Power rail and method of controlling the same

Abstract

The application discloses a power rail and a control method thereof. The power rail comprises a track, the track has an interruption area at a position of a warehouse door, the track comprises two track sections located on two sides of the interruption area, and the track further comprises transition devices, the transition devices comprise two transition assemblies respectively arranged on the outer sides of the two track sections; the transition assembly comprises a transition rail and an expansion mechanism, the transition rail and the expansion mechanism can slide towards or away from the interruption area along a direction parallel to the track section, the transition rail is located between the track section and the expansion mechanism, and the expansion mechanism is used for driving the transition rail to move back and forth in a direction perpendicular to the track section, so that the two transition rails and the two track sections can be connected to form a continuous current collection surface. The power rail is provided with the transition devices, the sliding and expansion of the transition rails are controlled, the current collection surface of the power rail at the interruption area is a continuous surface, the current collection shoe can smoothly pass through, the pulling arc and noise between the shoe rails are effectively reduced, and train vibration can also be reduced.

Description

Technical Field

[0001] This invention relates to the field of magnetic levitation system technology, and in particular to a powered track and its control method. Background Technology

[0002] In high-speed maglev systems, continuous power rails are required to ensure the stability of train power supply and current collection. However, at the maintenance or commissioning gate location, the power rails are interrupted because the gate needs to open and close vertically.

[0003] like Figure 1 As shown, the conventional power rail 1' uses a bend 11' for transition in its discontinuity zone. When the current collector 2' passes through the area where the bend 11' is located, arcing and noise will be generated due to the interruption of the power supply current. The interruption of the current reduces the power supply quality of the train. The impact between the current collector 2' and the bend 11' will also cause the train to vibrate, affecting the comfort of the passengers. Summary of the Invention

[0004] The purpose of this invention is to provide a power rail and its control method. A transition device is provided in the interruption zone of the power rail. The transition device can make the current receiving surface of the power rail in the interruption zone a continuous surface by controlling the sliding and extension of the transition rail, so that the current receiving shoe can pass smoothly, effectively reducing arcing and noise between the shoe and the rail, and also reducing train vibration.

[0005] To solve the above-mentioned technical problems, the present invention provides a power rail, including a track, the track having an interruption zone at the gate position, the track including two track segments located on both sides of the interruption zone, and a transition device including two transition components respectively disposed on the outer sides of the two track segments;

[0006] The transition component includes a transition rail and a telescopic mechanism, both of which can slide toward or away from the interruption zone in a direction parallel to the rail segment. The transition rail is located between the rail segment and the telescopic mechanism, and the telescopic mechanism is used to drive the transition rail to move back and forth in a direction perpendicular to the rail segment, so that the two transition rails and the two rail segments can be connected to form a continuous flow receiving surface.

[0007] As described above, the transition assembly further includes a first slide rail and a second slide rail, the transition rail being slidably disposed on the first slide rail, and the telescopic mechanism being slidably disposed on the second slide rail.

[0008] As described above, the telescopic mechanism of the power rail includes a hydraulic telescopic cylinder.

[0009] As described above, the power rail has two or more hydraulic telescopic cylinders.

[0010] The power rail as described above, the transition assembly further comprises a controller, the controller is used for controlling the action of the transition rail and the action of the telescopic mechanism according to the running information of the train and the opening and closing information of the door.

[0011] The application further provides a control method of a power rail, the power rail is any one of the power rails described above, and the control method comprises:

[0012] judging that the train is in a stationary state and the door is in an open state;

[0013] controlling two transition rails to slide in the direction of the interruption zone at the same time until the two transition rails abut;

[0014] controlling the telescopic mechanisms corresponding to the two transition rails to slide in the direction of the interruption zone and push the corresponding transition rails in the direction of the rail sections until the two transition rails and the two rail sections form a continuous current collection surface.

[0015] The control method of the power rail as described above, the control method further comprises:

[0016] judging that the train is in a moving state and the door is in an open state;

[0017] controlling a first transition rail and a first telescopic mechanism far from the train to slide in the direction of the interruption zone at a first speed and controlling the first telescopic mechanism to push the first transition rail in the direction of the rail sections so that the first transition rail is connected with the rail section at a corresponding position;

[0018] controlling a second transition rail and a second telescopic mechanism close to the train to slide in the direction of the interruption zone at a second speed and controlling the second telescopic mechanism to push the second transition rail in the direction of the rail sections so that the second transition rail is connected with the first transition rail and the rail section at a corresponding position;

[0019] the first speed is greater than the second speed.

