Rail transport vehicle

Abstract

The present invention provides a rail transport vehicle, which relates to the field of rail transport. The rail transport vehicle provided by the present invention includes a vehicle body, a running gear, a power system, and a control system; wherein the power system includes a battery pack and a brake traction motor; the battery pack is electrically connected to the brake traction motor, and the brake traction motor drives the wheels to rotate through the axle; the control system includes a frequency converter and a control cabinet; the control cabinet is electrically connected to the frequency converter, and is used to control the motion state of the rail transport vehicle. The rail transport vehicle of the present invention uses the battery it carries as a power source, which greatly reduces the labor intensity of the staff, is conducive to reducing the waste of human resources, and reduces the cost of rail transportation construction.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation, and in particular to a rail transportation vehicle. Background Art

[0002] Rail transit is widely used in long-distance land transportation and short- and medium-distance urban public transportation due to its large capacity, fast speed, high punctuality rate, energy saving and environmental protection. Common rail transit includes railways, subways, light rails and trams.

[0003] With the increasing popularity of rail transit, rail transit systems are being built in various places. During the construction of rail transit, a large amount of materials need to be transported to the construction site, so rail transport vehicles that can run along the track are needed to transport the materials.

[0004] Existing rail transport vehicles use manpower as a power source, the labor intensity of the staff is high and the transportation efficiency of the rail transport vehicles is low, resulting in a waste of human resources and is not conducive to saving rail transit construction costs. Summary of the invention

[0005] In view of the above-mentioned defects of the prior art, an object of the present invention is to provide a rail transport vehicle to overcome some of the shortcomings of the prior art.

[0006] The present invention provides a rail transport vehicle, comprising a vehicle body, a running gear, a power system, and a control system; wherein the vehicle body comprises a base plate, and the running gear is installed below the base plate; the running gear comprises a plurality of wheel pairs, each wheel pair comprises two wheels arranged at intervals and an axle connecting the two wheels; the wheels are used for running on rails; the power system comprises a battery pack and a brake traction motor; the battery pack is electrically connected to the brake traction motor, and the brake traction motor drives the wheels to rotate through the axle; the control system comprises a frequency converter and a control cabinet; the input end of the frequency converter is electrically connected to the battery pack, and the output end of the frequency converter is electrically connected to the brake traction motor; the control cabinet is electrically connected to the frequency converter, and is used to control the motion state of the rail transport vehicle.

[0007] The rail transport vehicle as described above may, optionally, further include a reduction box, wherein an input end of the reduction box is connected to the brake traction motor, and an output end of the reduction box is connected to the axle.

[0008] As described above, in the rail transport vehicle, optionally, the brake traction motor includes a brake part and a motor part, and the control system further includes a DC contactor; the brake part is connected in series with a switch of the DC contactor.

[0009] As described above, the rail transport vehicle, optionally, the control system further comprises an indicator light and a neutral relay; the indicator light, the coil of the DC contactor and the switch of the neutral relay are connected in series.

[0010] In the rail transport vehicle as described above, optionally, the coil of the neutral relay is controlled by a first switch in the frequency converter.

[0011] As described above, in the rail transport vehicle, optionally, the wheelset comprises a driving wheelset and a driven wheelset; the driving wheelset is electrically connected to the brake traction motor.

[0012] As described above, the control system may optionally further include a manual braking system, which includes a braking handwheel, a connecting rod group and a brake shoe; the braking handwheel is installed at one end of the rail transport vehicle close to the driving wheelset, the connecting rod group connects the braking handwheel and the brake shoe, and the brake shoe is adapted to the driving wheelset.

[0013] As described above, in the rail transport vehicle, optionally, the battery pack includes a plurality of 12V DC batteries connected in series, the output voltage of the battery pack is 310V DC, and the brake traction motor is a three-phase AC 220V motor.

[0014] As described above, in the rail transport vehicle, optionally, the control system further comprises a DC converter, which converts the high-voltage DC power output by the battery pack into a low-voltage DC power, and the DC converter is used to supply power to the frequency converter.

