Railway vehicle

Abstract

The invention discloses a railway vehicle. The railway vehicle comprises a vehicle body, a jacking device and a contact piece. The jacking device is arranged on the vehicle body, the jacking device is arranged in a telescopic mode, and the jacking device has an extending state and a retracting state; the contact piece is in transmission connection with the jacking device, when the jacking device is in the stretching-out state, the contact piece is configured to make contact with a walking rail and increase the friction force between the contact piece and the walking rail, and when the jacking device is in the retracting state, the contact piece is configured to be separated from the walking rail. According to the rail vehicle, the friction force between the rail vehicle and the running rail can be increased, so that the braking distance of the rail vehicle is reduced, and then the driving risk is reduced.

Description

Technical Field

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

[0002] Rail vehicles refer to vehicles that run on running tracks. Rail vehicles are mainly used in work scenarios such as passenger transportation, cargo transportation, and engineering operations.

[0003] However, when the running rails are frozen, the friction coefficient between the wheels of the rail vehicle and the running rails is significantly reduced, resulting in a longer braking distance for the rail vehicle, making it difficult for the rail vehicle to brake effectively, which in turn increases driving risks. Summary of the invention

[0004] The purpose of the present application is to at least solve the problem of long braking distance of rail vehicles when the running rails are icy. This purpose is achieved by:

[0005] The present application proposes a rail vehicle, comprising a vehicle body, a lifting device and a contact member. The lifting device is arranged on the vehicle body, and the lifting device can be telescopically arranged and has an extended state and a retracted state; the contact member is transmission-connected with the lifting device, and when the lifting device is in the extended state, the contact member is configured to contact with the running rail and increase the friction between the lifting device and the running rail, and when the lifting device is in the retracted state, the contact member is configured to separate from the running rail.

[0006] In the rail vehicle of the present application, when the lifting device is in the extended state, the contact piece is configured to contact the running rail, and the weight of the vehicle body is transmitted to the contact piece through the lifting device, so that the contact piece and the running rail generate a greater pressure. The greater the pressure, the greater the sliding friction force. Therefore, by enabling the contact piece to increase the friction between the rail vehicle of the embodiment of the present application and the running rail during braking, the braking distance of the rail vehicle is reduced, thereby reducing the driving risk. In addition, by utilizing the weight of the vehicle body, the anti-skid force between the contact piece and the running rail can exist stably, thereby improving the reliability of anti-skid and reducing the probability of anti-skid failure. Moreover, using the weight of the vehicle body to achieve anti-skid can avoid consuming extra energy. Thereby, the operating cost of the rail vehicle of the present application can be reduced, making the rail vehicle simple and efficient.

[0007] In some embodiments, the contact member has an anti-slip end surface for contacting the running rail, and the anti-slip end surface is provided with a plurality of protrusions.

[0008] In some embodiments, the lifting device and the contact member are both provided in plurality, and along the circumferential direction of the vehicle body, the plurality of lifting devices are sequentially arranged on the vehicle body, and the plurality of contact members are transmission-connected to the lifting devices in a one-to-one correspondence.

[0009] In some embodiments, the lifting device is a hydraulic jack, the rail vehicle further includes a hydraulic cylinder, and each of the hydraulic jacks is connected to the hydraulic cylinder.

[0010] In some embodiments, the rail vehicle further includes an adapter, wherein the adapter is mounted on a vehicle body, and the lifting device is connected to the vehicle body via the adapter.

[0011] In some embodiments, the vehicle body has a front, and the contact piece is provided with an ice-breaking structure at one end close to the front in the length direction of the vehicle body, and the ice-breaking structure has a first end close to the anti-slip end surface and a second end away from the anti-slip end surface in the height direction of the vehicle body, and the second end is located between the front and the first end in the length direction of the vehicle body.