[0020] The control method of the power rail as described above, the second speed is the same as the running speed of the train, and the running speed of the train includes an instantaneous speed and an acceleration.

[0021] The control method of the power rail as described above, the transition rail and the telescopic mechanism have a set speed range, and the first speed is the maximum value of the set speed range.

[0022] The control method of the power rail as described above, the maximum value of the set speed range is 100 km / h, and the maximum speed of the train entering and leaving the depot is 20 km / h.

[0023] The present application improves the structure of the power rail, and specifically sets a transition device in the door interrupt area of the rail, the transition device is provided with two transition assemblies, which are respectively arranged outside the two track sections of the interrupt, the transition rail and the telescopic mechanism of the transition assembly can slide in the direction parallel to the track section, the telescopic mechanism can drive the transition rail to move close to or away from the track section, so that the transition rail can be moved to the corresponding position of the interrupt area and moved to the direction of the track section under the pushing of the telescopic mechanism to be connected with the corresponding track section and another transition rail, so that the two transition rails can connect the two interrupted track sections to form a continuous current collecting surface, so that the current collecting shoe of the train can pass smoothly, the arc and noise between the shoe rail are effectively reduced, the vibration of the train is also reduced, and the comfort is improved.

[0024] The control method corresponding to the power rail is used for controlling the actions of the transition rail and the telescopic mechanism in the transition assembly according to the running information of the train and the opening and closing information of the door, and has corresponding technical effects, which will not be repeated. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 It is a structural schematic diagram of the existing power rail;

[0026] Figure 2 It is a structural schematic diagram of the power rail provided by the embodiment of the present application in the first state;

[0027] Figure 3 It is a structural schematic diagram of the power rail provided by the embodiment of the present application in the second state;

[0028] Figure 4 It is a structural schematic diagram of the transition rail of the power rail provided by the embodiment of the present application in the transition position;

[0029] Figure 5 It is a structural schematic diagram of the transition rail of the power rail provided by the embodiment of the present application in the working position.

[0030] Figure 1 In the present application,

[0031] Power rail 1', elbow 11', current collecting shoe 2';

[0032] Figures 2-5 In the present application,

[0033] First track section 11, second track section 12;

[0034] First transition assembly 20A, first transition rail 21A, first telescopic mechanism 22A, first sliding rail 23A, second sliding rail 24A, first controller 25A,

[0035] Second transition assembly 20B, second transition rail 21B, second telescopic mechanism 22B, first slide rail two 23B, second slide rail two 24B, second controller 25B;

[0036] Current collector shoe 01. DETAILED DESCRIPTION

[0037] In order to make the person skilled in the art better understand the present application, the present application will be further described in detail below in combination with the drawings and specific embodiments.

[0038] Please refer to Figure 2 and Figure 3 , Figure 2 The structure schematic diagram of the power rail provided by the embodiment of the present application in the first state is shown in the figure. Figure 3 The structure schematic diagram of the power rail provided by the embodiment of the present application in the second state is shown in the figure. Figure 2 and Figure 3 The view is from the top.

[0039] The power rail provided by the embodiment is suitable for a maglev train. At the location of the gate, the gate needs to be opened and closed up and down, so the power rail has a discontinuous area at the location of the gate, that is, the power rail is discontinuous at the location of the gate. Thus, the power rail includes two rail segments on both sides of the discontinuous area, which are referred to as the first rail segment 11 and the second rail segment 12 for convenience of description, as shown in the figure. Figure 2 As shown in the figure, the first rail segment 11 and the second rail segment 12 are discontinuous, and the area between the two rail segments is the aforementioned discontinuous area.

[0040] In the embodiment, the power rail further includes a transition device, which includes two transition assemblies arranged on the outer sides of the two rail segments. It can be understood that the power rail should include two parallel rails, and the outer side here refers to the side of one rail away from the other rail. Since the structures of the two rails are the same, only the structure of one rail is shown in the figure, and the structure of the other rail parallel to it is the same and will not be described.