[0015] For the rail transport vehicle as described above, optionally, a run button, a forward and reverse knob, a stop button and a speed knob are provided in the control cabinet; the run button, the forward and reverse knob, the stop button and the speed knob are connected to the frequency converter; the run button controls whether the rail transport vehicle is running through the frequency converter; the forward and reverse knob controls the rail transport vehicle to move forward or backward through the frequency converter; the stop button controls whether the rail transport vehicle is stopped through the frequency converter; and the speed knob controls the running speed of the rail transport vehicle through the frequency converter.

[0016] Since the rail transport vehicle of the present invention uses the battery carried by it as a power source, the labor intensity of the staff is greatly reduced, the transportation efficiency of the rail transport vehicle is improved, which is beneficial to reducing the waste of human resources and reducing the cost of rail transportation construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic side view of a rail transport vehicle provided in one embodiment of the present invention;

[0018] Figure 2A schematic top view of a rail transport vehicle provided in one embodiment of the present invention;

[0019] Figure 3 A schematic diagram of a deceleration mechanism of a rail transport vehicle provided in one embodiment of the present invention;

[0020] Figure 4 A schematic structural diagram of a manual braking system for a rail transport vehicle provided in one embodiment of the present invention;

[0021] Figure 5 A schematic diagram of the electrical control principle of a rail transport vehicle provided in one embodiment of the present invention.

[0022] Reference numerals:

[0023] 101- bottom plate;

[0024] 200-walking department;

[0025] 210-driving wheelset;

[0026] 220-driven wheelset;

[0027] 310-battery pack;

[0028] 311-Battery;

[0029] 320-brake traction motor;

[0030] 321-brake part;

[0031] 322-Electrical machinery department;

[0032] 330-reduction gearbox;

[0033] 340-Universal joint;

[0034] 410-Inverter;

[0035] 411-first switch;

[0036] 420-DC contactor;

[0037] 430-indicator light;

[0038] 440-neutral relay;

[0039] 450-DC converter;

[0040] 460-control cabinet;

[0041] 461-Run button;

[0042] 462-Forward and reverse knob;

[0043] 463-Stop button;

[0044] 464-Speed ​​knob;

[0045] 510-brake hand wheel;

[0046] 520-connecting rod set;

[0047] 530-brake shoe. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0049] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0050] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0051] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0052] It should be noted that in the description of the present invention, the terms "first" and "second" are only used to facilitate the description of different components, and cannot be understood as indicating or implying a sequential relationship, relative importance, or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0053] The content of the present invention will be described in detail below in conjunction with the accompanying drawings so that those skilled in the art can understand the content of the present invention in more detail.

[0054] like Figure 1 and Figure 2 As shown, this embodiment provides a rail transport vehicle, including a vehicle body, a running gear 200, a power system, and a control system; wherein the vehicle body includes a base plate 101, and the running gear 200 is installed below the base plate 101; the running gear 200 includes a plurality of wheel sets, each wheel set includes two wheels arranged at intervals and an axle connecting the two wheels; the wheels are used to run on the track; the power system includes a battery pack 310 and a brake traction motor 320; the battery pack 310 is electrically connected to the brake traction motor 320, and the brake traction motor 320 drives the wheels to rotate through the axle; the control system includes a frequency converter 410 and a control cabinet 460; the input end of the frequency converter 410 is electrically connected to the battery pack 310, and the output end of the frequency converter 410 is electrically connected to the brake traction motor 320; the control cabinet 460 is electrically connected to the frequency converter 410, and is used to control the movement state of the rail transport vehicle.

[0055] The vehicle body includes a bottom plate 101, and the bottom plate 101 is used to carry materials that the rail transport vehicle needs to transport. Figure 1 is a side view schematic diagram of a rail transport vehicle, such as Figure 1 As shown, the running gear 200 is installed below the base plate 101. The running gear 200 includes a plurality of wheel sets, each wheel set includes two wheels arranged at intervals and an axle connecting the two wheels; the wheels are used to run on the track. The distance between the two wheels in each wheel set is adapted to the distance between the two rails of the track, so that the wheels can run on the track.

[0056] The running gear 200 may include at least two sets of wheels. When the length of the base plate 101 is large, the rail transport vehicle may also be equipped with three or more sets of wheels to increase the friction between the track and the wheels and improve the load capacity of the rail transport vehicle.

