道车辆的充电装置，其特征在于，所述第一充电板和所述第二充电板相对的表面中的至少一个上设有柔性件。
  14. 根据权利要求2所述的轨道车辆的充电装置，其特征在于，所述第一充电板和所述第二充电板均包括沿所述轨道车辆的行驶方向依次相连的多段段板。
  15. 根据权利要求14所述的轨道车辆的充电装置，其特征在于，相邻的两段所述段板电连接，且相邻的两段所述段板可相对运动。
  16. 一种轨道交通系统，其特征在于，包括：
    轨道车辆，所述轨道车辆设有蓄能装置；
    充电装置，所述充电装置为根据权利要求1-15中任一项所述的充电装置，所述充电刀设在所述轨道车辆上且与所述蓄能装置电连接，所述充电轨位于所述轨道车辆的行驶轨迹上。
  17. 根据权利要求16所述的轨道交通系统，其特征在于，所述充电轨仅设在站台区间内。
PCT/CN2019/072681 2018-02-06 2019-01-22 轨道车辆的充电装置及轨道交通系统 WO2019154069A1 (zh)

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