[0041] For the convenience of description and understanding, the two transition assemblies are referred to as the first transition assembly 20A and the second transition assembly 20B in the following, and it can be understood that the "first" and "second" referred to herein are intended to distinguish the same components with the same name, and do not indicate that there is a precedence or primary and secondary relationship between the components.

[0042] In combination with Figure 2 and Figure 3, the first transition assembly 20A comprises a first transition rail 21A and a first telescopic mechanism 22A, both of which can slide towards or away from the interruption area along a direction parallel to the first rail section 11, the first transition rail 21A is located between the first rail section 11 and the first telescopic mechanism 22A, and the first telescopic mechanism 22A is used to drive the first transition rail 21A to move back and forth in a direction perpendicular to the first rail section 11, so that the first transition rail 21A can be connected with the first rail section 11; the second transition assembly 20B comprises a second transition rail 21B and a second telescopic mechanism 22B, both of which can slide towards or away from the interruption area along a direction parallel to the second rail section 12, the second transition rail 21B is located between the second rail section 12 and the second telescopic mechanism 22B, and the second telescopic mechanism 22B is used to drive the second transition rail 21B to move back and forth in a direction perpendicular to the second rail section 12, so that the second transition rail 21B can be connected with the second rail section 12, and the second transition rail 21B can also be connected with the first transition rail 21A, through the foregoing structure, the first transition rail 21A, the second transition rail 21B, the first rail section 11 and the second rail section 12 can be connected to form a continuous current collection surface, that is, the two transition rails of the two transition assemblies can be connected between the first rail section 11 and the second rail section 12 through sliding and driving of the corresponding telescopic mechanisms, that is, the first rail section 11, the first transition rail 21A, the second transition rail 21B and the second rail section 12 are sequentially connected, and the originally interrupted current collection surface becomes a continuous current collection surface,

[0043] Obviously, the telescopic mechanism drives the transition rail to move in a direction perpendicular to the rail section in the horizontal plane, rather than in the vertical plane.

[0044] It should be noted that the two transition assemblies are arranged on the outer sides of the two rail sections, and when a continuous current collection surface needs to be formed, the first transition rail 21A and the second transition rail 21B slide in opposite directions, as shown by the arrows in Figure 2 .

[0045] Please refer to Figure 4 and Figure 5 , and combine Figure 2 , Figure 2 , the first transition rail 21A and the second transition rail 21B are respectively located on the outer sides of the first rail section 11 and the second rail section 12, which is position one, and the first rail section 11 and the second rail section 12 are in an interrupted state, Figure 4 , the first transition rail 21A and the second transition rail 21B are both slid to a position two where they meet in the direction of the interruption area, at this time, the connected first transition rail 21A and second transition rail 21B correspond to the position of the interruption area, but are still on the outer side of the rail section, Figure 5In the middle, the first transition rail 21A and the second transition rail 21B are moved to position three under the action of the respective telescopic mechanisms in the direction of the rail sections, the first transition rail 21A is connected with the first rail section 11, and the second transition rail 21B is connected with the second rail section 12, at this time, the first rail section 11, the first transition rail 21A, the second transition rail 21B and the second rail section 12 are connected in sequence, and the power rail has a continuous current collecting surface.

[0046] As described above, the power rail is provided with a transition device, when the door is in the open state, during the process of the train leaving or entering the warehouse, the relevant components of the transition device can be actuated to form a continuous current collecting surface in the original interruption area, so that the current collecting shoe 01 of the train can pass smoothly, ensuring the power supply quality of the train, effectively reducing the arc and noise between the shoe rails, and also reducing the vibration of the train and improving the comfort.