[0057] The power system includes a battery pack 310 and a brake traction motor 320. The battery pack 310 is used as a power source to provide power to the brake traction motor 320. Specifically, Figure 2 As shown, the battery pack 310 is installed on the rail transport vehicle. Since the rail transport vehicle uses its own battery pack 310 as a power source, no external power supply or other power source is required, which is conducive to improving the flexibility and maneuverability of the rail transport vehicle, so that the rail transport vehicle can run and operate independently. In addition, compared with human traction, the electric rail transport vehicle can carry more materials and transport materials at a higher speed, which is conducive to improving the transportation rate of the rail transport vehicle.

[0058] Specifically, the battery pack 310 can be composed of a lead-acid battery 311 that can be charged and discharged. The brake traction motor 320 has a power-off brake function. When there is no power, the electromagnet of the brake traction motor 320 loses its magnetic force, and the brake is tightened, so that the brake traction motor 320 can be locked in position after stopping, preventing the rail transport vehicle from continuing to move after power failure.

[0059] The control system includes a frequency converter 410; the input end of the frequency converter 410 is electrically connected to the battery pack 310, and the output end of the frequency converter 410 is electrically connected to the brake traction motor 320. The direct current provided by the battery pack 310 is converted by the frequency converter 410 into a three-phase alternating current with adjustable voltage and frequency. The three-phase alternating current can directly drive the brake traction motor 320 and provide power for the brake traction motor 320.

[0060] The control system further includes a control cabinet 460, which is electrically connected to the frequency converter 410 and is used to control the motion state of the rail transport vehicle. The control cabinet 460 may be a human-machine interface terminal of the rail transport vehicle, and may be used to receive instructions issued by the staff to the rail transport vehicle, thereby controlling the motion state of the rail transport vehicle, such as starting or stopping, moving forward or backward, and accelerating or decelerating.

[0061] Existing rail transport vehicles use manpower as a power source, the labor intensity of the staff is high and the transportation efficiency of the rail transport vehicles is low, resulting in a waste of human resources and is not conducive to saving rail transit construction costs.

[0062] Since the present embodiment adopts a rail transport vehicle, it includes a vehicle body, a running gear 200, a power system, and a control system; wherein the vehicle body includes a base plate 101, and the running gear 200 is installed below the base plate 101; the running gear 200 includes a plurality of wheel sets, each wheel set includes two wheels arranged at intervals and an axle connecting the two wheels; the wheels are used to travel on the track; the power system includes a battery pack 310 and a brake traction motor 320; the battery pack 310 is electrically connected to the brake traction motor 320, and the brake traction motor 320 drives the wheels to rotate through the axle; the control system The control system includes a frequency converter 410 and a control cabinet 460; the input end of the frequency converter 410 is electrically connected to the battery pack 310, and the output end of the frequency converter 410 is electrically connected to the brake traction motor 320; the control cabinet 460 is electrically connected to the frequency converter 410, and is a technical means for controlling the motion state of the rail transport vehicle. Since the rail transport vehicle uses its own battery 311 as a power source, the labor intensity of the staff is greatly reduced, the transportation efficiency of the rail transport vehicle is improved, which is conducive to reducing the waste of human resources and reducing the cost of rail transit construction.

[0063] like Figure 3As shown, optionally, the rail transport vehicle of this embodiment further includes a reduction box 330, the input end of the reduction box 330 is connected to the brake traction motor 320, and the output end of the reduction box 330 is connected to the axle.

[0064] The reduction box 330 is a reduction transmission device that has the function of matching the rotation speed and transmitting the torque. The reduction box 330 can reduce the rotation speed by increasing the torque. The input end of the reduction box 330 of this embodiment is connected to the brake traction motor 320, and the output end of the reduction box 330 is connected to the axle.

[0065] Optionally, the reduction box 330 of this embodiment is a two-stage gear reduction box 330, and the rotor of the brake traction motor 320 is connected to the reduction box 330 through a universal joint 340 and a flange, and is transmitted to the axle after being reduced by the two-stage gear of the gear reduction box 330. The setting of the reduction box 330 is conducive to realizing the adjustable running speed of the rail transport vehicle, and there is no need to change the running speed after stopping, which is conducive to the staff to control the running speed of the rail transport vehicle.

