Automatically driving rail electric vehicle for container shipping

Abstract

The present invention discloses an automatic traveling container - carrying rail electric vehicle, which includes a vehicle frame, a wheel traveling device, a transmission mechanism, an electric motor, and a traveling braking device. The traveling braking device is an electronically controlled self - powered braking device. An automatic track - changing device and an automatic control traveling system for completing the self - control of safe automatic traveling are installed on the vehicle frame. The automatic control traveling system includes a driving force self - control subsystem and a traveling braking self - control subsystem. The driving force self - control subsystem is used to ensure that the electric vehicle can complete automatic traveling at different speeds on track sections with different speed requirements. The traveling braking self - control subsystem is used to ensure the safety of the electric vehicle during unmanned automatic traveling on the track. The present invention has a high degree of automation, can travel autonomously within a laid special track network, realizes driverless operation, and can effectively reduce the cost of container transportation.

Description

Technical Field

[0001] The present invention relates to the technical field of rail electric vehicles, in particular to a rail electric vehicle for container shipping, specifically an automatically driving rail electric vehicle for container shipping. Background Art

[0002] The rail electric vehicle for container shipping is a small rail electric vehicle improved on the basis of a train and specifically used for shipping cargo containers. It can operate in a dedicated track network laid under manual driving. With the continuous development and progress of society, all industries are gradually moving towards intelligence and wisdom, and transportation is no exception. To achieve intelligent and wise rail vehicle transportation, it is necessary to solve the problem of unmanned automatic driving of rail vehicles, so that the rail electric vehicle for container shipping can achieve autonomous and automatic driving in a track network with closed management like that of high-speed railways. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide an automatically driving rail electric vehicle for container shipping that requires no manual driving, has simple operation, high automation, and can effectively reduce the cost of container transportation in view of the current situation of the above-mentioned prior art.

[0004] The technical solution adopted by the present invention to solve the above technical problem is as follows:

[0005] The automatically driving rail electric vehicle for container shipping includes a frame with a wheel traveling device installed at the bottom, an electric motor installed on the frame for driving the wheel traveling device to travel on the track through a transmission mechanism, and a traveling braking device for braking; the traveling braking device is an electronically controlled self-powered braking device, and the frame is also installed with an autonomous track-changing device for automatically changing the track of the electric vehicle from one track to another and an automatic control traveling system for completing the self-control of safe and automatic driving; the automatic control traveling system includes a driving force self-control subsystem and a traveling braking self-control subsystem; the driving force self-control subsystem is used to ensure that the electric vehicle can complete automatic driving at different speeds on track sections with different speed requirements; the traveling braking self-control subsystem is used to ensure the safety of the electric vehicle during unmanned automatic driving on the track.

[0006] To optimize the above technical solution, the specific measures taken also include:

[0007] The above-mentioned transmission mechanism is composed of a gearbox, a transmission shaft, and a differential; a power supply for providing power to all electrical units on the electric vehicle is installed on the frame; the input end of the gearbox is connected to the output shaft of the electric motor, the transmission shaft is connected between the gearbox and the differential, and the differential drives the wheels in the wheel traveling device to roll through the central shaft.

[0008] The above-mentioned driving force self-control subsystem includes a manual or remote control switch for the motor installed in the motor drive circuit and a sliding speed-limiting variable resistance switch assembly; the sliding speed-limiting variable resistance switch assembly is composed of a sliding speed-limiting variable resistance control switch and a magnetic-electric energy speed induction power control device assembled; the sliding speed-limiting variable resistance control switch is used to control the magnitude of the current supplied to the motor, and the magnetic-electric energy speed induction power control device is used to push the sliding speed-limiting variable resistance control switch to act to complete the control of the current supplied to the motor.

[0009] The above-mentioned magnetic-electric energy speed induction power control device is composed of an assembly bracket, a circular electromagnetic field, magnetic columns, a variable resistance switch push block and a return spring; the circular electromagnetic field is fixedly installed on the assembly bracket, and the magnetic columns include a left magnetic column and a right magnetic column that are arranged in the inner circle of the circular electromagnetic field in a way that the same poles face each other. The assembly bracket is provided with a guiding chute for guiding the left and right movement of the magnetic columns; the variable resistance switch push block is fixed to the right end of the right magnetic column to push the sliding speed-limiting variable resistance control switch to act; the right end of the return spring is fixed to the right end of the assembly bracket, and the left end of the return spring abuts against the variable resistance switch push block. The return spring uses its elastic force to press the magnetic columns towards the left end of the assembly bracket.

[0010] A variable resistance switch chute seat is fixedly installed on the above-mentioned assembly bracket, and the sliding speed-limiting variable resistance control switch is slidably sleeved on the variable resistance switch chute seat. The variable resistance switch chute seat is provided with three speed-limiting retention devices for positioning the sliding speed-limiting variable resistance control switch. The three speed-limiting retention devices include, from left to right, a first gear speed-limiting fixed position with a speed limit of 20 kilometers per hour, a second gear speed-limiting fixed position with a speed limit of 40 kilometers per hour, and a third gear speed-limiting fixed position with a speed limit of 60 kilometers per hour.