[0047] In the scheme, in order to ensure the directionality of the transition rail and the corresponding telescopic mechanism during sliding, and ensure that the transition rail can be moved to the position connected with the rail section, the first transition assembly 20A further comprises a first sliding rail 23A and a second sliding rail 24A, the first transition rail 21A is slidably arranged on the first sliding rail 23A, and the first telescopic mechanism 22A is slidably arranged on the second sliding rail 24A. Obviously, the extension directions of the first sliding rail 23A and the second sliding rail 24A are parallel to the extension direction of the power rail, and the first sliding rail 23A is arranged close to the first rail section 11 of the power rail relative to the second sliding rail 24A, that is, the first sliding rail 23A is located on the outer side of the first rail section 11, and the second sliding rail 24A is located on the outer side of the first sliding rail 23A. Similarly, the second transition assembly 20B further comprises a first sliding rail 23B and a second sliding rail 24B, the second transition rail 21B is slidably arranged on the first sliding rail 23B, and the second telescopic mechanism 22B is slidably arranged on the second sliding rail 24B. Obviously, the extension directions of the first sliding rail 23B and the second sliding rail 24B are parallel to the extension direction of the power rail, and the first sliding rail 23B is arranged close to the second rail section 12 of the power rail relative to the second sliding rail 24B, that is, the first sliding rail 23B is located on the outer side of the second rail section 12, and the second sliding rail 24B is located on the outer side of the first sliding rail 23B.

[0048] It can be understood that the structure of the first transition assembly 20A and the second transition assembly 20B is basically the same.

[0049] In the scheme, the first telescopic mechanism 22A and the second telescopic mechanism 22B each comprise a hydraulic telescopic cylinder, and the corresponding transition rail is moved by the extension and retraction of the extension and retraction part of the hydraulic telescopic cylinder. According to the length and movement stability of the transition rail, each telescopic mechanism can be provided with two or more hydraulic telescopic cylinders, Figure 3The structure that each telescopic mechanism includes two hydraulic telescopic cylinders is exemplarily shown in the figure, and in other embodiments, the specific number of the hydraulic telescopic cylinders of each telescopic mechanism can be determined according to requirements. In addition, besides the hydraulic telescopic cylinders, other components with telescopic function can also be used to drive the transition rail to act, such as pneumatic telescopic cylinders or electric push rods, etc.

[0050] In the embodiment, each transition assembly further includes a controller, specifically, the first transition assembly 20A includes a first controller 25A, and the second transition assembly 20B includes a second controller 25B, the first controller 25A can control the actions of the first transition rail 21A and the first telescopic mechanism 22A according to the running information of the train and the opening and closing information of the depot door, and the second controller 25B can control the actions of the second transition rail 21B and the second telescopic mechanism 22B according to the running information of the train and the opening and closing information of the depot door.

[0051] The application further provides a control method of the power rail, which is the power rail introduced in the above embodiments, and the control method controls the actions of the transition device of the power rail according to the running state of the train and the state of the depot door.

[0052] Specifically, the control method includes:

[0053] judging that the train is in a stationary state and the depot door is in an open state;

[0054] controlling the first transition rail 21A and the second transition rail 21B to slide to the direction of the interruption zone at the same time, until the two transition rails abut, then controlling the first telescopic mechanism 22A and the second telescopic mechanism 22B to slide out to the direction of the interruption zone, and pushing the first transition rail 21A and the second transition rail 21B to the positions where they are connected with the first rail section 11 and the second rail section 11 respectively, so that the power rail has a continuous current collection surface, and the continuity of power supply when the train is leaving or entering the depot is ensured.

[0055] Specifically, the control method further includes:

[0056] judging that the train is in a stationary state and the depot door is in an open state;

[0057] controlling the transition rail and the matched telescopic mechanism far from the train to act first, assuming that the train drives from the right side to the left side in the figure, i.e. controlling the first transition rail 21A and the first telescopic mechanism 22A to act first, specifically making the first transition rail 21A and the first telescopic mechanism 22A slide to the direction of the interruption zone at a first speed, and controlling the first telescopic mechanism 22A to push the first transition rail 21A to connect with the first rail section 11;

[0058] The transition rail and the matching telescopic mechanism of the transition assembly close to the train are controlled to move again, and the aforementioned driving is controlled again, that is, the second transition rail 21B and the second telescopic mechanism 22B are controlled to move again, and the second transition rail 21B and the second telescopic mechanism 22B are specifically controlled to slide in the direction of the interruption area at a second speed, and the second telescopic mechanism 22B is controlled to push the second transition rail 21B to connect the second transition rail 21B with the first transition rail 21A and the second rail section 12, so that the current collection surface of the power rail is continuous.

[0059] The first speed is greater than the second speed.

