An electric vehicle track and a rail changing method

Abstract

The present invention relates to an electric rail vehicle, specifically an electric vehicle track and a rail changing method. It includes two cross-arranged guide rails, and each guide rail contains guide rail units A and B arranged in parallel side by side, thus forming four intersections. The corresponding sections of guide rail units A and B at the intersections are both hollow-shaped. Its feature is that there are support plates at the intersections, and the support plates are fixedly connected to the corresponding guide rail units A and B respectively. There are insulating pads between the support plates corresponding to the second intersection and the guide rail units A and B. There are arc-shaped receiving blocks on the support plates between the included angles of the intersections. The rail changing process of the electric vehicle on this track is to first drive to the intersection and then use the steering system of the electric vehicle to drive the wheels to rotate to complete the rail change. This track and rail changing method can be used in places with limited space, with fewer components, simple structure, and lower cost.

Description

Technical Field

[0001] The present invention relates to an electric rail vehicle, in particular to an electric vehicle track and a track changing method, which is particularly suitable for transporting goods in a narrow space. Background Art

[0002] An electric railcar, also known as an electric flatcar, is a type of rail-mounted electric vehicle used for transportation. Electric railcars work with guide rails, and when the direction of movement needs to change, the electric railcar needs to change rails.

[0003] Currently, there are two traditional methods for track switching in electric vehicles. The first is to use a switch between cross rollers, that is, to switch between the two tracks using a track switch. However, the turning radius required for track switching is large, generally more than 15 meters, and it cannot be used in places with limited space. The second method is to use two sets of directional wheel sets to achieve track switching, one set of directional wheel sets corresponding to one track, and the purpose of track switching is achieved by raising and lowering the wheel sets. However, the use of two sets of directional wheel sets makes the entire electric vehicle have more parts, complex structure, and high cost. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide an electric vehicle track and a track changing method, which can be used in places with limited space, have fewer parts, simple structure and low cost.

[0005] To solve the above problems, the following technical solutions are provided:

[0006] The electric vehicle track of the present invention includes two cross-arranged guide rails, each of which contains guide rail units A and guide rail units B arranged in parallel and side by side, thereby forming four intersections, including a first intersection between one guide rail unit A and guide rail unit A, a second intersection between two guide rail units A and guide rail units B, and a third intersection between one guide rail unit B and guide rail unit B. The four intersections correspond to the positions of the four wheels of the electric vehicle. The sections of guide rail units A and guide rail units B corresponding to the intersections are both hollowed out. It is characterized in that the intersections have horizontally arranged support plates, which are fixedly connected to the corresponding guide rail units A and guide rail units B, and insulating pads are provided between the support plates corresponding to the second intersections and the guide rail units A and guide rail units B. The support plates between the angles of the intersections are each provided with an arc-shaped connecting block for supporting the conductive foot of the electric vehicle when turning. The distance between the two ends of the arc-shaped connecting block and the corresponding guide rail unit A or guide rail unit B is less than the width of the conductive foot of the electric vehicle. The arc-shaped connecting block corresponding to the first intersection is conductively connected to the guide rail unit A, and the arc-shaped connecting block corresponding to the third intersection is conductively connected to the guide rail unit B.

[0007] Among them, there are bosses on the insulating plates corresponding to the center points of the intersections. The upper surfaces of the bosses are flush with the upper surfaces of the guide rails, and the widths of the bosses are smaller than the widths of the treads of the electric vehicle wheels.

[0008] The bosses are frustum-shaped, with their smaller ends facing upward, and the outer diameters of the larger ends of the bosses are smaller than the widths of the treads of the electric vehicle wheels.

[0009] The characteristics of the method for changing tracks of an electric vehicle on the above-mentioned electric vehicle track include the following steps:

[0010] First step, the wheels of the electric vehicle run on one of the guide rails to a position adjacent to four intersections; among them, conductive feet are arranged in front of and behind the wheels of the electric vehicle. The conductive foot for taking power from the guide rail unit A is conductive foot A, and the conductive foot for taking power from the guide rail unit B is conductive foot B; at this time, both conductive foot A and conductive foot B located in front of the wheels are in the hollowed-out areas of the corresponding intersections and cannot take power, while conductive foot A and conductive foot B located behind the wheels are on the corresponding guide rail unit A and guide rail unit B and can take power normally to ensure the normal operation of the electric vehicle.