[0011] A speed induction controller is arranged in the power supply circuit of the above-mentioned circular electromagnetic field, and the speed induction controller is connected to the induction signal of the speed-limiting induction switch arranged on the track; the speed induction controller provides current for the electromagnetic coil of the circular electromagnetic field according to the received induction signal. The greater the current provided by the speed induction controller, the greater the electric field force generated by the circular electromagnetic field, and the greater the stroke of the magnetic column driving the variable resistance switch push block to move to the right against the pressure of the return spring.

[0012] The above-mentioned sliding speed-limiting variable-resistance control switch includes a switch slider that can slide on the variable-resistance switch chute seat. In the switch slider, a variable-resistance switch push bump, a current-limiting variable-resistance touch switch, a speed-limiting variable-resistance touch switch, and a variable-resistance buffer spring are sequentially installed from left to right. The variable-resistance switch push bump can sequentially turn on the current-limiting variable-resistance touch switch and the speed-limiting variable-resistance touch switch under the push of the variable-resistance switch push block moving to the right. The current-limiting variable-resistance touch switch controls the supply current of the motor, and the order of variable resistance and current limiting of this current-limiting variable-resistance touch switch is that the current decreases from large to small until the current is cut off. The speed-limiting variable-resistance touch switch controls the braking current of the electric control self-powered braking device, and the order of variable resistance and current limiting of this speed-limiting variable-resistance touch switch is that the braking current increases from zero and becomes larger and larger.

[0013] The above-mentioned driving braking self-control subsystem includes a sliding variable-resistance switch, a current magnetic-electric energy power controller, a manual or remote control parking braking switch, a sliding variable-resistance second-stage speed-limiting braking switch, and a driving perception induction controller. The current magnetic-electric energy power controller includes a controller bracket, a controller electromagnetic coil installed in the controller bracket, and two magnetic rods arranged in the controller electromagnetic coil in a way that the same poles face each other. A return retaining spring is installed at the right end of the controller bracket. The return retaining spring presses the magnetic rod against the left end of the controller bracket through the sliding variable-resistance switch. An electric motor braking induction open-circuit controller is installed at the left end of the controller bracket. The sliding variable-resistance switch is connected to the braking circuit control of the electric control self-powered braking device. The manual or remote control parking braking switch, the sliding variable-resistance second-stage speed-limiting braking switch, and the driving perception induction controller are arranged in parallel in the circuit of the controller electromagnetic coil.

[0014] The above-mentioned driving perception induction controller includes a first-stage infrared perception induction element, a second-stage infrared perception induction element, and a third-stage infrared perception induction element. An induction element fixing bracket is installed on the vehicle frame. The first-stage infrared perception induction element, the second-stage infrared perception induction element, and the third-stage infrared perception induction element are fixedly installed on the swing rod of the induction element fixing bracket from top to bottom. The lower end of the swing rod is hinged to the induction element fixing bracket, and the upper end of the swing rod is connected to a speed magnetic-electric energy power control device.

[0015] The above-mentioned independent rail change device includes a rail change bracket installed on the vehicle frame. A lifting cylinder is installed on the rail change bracket. A guide wheel is installed at the front end of the cylinder rod of the lifting cylinder. After the guide wheel descends, it can be slidably guided in cooperation with the guide rail laid at the track to force the rail vehicle to run along the guide of the guide rail for rail change.

[0016] Compared with the prior art, the container - consigning rail electric vehicle of the present invention includes a vehicle frame, a wheel traveling device is installed under the vehicle frame, and a motor, a power source, a transmission mechanism and a traveling braking device are installed on the vehicle frame. A main controller with computing and processing functions, an automatic track - changing device that realizes automatic track - changing under the control of the main controller program, and an automatic control traveling system for completing the self - control of safe and automatic traveling are also installed on the vehicle frame. The automatic control traveling system mainly includes two parts, namely, a driving force self - control subsystem for ensuring that the electric vehicle can travel at different speeds on track sections with different speed requirements, and a traveling braking self - control subsystem for ensuring the safety of the electric vehicle's unmanned automatic traveling on the track.

[0017] The present invention has a high degree of automation, can travel autonomously within a laid dedicated track network, realizes driverless operation, and can effectively reduce the cost of container transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic structural diagram of the present invention;

[0019] Figure 2 is a schematic diagram of the motor drive circuit of the present invention;

[0020] Figure 3 is a schematic structural diagram of the sliding speed - limiting variable - resistance switch assembly of the present invention;

[0021] Figure 4 is a schematic diagram of the power - supply circuit of the circular electromagnetic field of the present invention;

[0022] Figure 5 is a simplified structural diagram of the sliding speed - limiting variable - resistance control switch of the present invention;

[0023] Figure 6 is a schematic structural diagram of the traveling braking self - control subsystem of the present invention;

[0024] Figure 7 is a schematic installation structure diagram of the traveling perception induction controller of the present invention;

[0025] Figure 8 is a schematic diagram of a scenario where a guiding track is laid at the platform of the present invention;

[0026] Figure 9 is a schematic structural diagram of the automatic track - changing device of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0027] The following further describes the embodiments of the present invention in detail with reference to the drawings.

[0028] Figures 1 to 8 is the structure and principle diagram of the present invention.