[0012] In some embodiments, the ice-breaking structure includes an extrusion portion, a first guide portion and a second guide portion, the extrusion portion is used to squeeze the ice on the running rail, the first guide portion and the second guide portion are both used to guide and disperse the broken ice, the extrusion portion is located between the first guide portion and the second guide portion, the first guide portion and the second guide portion are both connected to the extrusion portion and are located on the side of the extrusion portion away from the front of the vehicle, the extrusion portion is arc-shaped, the first end portion and the second end portion are both connected to the extrusion portion, and in the length direction of the vehicle body, the extrusion portion is located on the side of the first end portion close to the front of the vehicle.

[0013] In some embodiments, the ice-breaking structure includes a first ice-breaking end face and a second ice-breaking end face, the first ice-breaking end face and the second ice-breaking end face intersect and define a first cutting edge, the first cutting edge is used to cut ice on the running rail, and the first ice-breaking end face and the second ice-breaking end face are both located on the side of the first cutting edge away from the front of the vehicle.

[0014] In some embodiments, the ice-breaking structure includes a first ice-breaking portion and a second ice-breaking portion connected to each other, the first ice-breaking portion is connected to the first end portion, the second ice-breaking portion is connected to the second end portion, the first ice-breaking portion and the second ice-breaking portion intersect, and in the length direction of the vehicle body, the first ice-breaking portion and the second ice-breaking portion are both located between the first end portion and the second end portion.

[0015] In some embodiments, the first ice-breaking portion includes a third ice-breaking end face and a fourth ice-breaking end face, the third ice-breaking end face and the fourth ice-breaking end face intersect and define a second cutting edge, the second cutting edge is used to cut ice on the running rail, the third ice-breaking end face and the fourth ice-breaking end face are both located on the side of the second cutting edge away from the front of the vehicle; the second ice-breaking portion includes a fifth ice-breaking end face and a sixth ice-breaking end face, the fifth ice-breaking end face and the sixth ice-breaking end face intersect and define a third cutting edge, the second cutting edge is used to cut ice on the running rail, the fifth ice-breaking end face and the sixth ice-breaking end face are both located on the side of the third cutting edge away from the front of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. In addition, the same reference numerals are used throughout the accompanying drawings to represent the same components. Among them:

[0017] Figure 1 A schematic diagram of a rail vehicle according to some embodiments of the present application;

[0018] Figure 2 for Figure 1 A partial schematic diagram of a rail vehicle in FIG.

[0019] Figure 3 for Figure 1 A schematic diagram of a contact member of a rail vehicle;

[0020] Figure 4 Schematic diagrams of rail vehicles according to other embodiments of the present application;

[0021] Figure 5 for Figure 4 A partial schematic diagram of a rail vehicle in FIG.

[0022] Figure 6 Schematic diagrams of rail vehicles according to some other embodiments of the present application;

[0023] Figure 7 for Figure 6 A partial schematic diagram of a medium-speed rail vehicle;

[0024] Figure 8 for Figure 6 A partial schematic diagram of the rail vehicle from another perspective.

[0025] The reference numerals in the accompanying drawings represent the following:

[0026] 100. Rail vehicles;

[0027] 1. Car body; 11. Car front;

[0028] 2. Jacking device; 21. Hydraulic jack

[0029] 3. Contact member; 31. Anti-slip end face; 311. Protrusion; 32. Ice-breaking structure; 321. First end; 322. Second end; 323. Extrusion part; 324. First ice-breaking end face; 325. Second ice-breaking end face; 326. First cutting edge; 327. First ice-breaking part; 3271. Third ice-breaking end face; 3272. Fourth ice-breaking end face; 3273. Second cutting edge; 328. Second ice-breaking part; 3281. Fifth ice-breaking end face; 3282. Sixth ice-breaking end face; 3283. Third cutting edge; 329. First guiding part; 320. Second guiding part Detailed implementation manners

[0030] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided so that the present application can be more thoroughly understood and the scope of the present application can be completely conveyed to those skilled in the art