[0066] This embodiment uses a technical means that the rail transport vehicle also includes a reduction box 330, the input end of the reduction box 330 is connected to the brake traction motor 320, and the output end of the reduction box 330 is connected to the axle. This is conducive to achieving adjustable running speed of the rail transport vehicle, and there is no need to change the running speed after stopping, which is conducive to the staff controlling the running speed of the rail transport vehicle.

[0067] like Figure 5 As shown, optionally, the brake traction motor 320 of this embodiment includes a brake unit 321 and a motor unit 322, and the control system further includes a DC contactor 420; the brake unit 321 is connected in series with a switch of the DC contactor 420.

[0068] The brake traction motor 320 has a power-off brake function. When the brake traction motor 320 is not powered, the electromagnet of the brake traction motor 320 loses its magnetic force, and the brake is tightened, so that the brake traction motor 320 can be locked in position after stopping. When the brake traction motor 320 is powered, the electromagnet has magnetic force, the brake is released, and the traction motor drives the rail transport vehicle to run.

[0069] The DC contactor 420 is used to remotely connect or disconnect the load of the DC circuit. Since the current in the coil is DC, the DC contactor 420 will not be impacted by the starting current, so the DC contactor 420 has a long service life and is suitable for rail transport vehicles that are frequently started and stopped.

[0070] When the coil of the DC contactor 420 is energized, the switch of the DC contactor 420 corresponding to the coil is closed. After the switch of the DC contactor 420 is closed, the brake traction motor 320 is energized, the electromagnet of the brake part 321 has magnetic force, the brake is released, and the traction motor drives the rail transport vehicle to run.

[0071] When the coil of the DC contactor 420 is not energized, the switch of the DC contactor 420 corresponding to the coil is turned on. After the switch of the DC contactor 420 is turned on, the brake traction motor 320 is not energized, the electromagnet of the brake part 321 loses its magnetic force, and the brake is tightened, so that the brake traction motor 320 can be locked in the parking position after stopping, thereby preventing the rail transport vehicle from inertial travel after the power is cut off.

[0072] By closing and opening the switch of the DC contactor 420, the brake of the brake traction motor 320 is controlled, which is conducive to realizing the power-off brake function of the brake traction motor 320, thereby facilitating better control of the start or stop of the rail transport vehicle and avoiding the inertial movement of the rail transport vehicle after the power is cut off.

[0073] In this embodiment, a brake traction motor 320 is adopted, which includes a brake part 321 and a motor part 322, and the control system also includes a DC contactor 420. The technical means of connecting the brake part 321 and the switch of the DC contactor 420 in series is conducive to realizing the power-off brake function of the brake traction motor 320, so as to better control the start or stop of the rail transport vehicle and avoid the inertial movement of the rail transport vehicle after the power is cut off.

[0074] like Figure 5 As shown, optionally, the control system of this embodiment further includes an indicator light 430 and a neutral relay 440; the indicator light 430, the coil of the DC contactor 420 and the switch of the neutral relay 440 are connected in series.

[0075] When the coil of the middle relay 440 is energized, the switch of the middle relay 440 corresponding to the coil is closed. The circuit where the switch of the middle relay 440 is located forms a closed loop. The indicator light 430 in the closed loop is energized and illuminated, the coil of the DC contactor 420 connected in series with the indicator light 430 is energized, and the switch of the DC contactor 420 corresponding to the coil is closed. After the switch of the DC contactor 420 is closed, the brake traction motor 320 is energized, the electromagnet of the brake part 321 has magnetic force, the brake is released, and the traction motor drives the rail transport vehicle to run.

[0076] When the coil of the middle relay 440 is not energized, the switch of the middle relay 440 corresponding to the coil is turned on. The circuit where the switch of the middle relay 440 is located forms an open circuit. The indicator light 430 in the open circuit stops emitting light, the coil of the DC contactor 420 connected in series with the indicator light 430 is not energized, and the switch of the DC contactor 420 corresponding to the coil is turned on. After the switch of the DC contactor 420 is turned on, the brake traction motor 320 is not energized, the electromagnet of the brake part 321 loses its magnetic force, and the brake is tightened, so that the brake traction motor 320 can be locked in the parking position after stopping, thereby preventing the rail transport vehicle from inertial travel after the power is cut off.