[0029] The accompanying drawings are marked as follows: manual or remote control switch a for the motor, sliding speed limit variable resistance switch assembly b, track G, guide rail G1, speed limit sensing switch Y, first-level speed limit sensing switch Y1, second-level speed limit sensing switch Y2, third-level speed limit sensing switch Y3, frame 1, sensing element fixing frame 11, swing arm 111, wheel travel device 2, transmission mechanism 3, gearbox 31, transmission shaft 32, differential 33, motor 4, electric-controlled self-powered braking device 5, power supply 6, driving force self-control subsystem 7, sliding speed limit variable resistance control switch 71, switch slider 711, variable resistance switch pushing protrusion 712, current limiting variable resistance touch switch 713, speed limiting variable resistance touch switch 714, variable resistance buffer spring 715, magnetic electric energy speed sensing power control device 72, assembly bracket 721, circular electromagnetic field 722, magnetic column 723, variable resistance switch push block 7 24, return spring 725, speed sensing controller 726, variable resistance switch slide seat 73, speed limit fixing device 74, first gear speed limit fixed position 741, second gear speed limit fixed position 742, third gear speed limit fixed position 743, sliding variable resistance switch 81, current magnetic electric power controller 82, controller bracket 821, controller electromagnetic coil 822, magnetic rod 823, return retaining spring 824, motor brake induction circuit breaker controller 825, manual or remote control parking brake switch 83, sliding variable resistance second stage speed limit brake switch 84, driving sensing sensing controller 85, first stage infrared sensing sensing element 851, second stage infrared sensing sensing element 852, third stage infrared sensing sensing element 853, speed magnetic electric power control device 854, autonomous track change device 9, track change bracket 91, lifting cylinder 92, guide wheel 93.

[0030] The present invention provides an automatic container shipping rail electric vehicle, which is improved by adding an electric power system to a train carriage. Figure 1As shown, the automatic traveling container - shipping rail electric vehicle includes a frame 1. At the bottom of the frame 1, a wheel traveling device 2 is installed. The wheel traveling device 2 has eight wheels that can run on the track G. On the frame 1, there are also installed an electric motor 4 for driving the wheel traveling device 2 to run on the track G through a transmission mechanism 3 and a traveling braking device that functions as a brake. The transmission mechanism 3 consists of a gearbox 31, a transmission shaft 32, and a differential 33. On the frame 1, a power source 6 for providing power to all the electrical units on the electric vehicle is installed. Here, the power source is a power battery. The input end of the gearbox 31 is connected to the output shaft of the electric motor 4. The transmission shaft 32 is connected between the gearbox 31 and the differential 33. The differential 33 drives the wheels in the wheel traveling device 2 to roll and run through a central shaft. The two major parts, namely the frame 1 and the wheel traveling device 2, are already mature technologies in the application of train carriages. While power batteries, electric motors, gearboxes, transmission shafts, differentials, etc. have been widely used in automobiles, especially new - energy vehicles. The traveling braking device of the present invention is an electric - control self - help power braking device 5, and the electric - control self - help power braking device 5 is installed on the wheels of the wheel traveling device 2. For the specific structure of the electric - control self - help power braking device 5, reference can be made to the patent with the patent number 2022209950353 applied by the applicant and the invention title of electric - control self - help power braking device. On the frame 1, there is also installed

[0031] It is equipped with an autonomous rail-changing device 9 for automatically changing the rail of an electric vehicle from one track G to another. The automatic-running container-shipping rail electric vehicle is also installed with a main controller with computing and processing functions. The operator can input control instructions through the main controller, and the main controller internally stores an unmanned automatic-running control program for the rail electric vehicle. In order to enable the automatic-running container-shipping rail electric vehicle to complete unmanned automatic running within the laid dedicated track network, the container-shipping rail electric vehicle of the present invention is also equipped with an automated control running system. In order to reduce the control difficulty of the unmanned automatic running of the container-shipping rail electric vehicle within the track network, the track network of the container-shipping rail electric vehicle should adopt the same closed management as high-speed railways. There will be no other transportation tools, people, or animals on the track except for the running container-shipping rail electric vehicles, so as to ensure the safety of the driving environment of the container-shipping rail electric vehicle. The automated control running system of the present invention mainly includes two parts, namely, the driving force self-control subsystem 7 and the running braking self-control subsystem. The driving force self-control subsystem 7 is used to ensure that the electric vehicle can complete automatic running at different speeds on track sections with different speed requirements. The running braking self-control subsystem is used to ensure the safety of the unmanned automatic running of the electric vehicle on the track. Since the container-shipping rail electric vehicle always runs forward on the track, and only in extremely rare special cases will the container-shipping rail electric vehicle reverse. When the container-shipping rail electric vehicle needs to reverse, it is always manually controlled. Therefore, the automated control running system of the container-shipping rail electric vehicle is to ensure that the container-shipping rail electric vehicle can obtain corresponding driving power on tracks with different speed requirements to complete automatic running at different speeds. To ensure the safety of the running of the container-shipping rail electric vehicle, the container-shipping rail electric vehicle needs safe and effective running braking control capabilities, that is, the self-control of the driving power and the self-control of the safe running braking in these two aspects.