[0031] It should be understood that the terms used herein are only for the purpose of describing specific exemplary embodiments and are not intended to be limiting. Unless otherwise clearly specified in the context, the singular forms "a", "an" and "the" as used herein may also include the plural forms. The terms "include", "comprise", "contain" and "have" are inclusive and thus specify the presence of the stated features, steps, operations, elements and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring them to be performed in the particular order described or illustrated, unless the order of performance is explicitly stated. It should also be understood that additional or alternative steps can be used

[0032] Although terms such as first, second, and third may be used herein to describe multiple elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or section from another. Unless the context clearly indicates otherwise, terms such as "first" and "second" and other numerical terms do not imply an order or sequence when used in the present application. Thus, the first element, component, region, layer, or section discussed below may be referred to as the second element, component, region, layer, or section without departing from the teachings of the exemplary embodiments. In the description of the present application, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0033] For ease of description, spatial relative relationship terms may be used herein to describe the relationship of one element or feature shown in the figures to another element or feature, such as "inside", "outside", "inner side", "outer side", "below", "beneath", "above", "over", etc. Such spatial relative relationship terms are intended to include different orientations of the device in use or operation in addition to the orientations depicted in the figures. For example, if the device in the figures is rotated, an element described as "below" or "beneath" another element or feature will then be oriented as "above" or "over" the other element or feature. Thus, the exemplary term "below" can include both above and below orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions) and the spatial relative relationship descriptors used herein are to be interpreted accordingly.

[0034] In the description of the application, the technical terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "circumferential", "height direction", "first direction", "second direction", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the embodiments of the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed, operated, or used in a specific orientation. Therefore, it should not be construed as a limitation to the embodiments of the present application.

[0035] In this application, unless otherwise clearly specified or limited, terms such as "installation", "connection", "linkage", "fixation", etc. shall be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral body; it can be a mechanical connection, an electrical connection, or communication with each other; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0036] A rail vehicle refers to a vehicle running on running rails, and rail vehicles are mainly used in working scenarios such as passenger transportation, freight transportation, and engineering operations. For example, a railway vehicle can be an urban rail transit vehicle, including subways, light rails, trams, etc. For another example, a railway vehicle can be a railway passenger car, including multiple unit trains, conventional speed trains, etc.

[0037] However, when the running rails are frozen, the friction coefficient between the wheels of the rail vehicle and the running rails is significantly reduced, resulting in a long braking distance of the rail vehicle, making it difficult for the rail vehicle to brake effectively, and further increasing the driving risk.

[0038] To at least solve the problem of the long braking distance of the rail vehicle when the running rails are frozen, an embodiment of this application proposes a rail vehicle 100, which can increase the friction force with the running rails, thereby reducing the braking distance of the rail vehicle 100 and further reducing the driving risk.

[0039] The rail vehicle 100 of the embodiment of this application will be described below with reference to the accompanying drawings. Among them, Figure 1 is a schematic diagram of a rail vehicle according to some embodiments of this application; Figure 2 is Figure 1 a partial schematic diagram of the rail vehicle in Figure 3 is Figure 1 a schematic diagram of the contact part of the rail vehicle in Figure 4 is a schematic diagram of a rail vehicle according to other embodiments of this application; Figure 5 is Figure 4 a partial schematic diagram of the rail vehicle in Figure 6 is a schematic diagram of a rail vehicle according to still other embodiments of this application; Figure 7 is Figure 6 a partial schematic diagram of the rail vehicle in Figure 8 is Figure 6 a partial schematic diagram of the rail vehicle from another perspective in

[0040] Combined with Figure 1 、 Figure 4 and Figure 6As shown, the rail vehicle 100 of the embodiment of the present application includes a vehicle body 1, a lifting device 2 and a contact member 3. The lifting device 2 is arranged on the vehicle body 1, and the lifting device 2 is retractable and has an extended state and a retracted state; the contact member 3 is transmission-connected with the lifting device 2, and when the lifting device 2 is in the extended state, the contact member 3 is configured to contact with the running rail and increase the friction between the lifting device 2 and the running rail, and when the lifting device 2 is in the retracted state, the contact member 3 is configured to be separated from the running rail.