[0077] The function of the indicator light 430 is to display the operating status of the rail transport vehicle; when the indicator light 430 is on, the brake traction motor 320 is working and the rail transport vehicle is running; when the indicator light 430 is not on, the brake is locked and the rail transport vehicle is parked; the use of the indicator light 430 is beneficial for the staff to quickly and accurately judge whether the brake traction motor 320 is powered on, which is beneficial to the use and maintenance of the rail transport vehicle.

[0078] By controlling whether the coil of the neutral relay 440 is energized, the opening and closing of the switch of the neutral relay 440 is controlled, thereby opening and closing the switch of the DC contactor 420, and controlling whether the brake traction motor 320 is braked. This is beneficial to realizing the power-off brake function of the brake traction motor 320, thereby facilitating better control of the start or stop of the rail transport vehicle and avoiding the inertial movement of the rail transport vehicle after the power is cut off.

[0079] This embodiment adopts a control system that also includes an indicator light 430 and a neutral relay 440; the indicator light 430, the coil of the DC contactor 420 and the switch of the neutral relay 440 are connected in series, which is conducive to realizing the power-off braking function of the braking traction motor 320, thereby facilitating better control of the start or stop of the rail transport vehicle and avoiding the inertial movement of the rail transport vehicle after the power is cut off.

[0080] like Figure 5 As shown, optionally, the coil of the neutral relay 440 of this embodiment is controlled by the first switch 411 in the inverter 410 .

[0081] Optionally, the opening and closing of the first switch 411 in this embodiment is controlled by the frequency converter 410 .

[0082] When the first switch 411 is closed, the coil of the neutral relay 440 is energized, and the switch of the neutral relay 440 corresponding to the coil is closed. The circuit in which the switch of the neutral relay 440 is located forms a closed loop. The indicator light 430 in the closed loop is energized and illuminated, the coil of the DC contactor 420 connected in series with the indicator light 430 is energized, and the switch of the DC contactor 420 corresponding to the coil is closed. After the switch of the DC contactor 420 is closed, the brake traction motor 320 is energized, the electromagnet of the brake part 321 has magnetic force, the brake is released, and the traction motor drives the rail transport vehicle to run.

[0083] When the first switch 411 is turned on, the coil of the neutral relay 440 is not energized, and the switch of the neutral relay 440 corresponding to the coil is turned on. The circuit where the switch of the neutral relay 440 is located forms an open circuit. The indicator light 430 in the open circuit stops emitting light, the coil of the DC contactor 420 connected in series with the indicator light 430 is not energized, and the switch of the DC contactor 420 corresponding to the coil is turned on. After the switch of the DC contactor 420 is turned on, the brake traction motor 320 is not energized, the electromagnet of the brake part 321 loses its magnetic force, and the brake is tightened, so that the brake traction motor 320 can be locked in the parking position after stopping, thereby preventing the rail transport vehicle from inertial travel after the power is cut off.

[0084] The frequency converter 410 controls the opening and closing of the first switch 411, thereby automatically controlling whether the brake traction motor 320 is braked, which is conducive to better automatic control of the start or stop of the rail transport vehicle and avoiding the inertial movement of the rail transport vehicle after the power is cut off.

[0085] This embodiment uses the technical means that the coil of the neutral relay 440 is controlled by the first switch 411 in the inverter 410, which is beneficial to automatically control whether the brake traction motor 320 is braked, thereby better automatically controlling the start or stop of the rail transport vehicle and avoiding the inertial movement of the rail transport vehicle after the power is cut off.

[0086] like Figure 2 As shown, optionally, the wheelset of this embodiment includes a driving wheelset 210 and a driven wheelset 220 ; the driving wheelset 210 is electrically connected to the brake traction motor 320 .

[0087] The brake traction motor 320 provides power to the driving wheel pair 210, and the driven wheel pair 220 is driven under the action of friction. Optionally, the rail transport vehicle running gear 200 has two sets of wheel pairs, one set of wheel pairs is the driving wheel pair 210, and the other set of wheel pairs is the driven wheel pair 220, that is, the rail transport vehicle is a two-wheel drive vehicle.

[0088] Since rail transport vehicles run on rails, which are relatively stable compared to the road surface and do not have rough and uneven road conditions, two-wheel drive vehicles can cope with them. Compared with four-wheel drive vehicles, two-wheel drive vehicles have a simple structure, light weight and low energy consumption, which is conducive to increasing the endurance of rail transport vehicles on a single charge; it is also conducive to reducing the wear rate of tires, thereby increasing the service life of wheelsets.