[0032] As Figure 2 shown, the driving force self-control subsystem 7 of the present invention includes a manual or remote control switch a for the motor installed in the motor drive circuit and a sliding speed-limiting variable resistance switch assembly b. The manual or remote control switch a for the motor can be manually controlled, for example, it can be manually started at the starting station. The manual or remote control switch a for the motor can also be started by the main controller. As Figure 3 shown, the sliding speed-limiting variable resistance switch assembly b is composed of a sliding speed-limiting variable resistance control switch 71 and a magnetic-electric energy speed induction power control device 72. The sliding speed-limiting variable resistance control switch 71 is used to control the magnitude of the current supplied by the motor 4, and the magnetic-electric energy speed induction power control device 72 is used to push the sliding speed-limiting variable resistance control switch 71 to act to complete the control of the current supplied by the motor 4.

[0033] As Figure 3As shown in the figure, the magnetic-electric energy speed induction power control device 72 is composed of an assembly bracket 721, a circular electromagnetic field 722, magnetic columns 723, a variable resistance switch push block 724, and a return spring 725. The circular electromagnetic field 722 is fixedly installed on the assembly bracket 721. The magnetic columns 723 include a left magnetic column and a right magnetic column that are arranged in the inner circle of the circular electromagnetic field 722 with the same poles facing each other. The assembly bracket 721 is provided with a guiding chute for guiding the left and right movement of the magnetic columns 723. The variable resistance switch push block 724 is fixed to the right end of the right magnetic column for pushing the sliding speed limit variable resistance control switch 71 to act. The right end of the return spring 725 is fixed to the right end of the assembly bracket 721, and the left end of the return spring 725 abuts against the variable resistance switch push block 724. The return spring 725 presses the magnetic columns 723 towards the left end of the assembly bracket 721 by using its elastic force.

[0034] Controlling the driving power of the container-shipping rail electric vehicle is to control the supply power of the motor 4. The simplest and most effective way to control the supply power of the motor 4 is to control the supply current of the motor 4. For example, it can be directly controlled by the manual or remote control switch a of the motor. That is, when the manual or remote control switch a of the motor is turned on, the motor 4 is powered on to provide a driving thrust for the container-shipping rail electric vehicle. When the manual or remote control switch a of the motor is turned off, the motor 4 is powered off to release the driving thrust for the container-shipping rail electric vehicle. However, such a simple manual or remote control switch a of the motor cannot meet the requirement of the container-shipping rail electric vehicle to achieve speed-limited driving on the track, and it cannot even complete the automatic speed limit on different speed-limited tracks. Therefore, the present invention requires a speed induction controller to further effectively control the supply current of the motor 4 so that the container-shipping rail electric vehicle can complete the corresponding speed-limited operation control. For this purpose, the present invention selects the magnetic-electric energy speed induction power control device 72, and a speed induction controller 726 is added to the power supply circuit of the circular electromagnetic field 722. The magnitude of the current in the circular electromagnetic field 722 is provided by the speed induction controller 726 (such as Figure 4As shown in the figure. The speed induction controller 726 is connected to the induction signal of the speed limit induction switch Y provided on the track G; the speed induction controller 726 supplies current to the electromagnetic coil of the circular electromagnetic field 722 based on the received induction signal. Alternatively, the speed induction controller 726 is controlled by the main controller, and the main controller controls the speed induction controller 726 according to the electrical signal of the speed requirement of the rail electric vehicle, so that the speed induction controller 726 supplies the corresponding current as required. The greater the current supplied by the speed induction controller 726, the greater the electric field force generated by the circular electromagnetic field 722, and the greater the stroke of the magnetic column 723 driving the variable resistance switch push block 724 to move to the right against the pressure of the return spring 725. That is to say, when the rail electric vehicle for container shipping is moving, the speed induction controller 726 will supply current to the electromagnetic coil of the circular electromagnetic field 722 to generate electromagnetic force to push the magnetic column 723 to move to the right: when the speed of the rail electric vehicle for container shipping is faster, the current supplied by the speed induction controller 726 to the electromagnetic coil of the circular electromagnetic field 722 is greater, the electric field force generated by the circular electromagnetic field 722 is greater, and the stroke of the magnetic column 723 moving to the right against the pressure of the return spring 725 is greater. When the rail electric vehicle for container shipping decelerates, the current supplied by the speed induction controller 726 to the circular electromagnetic field 722 also decreases correspondingly, and the driving force for the magnetic column 723 to move to the right also decreases correspondingly. The magnetic column 723 moves back to the left correspondingly under the action of the return spring 725. When the rail electric vehicle for container shipping stops moving, the current supplied by the speed induction controller 726 to the circular electromagnetic field 722 disappears, and the magnetic column 723 returns to the original position and is positioned to the left under the action of the return spring 725.

[0035] In the embodiment, a variable resistance switch chute seat 73 is fixedly installed on the assembly bracket 721 of the present invention. The sliding speed limit variable resistance control switch 71 is sleeved on the variable resistance switch chute seat 73 and can move left and right thereon. Three speed limit retaining devices 74 are provided on the variable resistance switch chute seat 73, and the speed limit retaining devices 74 are used to position the sliding speed limit variable resistance control switch 71 on the variable resistance switch chute seat 73. The three speed limit retaining devices 74 include, in order from left to right, a first gear speed limit fixed position 741 with a speed limit of 20 kilometers per hour, a second gear speed limit fixed position 742 with a speed limit of 40 kilometers per hour, and a third gear speed limit fixed position 743 with a speed limit of 60 kilometers per hour.