[0041] When the vehicle body 1 is braked, the lifting device 2 is in an extended state, and when the vehicle body 1 is released from the brake, the lifting device 2 is in a retracted state.

[0042] When the lifting device 2 is in the extended state, the contact member 3 is configured to contact the running rail, and the weight of the vehicle body 1 is transferred to the contact member 3 through the lifting device 2, so that the contact member 3 and the running rail generate a large pressure. According to the formula F = μN, where F is the friction force, μ is the friction coefficient, and N is the pressure, the pressure is proportional to the sliding friction force, that is, the greater the pressure, the greater the sliding friction force. Therefore, by enabling the contact member 3 to increase the friction between the rail vehicle 100 of the embodiment of the present application and the running rail during braking, the braking distance of the rail vehicle 100 is reduced, thereby reducing the driving risk.

[0043] In addition, by utilizing the weight of the vehicle body 1, the anti-skid force between the contact member 3 and the running rail can be stably present, thereby improving the reliability of anti-skid and reducing the probability of anti-skid failure. Moreover, by utilizing the weight of the vehicle body 1 to achieve anti-skid, it is possible to avoid consuming additional energy, thereby reducing the operating cost of the rail vehicle 100 of the embodiment of the present application, making the rail vehicle 100 simple and efficient.

[0044] like Figure 3 As shown, in some embodiments, the contact member 3 has an anti-slip end surface 31 for contacting the running rail, and the anti-slip end surface 31 is provided with a plurality of protrusions 311 .

[0045] By providing the raised portion 311, the friction coefficient between the anti-slip end surface 31 and the running rail can be increased, thereby further increasing the friction between the rail vehicle 100 and the running rail, thereby further reducing the braking distance of the rail vehicle 100 and further reducing the driving risk.

[0046] In some optional embodiments, the protrusion 311 is hemispherical.

[0047] The hemispherical protrusion 311 has a rounded surface with uniform curvature. When in contact with the running rail, it can first contact the running rail surface with a smaller contact area, thereby concentrating the pressure, so that the friction force at the contact point between the protrusion 311 and the running rail is relatively large.

[0048] In addition, when there are minute particle impurities on the surface of the running rail, the impurities can roll over the surface of the hemispherical protrusions 311, reducing the probability of the impurities being embedded in the gaps between the protrusions 311, thereby increasing the anti-slip reliability of the contact member 3 of the present application embodiment.

[0049] As Figure 3 shown, in some alternative embodiments, the protrusions 311 are cylindrical.

[0050] The cylindrical protrusions 311 have a relatively large contact area with the running rail, so as to be able to disperse the pressure and reduce the damage to the surface of the running rail.

[0051] In some alternative embodiments, the protrusions 311 are pyramidal.

[0052] The pyramidal protrusions 311 have a vertex angle and can be embedded in minute depressions or gaps on the surface of the running rail to form a mechanical bite, thereby enhancing the friction force.

[0053] In some alternative embodiments, the protrusions 311 are serrated.

[0054] The serrated protrusions 311 can be embedded in minute depressions or gaps on the surface of the running rail to form a mechanical bite, thereby enhancing the friction force.

[0055] As Figure 3 shown, in some alternative embodiments, multiple protrusions 311 are arranged at uniform intervals.

[0056] By arranging multiple protrusions 311 at uniform intervals, the contact pressure distribution between the anti-slip end face 31 and the running rail is made uniform. Under the action of the weight of the vehicle body 1, the pressure borne by each protrusion 311 is similar, so as to be able to give full play to the anti-slip function of each protrusion 311, and further improve the anti-slip performance of the contact member 3. In addition, arranging multiple protrusions 311 at uniform intervals also facilitates manufacturing and processing, thereby being able to reduce the production difficulty and cost.

[0057] In some alternative embodiments, multiple protrusions 311 are arranged staggeredly.