[0089] This embodiment adopts a technical means that the wheelset includes a driving wheelset 210 and a driven wheelset 220; the driving wheelset 210 is electrically connected to the brake traction motor 320, so that the rail transport vehicle has a simple structure, light weight and low energy consumption, which is beneficial to increasing the endurance of the rail transport vehicle on a single charge; it is also beneficial to reduce the wear rate of the tires, thereby increasing the service life of the wheelset.

[0090] like Figure 4 As shown, optionally, the control system of this embodiment also includes a manual braking system, which includes a braking handwheel 510, a connecting rod group 520 and a brake shoe 530; the braking handwheel 510 is installed at one end of the rail transport vehicle close to the driving wheel pair 210, the connecting rod group 520 connects the braking handwheel 510 and the brake shoe 530, and the brake shoe 530 is adapted to the driving wheel pair 210.

[0091] When the rail transport vehicle needs to be parked for a long time, the manual brake system can be used. The manual brake system adopts a mechanical structure, which is more stable and reliable than the electronic parking brake. It is conducive to preventing the rail transport vehicle from moving after braking and is suitable for long-term parking.

[0092] The manual brake system includes a brake hand wheel 510, a connecting rod group 520 and a brake shoe 530. Since the brake shoe 530 needs to act on the driving wheel pair 210, the brake hand wheel 510 is installed at one end of the rail transport vehicle close to the driving wheel pair 210, which is conducive to simplifying the structure of the rail transport vehicle.

[0093] The connecting rod assembly 520 connects the brake hand wheel 510 and the brake shoe 530. Optionally, as Figure 4 As shown, the connecting rod assembly 520 may include a nut, a lead screw, a neck cup and a brake lever connected in sequence, wherein the nut is connected to the brake handwheel 510, and the brake lever is connected to the brake shoe support of the brake shoe 530. When the brake handwheel 510 is turned, the brake shoe 530 is transmitted through the connecting rod assembly 520, and the wheel is tightly held by the brake shoe 530, so that the rail transport vehicle achieves the purpose of braking. The brake shoe 530 is adapted to the driving wheel pair 210, that is, the model of the brake shoe 530 is suitable for the driving wheel pair 210 of the rail transport vehicle. When braking, the brake shoe 530 can tightly hold the driving wheel pair 210 to brake the rail transport vehicle.

[0094] This embodiment adopts a control system which also includes a manual braking system, and the manual braking system includes a braking handwheel 510, a connecting rod group 520 and a brake shoe 530; the braking handwheel 510 is installed at one end of the rail transport vehicle close to the driving wheel pair 210, and the connecting rod group 520 connects the braking handwheel 510 and the brake shoe 530. The brake shoe 530 is a technical means adapted to the driving wheel pair 210. Since the manual braking system adopts a mechanical structure, it is beneficial to improve the stability and reliability of braking, and to avoid the movement of the rail transport vehicle after braking, and is suitable for long-term parking.

[0095] Optionally, the battery pack 310 of this embodiment includes a plurality of 12V DC batteries 311 connected in series, the output voltage of the battery pack 310 is 310V DC, and the brake traction motor 320 is a three-phase AC 220V motor.

[0096] The battery pack 310 serves as the power source of the rail transport vehicle of this embodiment, so that the rail transport vehicle does not need an external power supply or other power source, which is beneficial to improving the flexibility and maneuverability of the rail transport vehicle and enables the rail transport vehicle to run and operate independently.

[0097] Specifically, the battery pack 310 can be composed of lead-acid batteries 311 that can be charged and discharged in series. In order to output 310V direct current, the battery pack 310 needs to use 26 12V direct current lead-acid batteries 311 connected in series. Lead-acid batteries 311 are safer than lithium batteries and are not prone to fire or explosion after a collision. Therefore, lead-acid batteries 311 are more suitable for construction sites and are conducive to improving the safety performance of rail transport vehicles. 12V lead-acid batteries 311 are common batteries 311 on the market, with mature technology and low price, which is conducive to the promotion and application of the rail transport vehicle of this embodiment.