[0036] As Figure 5As shown, the sliding speed-limiting variable resistance control switch 71 of the present invention includes a switch slider 711 that can slide on the variable resistance switch sliding slot seat 73, and the switch slider 711 is sequentially installed with a variable resistance switch pushing protrusion 712, a current-limiting variable resistance touch switch 713, a speed-limiting variable resistance touch switch 714 and a variable resistance buffer spring 715 from left to right. The variable resistance switch pushing protrusion 712 can sequentially open the current-limiting variable resistance touch switch 713 and the speed-limiting variable resistance touch switch 714 under the push of the variable resistance switch push block 724 moving rightward. The control of the current supply to the motor 4 mentioned in the present invention is completed by the current-limiting variable resistance touch switch 713 in the sliding speed-limiting variable resistance control switch 71.

[0037] like Figure 3 As shown, the variable resistance switch slide slot seat 73 of the present invention is made into one body with the assembly bracket 721. The speed limit opening work of the sliding speed limit variable resistance control switch 71 is completed by the variable resistance switch push block 724 which is made into one body with the magnetic column 723 of the same pole. When the variable resistance switch push block 724 pushes the sliding speed limit variable resistance control switch 71, the container consignment rail electric vehicle will slow down to reach the specified speed. Because, the sliding speed limit variable resistance control switch 71 is provided with a two-stage variable resistance control circuit switch. The first stage is the current limiting variable resistance touch switch 713, which is the supply circuit for controlling the motor 4, and its variable resistance and current limiting sequence is from large to small current until the current is cut off. The second stage is the speed limiting variable resistance touch switch 714, which is the braking circuit for controlling the electric control self-powered braking device 5, and its variable resistance and current limiting sequence is from zero to one, and the braking current is getting larger and larger. The principle of the speed limit sequence of the container-consigned rail electric vehicle of the present invention is to first cut off the power provided by the driving. If the power provided by the driving is cut off and the speed limit requirement cannot be met, braking and deceleration are implemented. The specific control is that the variable resistance switch push block 724 pushes the variable resistance switch push protrusion 712 to make the sliding speed limit variable resistance control switch 71 work. The variable resistance switch push protrusion 712 first drives the first-stage current limiting variable resistance touch switch 713 of the sliding variable resistance to work, and the supply current to the motor 4 gradually becomes smaller. If it drops to the specified speed, the variable resistance switch push block 724 moves to the left and separates from the variable resistance switch push protrusion 712 because the container-consigned rail electric vehicle slows down, and the speed limit work is released, and the current supply to the motor 4 is restored and the amount of the supply current is adjusted to form a normal supply. If the speed does not drop to the specified speed, the supply current to the motor 4 will be cut off. If the speed still does not drop to the specified speed, the variable resistance switch push protrusion 712 will be pushed to the left and the speed limit will be released.

[0038] The moving bump 712 continues to move rightward, driving the speed-limiting variable resistor of the second stage of the sliding rheostat to touch the switch 714, turning on the braking supply current of the electric control self-powered braking device 5 to achieve braking and speed reduction (this situation only occurs when going downhill or when limiting the speed from high speed to low speed). If the specified speed is reached, the container-carrying rail electric vehicle will resume and adjust the appropriate current supply to reach normal driving. To prevent damage to the sliding speed-limiting variable resistor control switch 71 caused by the continuous rightward movement of the magnetic column 723 relative to the same level after the speed-limiting variable resistor of the second stage of the sliding rheostat touches the switch 714 and turns on the maximum speed-limiting braking current without being able to reach the specified speed in time, the present invention provides a certain buffer stroke at the end of the sliding speed-limiting variable resistor control switch 71, that is, the variable resistor buffer spring 715 of the third stage of the sliding rheostat to protect the sliding speed-limiting variable resistor control switch 71 (this phenomenon only occurs during emergency braking). To enable the sliding speed-limiting variable resistor control switch 71 to automatically adjust the supply current of the motor 4 according to the speed limits at different speeds, the sliding speed-limiting variable resistor control switch 71 can move and be positioned within the chute of the variable resistor chute seat 73. As mentioned above, in the present invention, the sliding speed-limiting variable resistor control switch 71 has three speed-limiting fixing devices 74, namely, the first gear speed-limiting fixed position 741 for a speed limit of 20 km / h, the second gear speed-limiting fixed position 742 for a speed limit of 40 km / h, and the third gear speed-limiting fixed position 743 for a speed limit of 60 km / h. The speed-limiting fixing device 74 is controlled by the main controller. When the rail electric vehicle needs to travel on a track section with a speed limit of 20 km / h, the first gear speed-limiting fixed position 741 will position the sliding speed-limiting variable resistor control switch 71 at the first gear speed-limiting fixed position 741 to achieve the speed-limiting task of 20 km / h. Similarly, when the rail electric vehicle needs to travel on a track section with a speed limit of 40 km / h, the second gear speed-limiting fixed position 742 will position the sliding speed-limiting variable resistor control switch 71 at the second gear speed-limiting fixed position 742 to achieve the speed-limiting task of 40 km / h. When the rail electric vehicle needs to travel on a track section with a speed limit of 60 km / h, the third gear speed-limiting fixed position 743 will position the sliding speed-limiting variable resistor control switch 71 at the third gear speed-limiting fixed position 743 to achieve the speed-limiting task of 60 km / h.