[0058] By arranging the protrusions 311 staggeredly, the space utilization rate can be increased, so as to increase the number of protrusions 311 on the anti-slip end face 31, and further make the protrusions 311 more densely distributed, thereby increasing the friction force between the anti-slip end face 31 and the running rail. In addition, since the protrusions 311 are staggered with each other, the protrusions 311 can provide anti-slip resistance from multiple angles.

[0059] In some alternative embodiments, multiple protrusions 311 are arranged radially.

[0060] When the radially arranged convex portions 311 bear the force from the central direction, a good resistance effect can be produced. When the connection position between the jacking device 2 and the contact member 3 is located at the center of the contact member 3, and the contact member 3 is subjected to forces from all directions, the radially arranged convex portions 311 can evenly disperse the force to the surroundings, thereby reducing the probability of excessive local stress.

[0061] In some alternative embodiments, a plurality of convex portions 311 are randomly arranged.

[0062] Since the distribution of the convex portions 311 has no fixed pattern, when encountering irregular protrusions, depressions or impurities on the surface of the running rail, there are some convex portions 311 that can be in good contact with the surface of the running rail, ensuring the anti-slip effect. Thus, the random arrangement of a plurality of convex portions 311 can adapt to various complex surface conditions of the running rail. In addition, the random arrangement increases the complexity of the friction force between the running rail and the contact member 3 to a certain extent, thereby further increasing the anti-slip reliability of the contact member 3.

[0063] Combined Figure 1 、 Figure 4 and Figure 6 As shown in

[0064] A plurality of contact members 3 are circumferentially distributed along the vehicle body 1, forming a plurality of positions with the running rail to increase the friction force, thereby reducing the braking distance of the rail vehicle 100 and further reducing the driving risk.

[0065] A plurality of jacking devices 2 and contact members 3 are circumferentially distributed along the vehicle body, thereby increasing the support effect provided for the vehicle body 1 and being able to better balance the weight of the vehicle body. When the vehicle body 1 brakes, the probability of the vehicle body 1 tilting, shaking or rolling over can be reduced, improving the stability of the vehicle body 1 during the braking process.

[0066] With a plurality of jacking devices 2 and contact members 3, if a certain jacking device 2 or contact member 3 fails, the other normal jacking devices 2 and contact members 3 can still work normally, thereby increasing the reliability and safety.

[0067] In some embodiments, the jacking device 2 is a hydraulic jack 21, and the rail vehicle 100 further includes a hydraulic cylinder, and each hydraulic jack 21 is connected to the hydraulic cylinder.

[0068] The hydraulic jack 21 utilizes the hydraulic principle and can generate a large jacking force. Through the hydraulic jack 21, the contact member 3 can be brought into contact with the running rail and generate sufficient pressure, thereby effectively increasing the friction force and meeting the anti-slip requirements of the rail vehicle 100 in various working conditions of the present application embodiment.

[0069] A plurality of hydraulic jacks 21 are connected to the same hydraulic cylinder, which can ensure good synchronism of the plurality of hydraulic jacks 21 during operation, so that each of the hydraulic jacks 21 circumferentially distributed along the vehicle body 1 can extend or retract simultaneously, enabling each contact member 3 to be in uniform contact with and separation from the running rail, and reducing the probability of uneven local stress on the vehicle body 1.

[0070] In some embodiments, the rail vehicle 100 further includes an adapter. The adapter is installed on the vehicle body 1, and the lifting device 2 is connected to the vehicle body 1 through the adapter.

[0071] By providing the adapter, the installation position of the lifting device 2 is closer to the running rail. That is to say, by providing the adapter, the distance from the lifting device 2 to the running rail can be shortened. Thus, when the lifting device 2 extends and retracts a small stroke, the contact member 3 can contact the running rail, thereby reducing the telescopic stroke of the lifting device 2. Furthermore, when the vehicle body 1 brakes, the lifting device 2 can be in the extended state faster, so as to further reduce the braking distance of the rail vehicle 100 and further reduce the driving risk.