[0098] In addition, since the 12V DC lead-acid battery 311 is large in mass and quantity, Figure 1 and Figure 2 As shown, the 12V DC lead-acid battery 311 can be installed at both ends of the rail transport vehicle, making the structure of the rail transport vehicle more compact and conducive to the smooth operation of the rail transport vehicle when it is empty.

[0099] Since the mains power is 220V three-phase AC, the three-phase AC 220V brake traction motor 320 is more common and the technology is more mature. The use of the three-phase AC 220V brake traction motor 320 by the rail transport vehicle saves costs and is conducive to the promotion and application of the rail transport vehicle of this embodiment.

[0100] This embodiment adopts a battery pack 310 including multiple 12V DC batteries 311 connected in series, the output voltage of the battery pack 310 is 310V DC, and the brake traction motor 320 is a three-phase AC 220V motor. This is beneficial to improving the flexibility and maneuverability of the rail transport vehicle, allowing the rail transport vehicle to run and operate independently; it is also beneficial to the promotion and application of the rail transport vehicle of this embodiment.

[0101] like Figure 5 As shown, optionally, the control system of this embodiment further includes a DC converter 450 , which converts the high-voltage DC power output by the battery pack 310 into a low-voltage DC power. The DC converter 450 is used to supply power to the inverter 410 .

[0102] Specifically, the DC converter 450 can convert 310V DC power into 24V DC power. The 24V DC power is suitable for powering the control circuit inside the inverter 410 , which is beneficial to the safe operation of the control circuit of the inverter 410 .

[0103] In this embodiment, the control system also includes a DC converter 450, which converts the high-voltage DC power output by the battery pack 310 into a low-voltage DC power. The DC converter 450 is used to supply power to the inverter 410, which is beneficial to the safe operation of the control circuit of the inverter 410.

[0104] like Figure 5 As shown, optionally, a run button 461, a forward / reverse knob 462, a stop button 463 and a speed knob 464 are provided in the control cabinet 460 of the present embodiment; the run button 461, the forward / reverse knob 462, the stop button 463 and the speed knob 464 are connected to the frequency converter 410; the run button 461 controls whether the rail transport vehicle is running through the frequency converter 410; the forward / reverse knob 462 controls whether the rail transport vehicle moves forward or backward through the frequency converter 410; the stop button 463 controls whether the rail transport vehicle stops through the frequency converter 410; and the speed knob 464 controls the running speed of the rail transport vehicle through the frequency converter 410.

[0105] Optionally, after the run button 461 is pressed, the frequency converter 410 energizes the brake traction motor 320, and the rail transport vehicle can move forward or backward; after the stop button 463 is pressed, the frequency converter 410 causes the brake traction motor 320 to engage the brake, and the rail transport vehicle stops; the forward and reverse knob 462 switches the forward and reverse rotation of the power wheel pair by changing the rotation position of the knob, thereby making the rail transport vehicle move forward or backward; the speed knob 464 adjusts the movement speed of the rail transport vehicle by changing the rotation position of the knob.

[0106] The control cabinet 460 allows the operation button 461, the forward and reverse knob 462, the stop button 463 and the speed knob 464 to be centrally arranged, which is convenient for the staff to use and maintain, and convenient for the staff to quickly adjust the operating status of the rail transport vehicle to adapt to different working conditions, which is beneficial to improving the work efficiency of the staff and the safety performance of the rail transport vehicle.

[0107] In addition, the control system of the rail transport vehicle can also use other control methods, such as wired remote control and wireless remote control, to control the driving state of the rail transport vehicle.

[0108] This embodiment adopts a control cabinet 460 in which a run button 461, a forward and reverse knob 462, a stop button 463 and a speed knob 464 are provided; the run button 461, the forward and reverse knob 462, the stop button 463 and the speed knob 464 are connected to the frequency converter 410; the run button 461 controls whether the rail transport vehicle is running through the frequency converter 410; the forward and reverse knob 462 controls the rail transport vehicle to move forward or backward through the frequency converter 410; the stop button 463 controls whether the rail transport vehicle is stopped through the frequency converter 410; the speed knob 464 controls the running speed of the rail transport vehicle through the frequency converter 410, which is beneficial to improving the work efficiency of the staff and the safety performance of the rail transport vehicle.