[0011] Second step, the four wheels of the electric vehicle stop at the four intersections, the treads of the wheels leave the corresponding guide rail unit A and guide rail unit B, and the flanges on both sides of the wheels abut against the support plates to support the electric vehicle; at this time, both conductive foot A and conductive foot B corresponding to the two second intersections are on the guide rail unit A and guide rail unit B inside the insulating pads and cannot take power, while conductive foot A and conductive foot B corresponding to the first intersection and the third intersection are on the guide rail unit A and guide rail unit B without insulating pads and can take power normally to ensure the normal operation of the electric vehicle.

[0012] Third step, the steering system of the electric vehicle controls the four wheels to rotate on the support plates in the direction of the other guide rail, and all the conductive feet rotate along the corresponding arc-shaped receiving blocks respectively. At this time, both conductive foot A and conductive foot B corresponding to the two second intersections are on the non-powered arc-shaped receiving blocks inside the insulating pads and cannot take power, while conductive foot A and conductive foot B corresponding to the first intersection and the third intersection are on the powered arc-shaped receiving blocks and can take power normally to ensure the normal operation of the electric vehicle.

[0013] Fourth step, the four wheels respectively turn to the other guide rail. At this time, both conductive foot A and conductive foot B corresponding to the two second intersections are on the guide rail unit A and guide rail unit B inside the insulating pads and cannot take power, while conductive foot A and conductive foot B corresponding to the first intersection and the third intersection are on the guide rail unit A and guide rail unit B without insulating pads and can take power normally to ensure the normal operation of the electric vehicle.

[0014] Fifth step, after the track change is completed, the wheels can run normally on the corresponding guide rails.

[0015] Among them, the rim and the tread of the electric vehicle are in rotational cooperation, so that the wheel is in rolling cooperation with the support plate during the steering process.

[0016] The process for the four wheels of the electric vehicle to stop at the four intersections is as follows: first, it runs normally to a position 3 - 5 meters away from the intersection and then decelerates, and then brakes and stops after reaching the intersection.

[0017] Adopting the above - mentioned solution has the following advantages:

[0018] Since there are support plates at the intersections of the electric vehicle tracks of the present invention, the support plates are fixedly connected to the corresponding guide rail units A and guide rail units B respectively. There are insulating pads between the support plate corresponding to the second intersection and the guide rail units A and B. There are arc - shaped receiving blocks on the support plates between the included angles of the intersections. The distances between both ends of the arc - shaped receiving blocks and the corresponding guide rail units A or B are less than the width of the conductive feet of the electric vehicle. The arc - shaped receiving block corresponding to the first intersection is electrically connected to the guide rail unit A, and the arc - shaped receiving block corresponding to the third intersection is electrically connected to the guide rail unit B. The process for the electric vehicle to change tracks on this track is to first drive to the intersection and then use the steering system of the electric vehicle to drive the wheels to rotate to complete the track change. The principle of using this track for track change is that the rollers of the electric vehicle rotate, which is similar to the way of automobile steering. Therefore, there is no need to additionally install turnouts, greatly reducing the space requirements and allowing it to be used in narrow places. Moreover, by using the rotation of the wheels for commutation, only a set of wheels cooperating with the wheel steering system can achieve it. Compared with the method of using two sets of wheels cooperating with the lifting device in the background technology, the number of parts is greatly reduced, the structure of the electric vehicle is simplified, and the cost of the entire electric vehicle is reduced. Description of the Drawings

[0019] Figure 1 is a schematic structural diagram of the electric vehicle track of the present invention;

[0020] Figure 2 is a schematic cross - sectional view of the first intersection or the third intersection in the electric vehicle track of the present invention;

[0021] Figure 3 is a schematic cross - sectional view of the second intersection in the electric vehicle track of the present invention;

[0022] Figure 4 is a state diagram of the second step in the track - changing process in the embodiment;

[0023] Figure 5 is a state diagram of the third step in the track - changing process in the embodiment;

[0024] Figure 6 is a state diagram of the fourth step in the track - changing process in the embodiment;

[0025] Figure 7It is the state diagram of the fifth step in the rail change process in the embodiment. Specific Embodiments

[0026] The present invention will be further described in detail below with reference to the accompanying drawings.