[0072] In addition, the adapter can facilitate the installation of the lifting device 2, thereby reducing the installation difficulty of the lifting device 2.

[0073] Combined Figure 1 、 Figure 2 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 As shown in FIGS.

[0074] Since the contact member 3 is provided with an ice-breaking structure 32 at one end close to the head 11 in the length direction of the vehicle body 1, when the vehicle body 1 travels, the ice-breaking structure 32 can contact the ice layer on the running rail. The ice-breaking structure 32 has a first end 321 close to the anti-slip end face 31 and a second end 322 far from the anti-slip end face 31 in the height direction of the vehicle body 1. In the length direction of the vehicle body 1, the second end 322 is located between the head 11 and the first end 321. That is to say, the ice-breaking structure 32 is inclined towards the side close to the head 11 of the contact member 3.

[0075] When the jacking device 2 is in the extended state, the contact member 3 is configured to contact the running rail, and the weight of the vehicle body 1 is transmitted to the contact member 3 through the jacking device 2, causing a large pressure between the contact member 3 and the running rail. Therefore, as the vehicle body 1 moves forward, the ice-breaking structure 32 can exert a large pressure on the ice on the running rail, causing the ice on the running rail to be crushed under pressure, so that the ice on the running rail can be removed. Moreover, through the ice-removing effect of the ice-breaking structure 32, the influence of the ice on the friction between the contact member 3 and the running rail can be reduced, enabling a greater friction to be generated between the contact member 3 and the running rail, thereby further improving the stability of the vehicle body 1 during the braking process.

[0076] Combined Figure 1 、 Figure 2 and Figure 3 As shown, in some embodiments, the ice-breaking structure 32 includes an extrusion portion 323 for extruding the ice on the running rail. The ice-breaking structure 32 includes the extrusion portion 323, a first guiding portion 329, and a second guiding portion 320. The extrusion portion 323 is used for extruding the ice on the running rail, and both the first guiding portion 329 and the second guiding portion 320 are used for guiding and dispersing the broken ice. The extrusion portion 323 is located between the first guiding portion 329 and the second guiding portion 320. Both the first guiding portion 329 and the second guiding portion 320 are connected to the extrusion portion 323 and are located on the side of the extrusion portion 323 away from the vehicle head 11. The extrusion portion 323 is arc-shaped. Both the first end portion 321 and the second end portion 322 are connected to the extrusion portion 323. In the length direction of the vehicle body 1, the extrusion portion 323 is located on the side of the first end portion 321 close to the vehicle head 11. That is to say, in the length direction of the vehicle body 1, the arc-shaped extrusion portion 323 protrudes toward the side of the first end portion 321 close to the vehicle head 11.

[0077] The arc-shaped extrusion portion 323 can concentrate part or all of the weight of the vehicle body 1 on a smaller area of the ice, thereby increasing the pressure on the ice to efficiently extrude the ice and cause the ice to break under pressure. Thus, the arc-shaped extrusion portion 323 can optimize the contact effect with the ice on the running rail, so as to efficiently crush the ice on the running rail by means of the weight of the vehicle body 1.

[0078] Both the first guiding portion 329 and the second guiding portion 320 are connected to the extrusion portion 323 and are located on the side of the extrusion portion 323 away from the vehicle head 11. Through the first guiding portion 329 and the second guiding portion 320, the extruded and broken ice can be guided and dispersed, so that the ice crushed by the extrusion portion 323 can leave the extrusion portion 323 and the running rail in time, avoiding the accumulation of broken ice on the extrusion portion 323 and the running rail, thereby reducing the influence of the broken ice on the subsequent ice-breaking work of the extrusion portion 323 and reducing the interference of the broken ice on the movement of the vehicle body 1.

[0079] In addition, the arc-shaped extrusion portion 323 can disperse the reaction force of ice on the extrusion portion 323 , reduce the risk of excessive local stress on the extrusion portion 323 , and thus reduce the probability of damage to the extrusion portion 323 .