[0060] It can be understood that if the train drives from the left side in the figure to the right side, the second transition assembly 20B is controlled to move first, and then the first transition assembly 20A is controlled to move.

[0061] As described above, the transition rail and the telescopic mechanism in the two transition assemblies are controlled to move at different speeds according to the driving direction of the train, which is suitable for setting and can reduce the wear of related parts in the sliding process. It can be understood that the first speed and the second speed are set such that when the train drives to the position, the transition rail has connected with the rail section to form a continuous current collection surface.

[0062] Specifically, the movement of the transition assembly close to the train is consistent with the train, that is, the aforementioned second speed is the same as the running speed of the train, and the running speed herein includes the instantaneous speed and the acceleration.

[0063] Generally, when setting, the transition rail and the telescopic mechanism have a set speed range, and the aforementioned first speed is the maximum value of the set speed range, which can be set to 100 km / h according to actual needs. The maximum allowable speed of the train entering and leaving the depot is generally 20 km / h, and the aforementioned set speed range can be considered comprehensively according to the maximum allowable speed of the train entering and leaving the depot and the position of the interruption area of the power rail.

[0064] The power rail and the control method thereof provided by the present application are described in detail above. The principles and implementation manners of the present application are described by applying specific examples in this paper, and the above description of the examples is only used to help understand the method and the core idea of the present application. It should be pointed out that those skilled in the art can make some improvements and modifications to the present application without departing from the principles of the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A power rail, comprising a track having an interruption zone at a gate position, the track comprising two track segments located on either side of the interruption zone, characterized in that, The power rail also includes a transition device, which comprises two transition components, respectively located on the outer sides of the two rail segments; The transition component includes a transition rail and a telescopic mechanism, both of which can slide toward or away from the interruption zone in a direction parallel to the rail segment. The transition rail is located between the rail segment and the telescopic mechanism. The telescopic mechanism is used to drive the transition rail to move back and forth in a horizontal plane in a direction perpendicular to the rail segment, so that the two transition rails and the two rail segments can be connected to form a continuous flow receiving surface.

2. The power rail according to claim 1, characterized in that, The transition component further includes a first slide rail and a second slide rail, the transition rail being slidably disposed on the first slide rail, and the telescopic mechanism being slidably disposed on the second slide rail.

3. The power rail according to claim 1, characterized in that, The telescopic mechanism includes a hydraulic telescopic cylinder.

4. The power rail according to claim 3, characterized in that, The hydraulic telescopic cylinder is provided in two or more parts.

5. The power rail according to any one of claims 1-4, characterized in that, The transition component also includes a controller, which controls the movement of the transition rail and the telescopic mechanism based on the train's operating information and the gate's opening and closing information.

6. A method for controlling a power rail, wherein the power rail is the power rail according to any one of claims 1-5, characterized in that, The control method includes: It is determined that the train is stationary and the garage door is open; Control both transition rails to slide simultaneously toward the direction of the interruption zone until the two transition rails abut against each other; Then, control the telescopic mechanism corresponding to the two transition rails to slide in the direction of the interruption zone, and push the corresponding transition rail in the direction of the rail segment, so that the two transition rails and the two rail segments form a continuous flow receiving surface.

7. The control method for the dynamic rail according to claim 6, characterized in that, The control method further includes: When it is determined that the train is in motion and the garage door is open; First, control the first transition rail and the first telescopic mechanism away from the train to slide towards the interruption area at a first speed, and control the first telescopic mechanism to push the first transition rail towards the track segment so that it connects with the track segment at the corresponding position; Then control the second transition rail and the second telescopic mechanism close to the train to slide towards the interruption area at a second speed, and control the second telescopic mechanism to push the second transition rail towards the track segment so that it connects with the first transition rail and the track segment at the corresponding position. The first speed is greater than the second speed.

8. The control method for the power rail according to claim 7, characterized in that, The second speed is the same as the train's operating speed, which includes instantaneous speed and acceleration.

9. The control method for the power rail according to claim 7, characterized in that, The transition rail and the telescopic mechanism have a set speed range, and the first speed is the maximum value of the set speed range.

10. The control method for the dynamic rail according to claim 9, characterized in that, The maximum value of the set speed range is 100 km / h, and the maximum speed of the train entering and leaving the depot is 20 km / h.

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