[0027] As Figure 1 shown, the electric vehicle track of the present invention includes two cross - arranged guide rails, namely guide rail 1 and guide rail 2. Both guide rails contain guide rail units A3 and guide rail units B4 arranged in parallel side by side, thus forming four intersections, including the first intersection between one guide rail unit A3 and guide rail unit A3, the second intersection between two guide rail units A3 and guide rail unit B4, and the third intersection between one guide rail unit B4 and guide rail unit B4. The four intersections correspond to the positions of the four wheels 7 of the electric vehicle 5. The guide rail units A3 and guide rail units B4 are both composed of I - beams. The sections of the guide rail units A3 and guide rail units B4 corresponding to the intersections are all hollowed - out. There is a horizontally arranged support plate 9 at the intersections, and the support plate 9 is a steel plate. There are insertion interfaces at the ends of the guide rail units A3 or guide rail units B4 corresponding to the support plate 9, and the four sides of the support plate 9 are respectively connected to the insertion interfaces of the corresponding guide rail units A3 or guide rail units B4, so that the support plate 9 is fixedly connected to the corresponding guide rail units A3 and guide rail units B4, as Figure 2 and Figure 3 shown. There are insulating pads 11 between the support plate 9 corresponding to the second intersection and the guide rail units A3 and guide rail units B4, as Figure 3 shown, so that the sections of the guide rail units A3 and guide rail units B4 inside the insulating pads 11 are not charged. There are arc - shaped receiving blocks 8 on the support plates 9 between the included angles of the intersections for supporting the conductive feet 6 of the electric vehicle 5 during steering. The distances between the two ends of the arc - shaped receiving blocks 8 and the corresponding guide rail units A3 or guide rail units B4 are less than the width of the conductive feet 6 of the electric vehicle 5. The arc - shaped receiving block 8 corresponding to the first intersection is conductively connected to the guide rail unit A3, and the arc - shaped receiving block 8 corresponding to the third intersection is conductively connected to the guide rail unit B4.

[0028] There are bosses 10 on the insulating plates corresponding to the centers of the intersections. The upper surfaces of the bosses 10 are flush with the upper surfaces of the guide rails, and the widths of the bosses 10 are less than the width of the vehicle tread of the electric vehicle 5. The bosses 10 are frustum - shaped, with their small ends facing upwards, and the outer diameters of the large ends of the bosses 10 are less than the width of the vehicle tread of the electric vehicle 5. By limiting the wheels 7 on the support plate 9, the wheels 7 are prevented from being deflected.

[0029] The guide rail unit A3 of the first guide rail 1 is the same as the guide rail unit A3 of the second guide rail 2, and the power supply phases are also the same. Therefore, insulation is not required at the intersection. The guide rail unit B4 of the first guide rail 1 is the same as the guide rail unit B4 of the second guide rail 2, and the power supply phases are also the same. Therefore, insulation is not required at the intersection. The power supply phases of the guide rail unit A3 and the guide rail unit B4 are different. Therefore, an insulating pad 11 needs to be used to separate them at the intersection to prevent short circuits.

[0030] The process of the electric vehicle 5 switching from the first track to the second track on the electric vehicle track in this embodiment is as follows:

[0031] In the first step, when the wheels 7 of the electric vehicle 5 run on the first guide rail 1 to a position 3 - 5 meters adjacent to the intersection, the running speed is reduced. When the electric vehicle 5 runs to the position as shown in Figure 1 ; Among them, conductive feet 6 are provided in front of and behind the wheels 7 of the electric vehicle 5. The conductive foot 6 for taking power from the guide rail unit A3 is the conductive foot A, and the conductive foot 6 for taking power from the guide rail unit B4 is the conductive foot B; At this time, the conductive foot A in front of the wheel 7 is respectively located at the hollow openings of the first intersection and the second intersection behind, and the conductive foot B in front of the wheel 7 is respectively located at the hollow openings of the third intersection and the other second intersection. Therefore, the 2 conductive foot As and 2 conductive foot Bs in front of the wheel 7 cannot take power, and the conductive foot A and conductive foot B behind the wheel 7 are located on the corresponding guide rail unit A3 and guide rail unit B4 and take power normally, as shown in Figure 1 to ensure the normal operation of the electric vehicle 5. Figure 1 The arrow direction in is the running direction of the electric vehicle. In this embodiment, when the wheels 7 of the electric vehicle 5 run on the first guide rail 1 to a position 4 meters adjacent to the intersection, the running speed is reduced.