[0039] In an embodiment, in addition to the driving force self-control subsystem 7 and the driving brake self-control subsystem, the automated control driving system of the present invention further includes a parking brake circuit. The parking brake circuit provides a parking brake current to the electronically controlled self-powered braking device 5 to generate a parking brake when the container-carrying rail electric vehicle is in a non-driving state, so that it stops moving. An artificial or remote parking control switch is installed in the parking brake circuit. When parking is required, the artificial or remote parking control switch can be turned on, so that the artificial or remote parking control switch supplies a parking current to the electronically controlled self-powered braking device 5, and the electronically controlled self-powered braking device 5 can generate a braking force to prevent the vehicle from moving after parking. The driving brake self-control subsystem is installed in the service brake circuit, as Figure 6 shown. The driving brake self-control subsystem includes a sliding rheostat switch 81, a current magnetoelectric energy power controller 82, an artificial or remote control parking brake switch 83, a sliding rheostat second-stage speed limit brake switch 84, and a driving perception induction controller 85. The current magnetoelectric energy power controller 82 includes a controller bracket 821, a controller electromagnetic coil 822 installed in the controller bracket 821, and two magnetic rods 823 arranged in the controller electromagnetic coil 822 in a like-pole facing manner. A return retaining spring 824 is installed at the right end of the controller bracket 821. The return retaining spring 824 presses the magnetic rod 823 towards the left end of the controller bracket 821 through the sliding rheostat switch 81. An electric motor brake induction open-circuit controller 825 is installed at the left end of the controller bracket 821. The sliding rheostat switch 81 is connected to the brake circuit control of the electronically controlled self-powered braking device 5. The artificial or remote control parking brake switch 83, the sliding rheostat second-stage speed limit brake switch 84, and the driving perception

[0040] induction controller 85 are connected in parallel in the circuit of the controller electromagnetic coil 822.

[0041] The driving perception induction controller 85 of the present invention is an infrared perception induction element. The present invention uses the infrared perception induction element to detect whether there are obstacles on the track surface that hinder safe driving of the rail electric vehicle. As Figure 7As shown in the figure, the driving perception induction controller 85 includes three infrared perception induction elements, namely the first-stage infrared perception induction element 851, the second-stage infrared perception induction element 852, and the third-stage infrared perception induction element 853. An induction element fixing bracket 11 is installed on the vehicle frame 1. The first-stage infrared perception induction element 851, the second-stage infrared perception induction element 852, and the third-stage infrared perception induction element 853 are fixedly installed on the swing rod 111 of the induction element fixing bracket 11 from top to bottom. The lower end of the swing rod 111 is hinged to the induction element fixing bracket 11, and the upper end of the swing rod 111 is connected to a speed magneto-electric energy power control device 854. When the swing rod 111 swings forward, the perception distances of the three infrared perception induction elements for obstacles on the track surface all become closer. On the contrary, the perception distances of the three infrared perception induction elements for obstacles on the track surface all become farther. Based on this feature, the speed magneto-electric energy power control device 854 is installed in the present invention to automatically adjust the perception distances of the infrared perception induction elements for obstacles on the track surface due to different vehicle speeds.

[0042] Since the parking brake circuit is relatively simple and only needs to be turned on before driving and after parking, it can be directly controlled by manual or remote parking control switches. The service brake circuit is more complex because there are three situations where the container shipping rail electric vehicle needs to generate braking during driving. One: the braking taken when the container shipping rail electric vehicle in driving needs to stop. Two: the possible braking when the container shipping rail electric vehicle in driving needs to limit speed. Three: the braking taken when the container shipping rail electric vehicle in driving senses that there are obstacles in front of the track that hinder driving safety.

[0043] As Figure 6 shown in the figure, the braking currents generated in these three situations are uniformly controlled by a sliding rheostat switch 81. In this way, the sliding rheostat switch 81 serves as the total control switch of the service brake circuit. The sliding rheostat switch 81 is controlled by a current magneto-electric energy power controller 82. By controlling the sliding rheostat switch 81 with the current magneto-electric energy power controller 82 in this way, various low-power induction control switches can indirectly control the sliding rheostat switch 81 by controlling the current of the controller electromagnetic coil 822 of the current magneto-electric energy power controller 82, and complete the control of the electric control self-help power brake device 5 installed on the wheels. As Figure 6As shown, when the electromagnetic coil 822 of the controller is energized, an electromagnetic force is generated to move the magnetic rods 823 with the same poles facing each other to the right, opening the sliding rheostat switch 81, causing a braking current to be generated in the driving braking circuit and supplied to the electric control self-powered braking device 5, so that the container shipping rail electric vehicle decelerates or stops. The greater the energizing current of the electromagnetic coil 822 of the controller, the greater the driving force for the magnetic rods 823 with the same poles facing each other to move to the right, the greater the thrust to overcome the return retaining spring 824, the greater the rightward travel distance, the greater the travel distance for opening the sliding rheostat switch 81, the smaller its resistance, the greater the current passing through, and the greater the braking current in the driving braking control circuit, and the better the deceleration or stopping effect of the container shipping rail electric vehicle. The current in the control circuit of the current magneto-electric energy power controller 82, that is, the current of the electromagnetic coil 822 of the controller, is completed by the parallel input currents of three control switches in three cases. That is, it is completed by the currents parallelly input by the manual or remote control parking brake switch 83, the sliding rheostat second-stage speed limit braking switch 84, and the driving perception induction controller 85.