[0109] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rail transport vehicle, characterized in that: It includes the vehicle body, running gear, power system and control system; among them, The vehicle body includes a bottom plate, and the running gear is installed below the bottom plate; The running gear includes a plurality of wheel sets, each wheel set includes two wheels arranged at intervals and an axle connecting the two wheels; the wheels are used to travel on the track; The power system includes a battery pack and a brake traction motor; the battery pack is electrically connected to the brake traction motor, and the brake traction motor drives the wheels to rotate through the axle; the brake traction motor includes a brake part and a motor part; the battery pack includes a plurality of DC batteries, and the plurality of DC batteries are deployed at the front and rear ends of the rail transport vehicle; The control system includes a DC converter, a DC contactor, an indicator light, a neutral relay and a frequency converter including a first switch; The DC converter is used to convert the high-voltage DC power output by the battery pack into low-voltage DC power and then supply power to the frequency converter; The input end of the frequency converter is electrically connected to the DC converter, the first switch in the frequency converter is electrically connected to the coil of the neutral relay, the indicator light, the coil of the DC contactor and the switch of the neutral relay are connected in series, and the brake part and the switch of the DC contactor are connected in series; the opening and closing of the first switch is controlled by the frequency converter; the coil of the neutral relay is controlled by the first switch in the frequency converter; The control system further includes a control cabinet, which is electrically connected to the frequency converter and is used to control whether the rail transport vehicle is running, whether the rail transport vehicle moves forward or backward, whether the rail transport vehicle stops, and the running speed of the rail transport vehicle through a plurality of buttons / knobs centrally arranged in the control cabinet; Wherein, when the frequency converter is powered on, the frequency converter controls the first switch to close, the coil of the neutral relay is powered on, and the switch of the neutral relay corresponding to the coil is closed, so that the circuit where the switch of the neutral relay is located forms a closed loop, the indicator light in the closed loop is powered on and illuminated, the coil of the DC contactor connected in series with the indicator light is powered on, the switch of the DC contactor corresponding to the coil is closed, the brake traction motor is powered on, the electromagnet of the brake part has magnetic force, and the brake of the brake part is released, so that the motor part drives the wheel to rotate; When the inverter is powered off, the inverter controls the first switch to turn on, the coil of the neutral relay is powered off, and the switch of the neutral relay corresponding to the coil is turned on, so that the circuit where the switch of the neutral relay is located forms an open circuit, the indicator light in the open circuit stops emitting light, the coil of the DC contactor connected in series with the indicator light is not energized, and the switch of the DC contactor corresponding to the coil is turned on, so that the brake traction motor is not energized, the electromagnet of the brake part loses its magnetic force, and the brake of the brake part is tightened, so that the brake traction motor is locked in the parking position after stopping.

2. The rail transport vehicle according to claim 1, characterized in that: It also includes a reduction box, wherein the input end of the reduction box is connected to the brake traction motor, and the output end of the reduction box is connected to the axle.

3. The rail transport vehicle according to claim 1, characterized in that: The wheelset comprises a driving wheelset and a driven wheelset; the driving wheelset is electrically connected to the brake traction motor.

4. The rail transport vehicle according to claim 3, characterized in that: The control system also includes a manual braking system, which includes a braking handwheel, a connecting rod group and a brake shoe; the braking handwheel is installed at one end of the rail transport vehicle close to the driving wheel pair, the connecting rod group connects the braking handwheel and the brake shoe, and the brake shoe is adapted to the driving wheel pair.

5. The rail transport vehicle according to claim 1, characterized in that: The multiple DC batteries are multiple 12V DC batteries connected in series, the output voltage of the battery pack is 310V DC, and the brake traction motor is a three-phase AC 220V motor.

6. The rail transport vehicle according to claim 1, characterized in that: The control cabinet is centrally provided with a run button, a forward and reverse rotation knob, a stop button and a speed knob; the run button, the forward and reverse rotation knob, the stop button and the speed knob are connected to the frequency converter; The operation button controls whether the rail transport vehicle is running through the frequency converter; The forward and reverse knob controls the rail transport vehicle to move forward or backward through the frequency converter; The stop button controls whether the rail transport vehicle stops through the frequency converter; The speed knob controls the running speed of the rail transport vehicle through the frequency converter.

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