[0032] In the second step, when the four wheels 7 of the electric vehicle 5 run to the intersection, the electric vehicle 5 brakes to stop the electric vehicle 5 at the first intersection. The treads of the wheels 7 leave the corresponding guide rail unit A3 and guide rail unit B4, and the flanges on both sides of the wheels 7 abut against the support plate 9 to support the electric vehicle 5. The convex platform 10 is located between the flanges on both sides of the wheels 7 to limit the wheels 7 to prevent the wheels 7 from being displaced. The flanges and treads of the electric vehicle 5 are in rotational fit, so that the wheels 7 are in rolling fit with the support plate 9 during the steering process, thereby reducing the friction force of the wheels 7 on the support plate 9. The specific structure of the rotational fit between the flanges and treads of the electric vehicle 5 refers to the Chinese utility model patent with the application number 2018211640452. At this time, the corresponding conductive foot A and conductive foot B at the two second intersections are both located on the guide rail unit A3 and guide rail unit B4 inside the insulating pad 11 and cannot take power, and the corresponding conductive foot A and conductive foot B at the first intersection and the third intersection are both located on the guide rail unit A3 and guide rail unit B4 without the insulating pad 11 and take power normally, as shown in Figure 4As shown, ensure that the electric vehicle 5 operates normally.

[0033] In the third step, the steering system of the electric vehicle 5 controls the four wheels 7 to rotate towards the direction of the second guide rail 2 on the support plate 9. All the conductive feet 6 rotate along the corresponding arc-shaped receiving blocks 8 respectively. At this time, the conductive feet A and conductive feet B corresponding to the two second intersections are both located on the non-powered arc-shaped receiving blocks 8 inside the insulating pad 11 and cannot take power. The conductive feet A and conductive feet B corresponding to the first intersection and the third intersection are both located on the powered arc-shaped receiving blocks 8 and can take power normally. As Figure 5 shown, ensure that the electric vehicle 5 operates normally. Since the distance between both ends of the arc-shaped receiving block 8 and the corresponding guide rail unit A3 or guide rail unit B4 is less than the width of the conductive foot 6, when the conductive foot 6 crosses the distance between the arc-shaped receiving block 8 and the guide rail unit A3 or guide rail unit B4, it will still contact the guide rail unit A3 or the arc-shaped receiving block 8 and can still take power normally. The specific structure of the steering system of the electric vehicle 5 for controlling the rotation of the four wheels 7 refers to the Chinese utility model patent with the application number 201821164058X.

[0034] In the fourth step, the four wheels 7 turn to the second guide rail 2 respectively. At this time, the conductive feet A and conductive feet B corresponding to the two second intersections are both located on the guide rail unit A3 and guide rail unit B4 inside the insulating pad 11 and cannot take power. The conductive feet A and conductive feet B corresponding to the first intersection and the third intersection are both located on the guide rail unit A3 and guide rail unit B4 without the insulating pad 11 and can take power normally. As Figure 6 shown, ensure that the electric vehicle 5 operates normally.

[0035] In the fifth step, after the rail change is completed, the wheels 7 can run normally on the second guide rail 2, as Figure 7 shown. Figure 7 The arrow direction in the figure is the running direction of the electric vehicle.

[0036] The process of the electric vehicle 5 changing from the second guide rail 2 to the first guide rail 1 is the same as the above rail change process.

[0037] The tread of the wheel 7 of the electric vehicle 5 of the present invention is in a rotational fit with the wheel rim, so that when the electric vehicle 5 is supported by the wheel rim on the support plate 9, the electric vehicle 5 and the support plate 9 are still in rolling friction, thus greatly reducing the wear degree of the wheel rim. With the cross-rail of the present invention, no matter how the electric vehicle 5 operates, two-phase electricity can be obtained, so that the vehicle can always run normally. At the same time, the electric vehicle track of the present invention can be applied to an electric vehicle 5 with a self-provided power source (such as a storage battery) after canceling the guide rail power supply and the arc-shaped receiving block 8.