[0044] As Figure 9 shown, the self-changing track device 9 of the present invention includes a track-changing support 91 installed on the vehicle frame 1. Lifting cylinders 92 are symmetrically installed on the left and right of the track-changing support 91. A guide wheel 93 is installed at the front end of the cylinder rod of each lifting cylinder 92. The automatic driving container shipping rail electric vehicle is equipped with a main controller that plays an intelligent control role. The main controller stores the operation control programs for the rail electric vehicle to travel between various stations. When the rail electric vehicle needs to change tracks, the main controller program controls the lifting cylinder 92 to push the guide wheel 93 down. After the guide wheel 93 descends, it can cooperate with the guide rail G1 laid at the track G by sliding and guiding to force the rail electric vehicle to change tracks along the guidance of the guide rail G1. Figure 8 This is a schematic diagram of a track-changing scenario of the present invention at the platform. As shown in the figure, a speed limit induction switch Y is installed at the track G before entering the platform. When the rail electric vehicle is traveling on the normal track section, its speed is 60 kilometers per hour. It needs to decelerate when entering the platform or changing tracks. When the main controller detects the corresponding speed limit induction switch Y, it will issue corresponding program instructions. The speed limit induction switch Y includes, from outside to the platform, a three-stage speed limit induction switch Y3 of 60 kilometers per hour, a two-stage speed limit induction switch Y2 of 40 kilometers per hour, and a first-stage speed limit induction switch Y1 of 20 kilometers per hour, which can ensure that the vehicle speed gradually decreases. Of course, when leaving the platform, it is the opposite, and the vehicle speed will increase from slow to fast until the normal speed of 60 kilometers per hour. The self-changing track device 9 of the present invention can also refer to the patent with the patent number 2021218694652 applied by the applicant, and the invention name is a device for automatically controlling a train to change tracks in and out of the station.

[0045] The rail-guided electric vehicle for container shipping of the present invention can achieve driverless operation in a rail network with closed management similar to that of high-speed railways, with a high degree of automation, and can effectively reduce the transportation cost of containers.

[0046] The best embodiment of the present invention has been illustrated, and various changes or modifications made by those of ordinary skill in the art will not depart from the scope of the present invention.

Claims

1. An automatically traveling container - carrying rail electric vehicle, comprising a frame (1) with a wheel traveling device (2) installed at the bottom, a motor (4) installed on the frame (1) for driving the wheel traveling device (2) to travel on a track (G) through a transmission mechanism (3), and a traveling braking device for braking; the traveling braking device is an electric - controlled self - powered braking device (5), and an automatic rail - changing device (9) for automatically changing the track of the electric vehicle from one track (G) to another track and an automatic control traveling system for completing the self - control of safe automatic traveling are also installed on the frame (1); it is characterized in that: The described automatic control driving system includes a driving force self-control subsystem (7) and a driving and braking self-control subsystem; the driving force self-control subsystem (7) is used to ensure that the electric vehicle can automatically drive at different speeds on track sections with different speed requirements; the driving and braking self-control subsystem is used to ensure the safety of the electric vehicle during unmanned automatic driving on the track. The driving force self-control subsystem (7) includes a manual or remote control switch (a) of the motor installed in the motor drive circuit and a sliding speed-limiting variable resistance switch assembly (b); the sliding speed-limiting variable resistance switch assembly (b) is composed of a sliding speed-limiting variable resistance control switch (71) and a magnetic electric energy speed induction power control device (72); the sliding speed-limiting variable resistance control switch (71) is used to control the magnitude of the current supplied to the motor (4), and the magnetic electric energy speed induction power control device (72) is used to push the sliding speed-limiting variable resistance control switch (71) to act to complete the control of the current supplied to the motor (4).

2. The automatic traveling container consignment rail electric vehicle according to claim 1, characterized in that: The transmission mechanism (3) is composed of a gearbox (31), a transmission shaft (32) and a differential (33); a power source (6) for providing power to all electrical units on the electric vehicle is installed on the vehicle frame (1); the input end of the gearbox (31) is connected to the output shaft of the motor (4), the transmission shaft (32) is connected between the gearbox (31) and the differential (33), and the differential (33) drives the wheels in the wheel driving device (2) of the middle shaft to roll and move.

3. The automatic driving container shipping rail electric vehicle according to claim 2, characterized in that: The magnetic electric energy speed induction power control device (72) is composed of an assembly bracket (721), a circular electromagnetic field (722), magnetic columns (723), a variable resistance switch push block (724) and a return spring (725); the circular electromagnetic field (722) is fixedly installed on the assembly bracket (721), the magnetic columns (723) include a left magnetic column and a right magnetic column that are arranged in the inner circle of the circular electromagnetic field (722) with the same poles facing each other, and a guiding sliding groove for guiding the left and right movement of the magnetic columns (723) is provided on the assembly bracket (721); the variable resistance switch push block (724) is fixed to the right end of the right magnetic column to push the sliding speed-limiting variable resistance control switch (71) to act; the right end of the return spring (725) is fixed to the right end of the assembly bracket (721), the left end of the return spring (725) abuts against the variable resistance switch push block (724), and the return spring (725) presses the magnetic columns (723) towards the left end of the assembly bracket (721) by using its elastic force.