Claims

1. An electric vehicle track includes two cross - arranged guide rails. Each guide rail contains guide rail units A and B arranged in parallel side by side, thus forming four intersections. Among them, there are the first intersection of one guide rail unit A and another guide rail unit A, the second intersection of two guide rail units A and guide rail unit B, and the third intersection of one guide rail unit B and another guide rail unit B. The four intersections correspond to the positions of the four wheels of the electric vehicle; the corresponding sections of guide rail unit A and guide rail unit B at the intersections are both hollow - shaped; it is characterized in that At the intersection, there is a horizontally arranged support plate, which is fixedly connected to the corresponding guide rail unit A and guide rail unit B. There are insulating pads between the support plate corresponding to the second intersection and the guide rail unit A and guide rail unit B. On the support plates between the included angles of the intersections, there are arc-shaped receiving blocks for supporting the conductive feet of the electric vehicle during steering. The distances between both ends of the arc-shaped receiving blocks and the corresponding guide rail unit A or guide rail unit B are less than the width of the conductive feet of the electric vehicle. The arc-shaped receiving block corresponding to the first intersection is electrically connected to the guide rail unit A, and the arc-shaped receiving block corresponding to the third intersection is electrically connected to the guide rail unit B. On the support plate corresponding to the center point of the intersection, there are bosses, and the upper surface of the bosses is flush with the upper surface of the guide rail. The width of the bosses is less than the width of the tread of the electric vehicle wheels.

2. The electric vehicle track according to claim 1, characterized in that The boss is in the shape of a frustum of a cone with its smaller end facing upward, and the outer diameter of the larger end of the boss is less than the width of the tread of the electric vehicle wheels.

3. A method for a switching rail of an electric vehicle on an electric vehicle track according to any one of claims 1 to 2, characterized in that It includes the following steps: First step, the wheels of the electric vehicle run on one of the guide rails to a position adjacent to the four intersections. Among them, conductive feet are arranged in front of and behind the wheels of the electric vehicle. The conductive foot for taking power from the guide rail unit A is the conductive foot A, and the conductive foot for taking power from the guide rail unit B is the conductive foot B. At this time, both the conductive foot A and the conductive foot B in front of the wheels are located in the hollow areas of the corresponding intersections and cannot take power. The conductive foot A and the conductive foot B behind the wheels are located on the corresponding guide rail unit A and guide rail unit B and take power normally to ensure the normal operation of the electric vehicle. Second step, the four wheels of the electric vehicle stop at the four intersections, and the treads of the wheels leave the corresponding guide rail unit A and guide rail unit B. The flanges on both sides of the wheels abut against the support plate to support the electric vehicle. At this time, both the conductive foot A and the conductive foot B corresponding to the two second intersections are located on the guide rail unit A and guide rail unit B inside the insulating pads and cannot take power. The conductive foot A and the conductive foot B corresponding to the first intersection and the third intersection are located on the guide rail unit A and guide rail unit B without insulating pads and take power normally to ensure the normal operation of the electric vehicle. Third step, the steering system of the electric vehicle controls the four wheels to rotate on the support plate in the direction of the other guide rail, and all the conductive feet rotate along the corresponding arc-shaped receiving blocks. At this time, both the conductive foot A and the conductive foot B corresponding to the two second intersections are located on the non-powered arc-shaped receiving blocks inside the insulating pads and cannot take power. The conductive foot A and the conductive foot B corresponding to the first intersection and the third intersection are located on the powered arc-shaped receiving blocks and take power normally to ensure the normal operation of the electric vehicle. Fourth step, the four wheels respectively turn to the other guide rail. At this time, both the conductive foot A and the conductive foot B corresponding to the two second intersections are located on the guide rail unit A and guide rail unit B inside the insulating pads and cannot take power. The conductive foot A and the conductive foot B corresponding to the first intersection and the third intersection are located on the guide rail unit A and guide rail unit B without insulating pads and take power normally to ensure the normal operation of the electric vehicle. Fifth step, after the rail change is completed, the wheels can run normally on the corresponding guide rails.

4. The electric vehicle rail change method according to claim 3, characterized in that It includes that the rim and the tread of the electric vehicle are in rotational fit, so that the wheel is in rolling fit with the support plate during the steering process.

5. The electric vehicle rail change method according to claim 4, wherein The process for the four wheels of the electric vehicle to stop at the four intersections is as follows: first, it runs normally to a position 3-5 meters away from the intersection and then decelerates, and then brakes to stop after reaching the intersection.

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