4. The automatic traveling container consignment rail electric vehicle according to claim 3, characterized in that: A variable resistance switch chute base (73) is fixedly installed on the described assembly bracket (721). The sliding speed-limiting variable resistance control switch (71) is slidably sleeved on the variable resistance switch chute base (73). Three speed-limiting retention devices (74) for positioning the sliding speed-limiting variable resistance control switch (71) are provided on the variable resistance switch chute base (73). The three speed-limiting retention devices (74) successively include a first-speed limit fixed position (741) with a speed limit of 20 kilometers per hour, a second-speed limit fixed position (742) with a speed limit of 40 kilometers per hour, and a third-speed limit fixed position (743) with a speed limit of 60 kilometers per hour from left to right.

5. The automatic driving container - carrying rail electric vehicle according to claim 4, wherein: A speed induction controller (726) is provided in the power supply circuit of the described circular electromagnetic field (722). The speed induction controller (726) is connected to the induction signal of a speed limit induction switch provided on the track (G); the speed induction controller (726) supplies current to the electromagnetic coil of the circular electromagnetic field (722) according to the received induction signal. The greater the current supplied by the speed induction controller (726), the greater the electric field force generated by the circular electromagnetic field (722), and the greater the stroke of the magnetic column (723) driving the variable resistance switch push block (724) to move to the right against the pressure of the return spring (725).

6. The automatic traveling container consignment rail electric vehicle according to claim 5, characterized in that: The sliding speed-limiting variable resistance control switch (71) includes a switch slider (711) that can slide on the variable resistance switch chute base (73). A variable resistance switch push convex block (712), a current-limiting variable resistance touch switch (713), a speed-limiting variable resistance touch switch (714), and a variable resistance buffer spring (715) are successively installed in the switch slider (711) from left to right; the variable resistance switch push convex block (712) can successively turn on the current-limiting variable resistance touch switch (713) and the speed-limiting variable resistance touch switch (714) under the push of the variable resistance switch push block (724) moving to the right; the current-limiting variable resistance touch switch (713) controls the supply current of the motor (4), and the order of current-limiting variable resistance of the current-limiting variable resistance touch switch (713) is that the current decreases from large to small until the current is cut off; the speed-limiting variable resistance touch switch (714) controls the braking current of the electric control self-powered braking device (5), and the order of current-limiting variable resistance of the speed-limiting variable resistance touch switch (714) is that the braking current increases from zero and becomes larger and larger.

7. The automatic traveling container consignment rail electric vehicle according to claim 6, wherein: The described driving braking self-control subsystem includes a sliding rheostat switch (81), a current magneto-electric energy power controller (82), an artificial or remote control parking brake switch (83), a sliding rheostat second-stage speed limit braking switch (84), and a driving perception induction controller (85); the current magneto-electric energy power controller (82) includes a controller bracket (821), a controller electromagnetic coil (822) installed in the controller bracket (821), and two magnetic rods (823) arranged in the controller electromagnetic coil (822) with the same poles facing each other; a return retaining spring (824) is installed at the right end of the controller bracket (821), and the return retaining spring (824) presses the magnetic rod (823) towards the left end of the controller bracket (821) through the sliding rheostat switch (81), and an electric motor braking induction open-circuit controller (825) is installed at the left end of the controller bracket (821); the sliding rheostat switch (81) is connected to the braking circuit control of the electric control self-powered braking device (5); the artificial or remote control parking brake switch (83), the sliding rheostat second-stage speed limit braking switch (84), and the driving perception induction controller (85) are connected in parallel in the circuit of the controller electromagnetic coil (822).

8. The automatic traveling container consignment rail electric vehicle according to claim 7, characterized in that: The described driving perception induction controller (85) includes a first-stage infrared perception induction element (851), a second-stage infrared perception induction element (852), and a third-stage infrared perception induction element (853); an induction element fixing bracket (11) is installed on the vehicle frame (1), and the first-stage infrared perception induction element (851), the second-stage infrared perception induction element (852), and the third-stage infrared perception induction element (853) are fixedly installed on the swing rod (111) of the induction element fixing bracket (11) from top to bottom. The lower end of the swing rod (111) is hinged to the induction element fixing bracket (11), and the upper end of the swing rod (111) is connected to a speed magneto-electric energy power control device (854).

9. The automatic traveling container consignment rail electric vehicle according to claim 8, characterized in that: The described independent rail change device (9) includes a rail change bracket (91) installed on the vehicle frame (1), a lifting cylinder (92) is installed on the rail change bracket (91), a guide wheel (93) is installed at the front end of the cylinder rod of the lifting cylinder (92), and after the guide wheel (93) descends, it can cooperate with the guide rail (G1) laid at the track (G) for sliding guidance to force the rail vehicle to run along the guidance of the guide rail (G1) for rail change.

Images