[0080] like Figure 2 As shown, in some optional embodiments, the first guide portion 329 and the second guide portion 320 both have arc-shaped guide end surfaces, and the guide end surfaces are used to guide and disperse the broken ice.

[0081] The arc-shaped guide end surface can evenly guide the crushed ice to a larger area, thereby reducing the probability of excessive accumulation of crushed ice on both sides of the running rail.

[0082] In some other optional embodiments, the first guide portion 329 and the second guide portion 320 both have a planar guide end surface, and the guide end surface is inclined, and the guide end surface is used to guide and disperse the broken ice.

[0083] The planar guide end surface can guide the crushed ice to disperse more quickly, thereby increasing the efficiency of guiding and dispersing the crushed ice.

[0084] Combination Figure 4 and Figure 5 As shown, in some embodiments, the ice-breaking structure 32 includes a first ice-breaking end face 324 and a second ice-breaking end face 325, the first ice-breaking end face 324 and the second ice-breaking end face 325 intersect and define a first cutting edge 326, the first cutting edge 326 is used to cut ice on the running rail, and the first ice-breaking end face 324 and the second ice-breaking end face 325 are both located on the side of the first cutting edge 326 away from the front of the vehicle 11.

[0085] The first cutting blade 326 can concentrate part or all of the weight of the vehicle body 1 on a smaller area on the ice, thereby increasing the pressure acting on the ice so as to cut the ice, thereby reducing the integrity and strength of the ice layer, and the ice can be squeezed and broken by the first ice-breaking end surface 324 and the second ice-breaking end surface 325. Thus, the first cutting blade 326 can increase the effect of removing ice on the running rail, so that the ice on the running rail can be removed efficiently with the help of the weight of the vehicle body 1.

[0086] The first ice-breaking end face 324 and the second ice-breaking end face 325 are both located on the side of the first cutting blade 326 away from the front end 11. The first ice-breaking end face 324 and the second ice-breaking end face 325 can guide and disperse the broken ice, so that the ice broken by the first cutting blade 326 can leave the first cutting blade 326 and the running rail in time, avoiding the accumulation of broken ice on the first cutting blade 326 and the running rail, thereby reducing the influence of the broken ice on the subsequent ice-breaking work of the first cutting blade 326 and reducing the interference of the broken ice on the movement of the vehicle body 1.

[0087] By intersecting the first ice-breaking end face 324 and the second ice-breaking end face 325, the stability of the ice-breaking structure 32 can be increased.

[0088] Combined with Figure 6 、 Figure 7 and Figure 8 As shown, in some embodiments, the ice-breaking structure 32 includes a first ice-breaking portion 327 and a second ice-breaking portion 328 that are connected to each other. The first ice-breaking portion 327 is connected to the first end 321, and the second ice-breaking portion 328 is connected to the second end 322. The first ice-breaking portion 327 and the second ice-breaking portion 328 are arranged at an angle. In the longitudinal direction of the vehicle body 1, both the first ice-breaking portion 327 and the second ice-breaking portion 328 are located between the first end 321 and the second end 322.

[0089] The first ice-breaking portion 327 and the second ice-breaking portion 328 are arranged at an angle. When the vehicle body 1 is traveling, forces can be applied to the ice layer from different angles. When the ice on the running rail is thick, the first ice-breaking portion 327 and the second ice-breaking portion 328 can act on the ice from multiple angles, and the ice-breaking efficiency is increased through the synergistic effect between the first ice-breaking portion 327 and the second ice-breaking portion 328.

[0090] Combined with Figure 6 、 Figure 7 and Figure 8 As shown, in some embodiments, the first ice-breaking portion 327 includes a third ice-breaking end face 3271 and a fourth ice-breaking end face 3272. The third ice-breaking end face 3271 and the fourth ice-breaking end face 3272 intersect and define a second cutting edge 3273 for cutting the ice on the running rail. Both the third ice-breaking end face 3271 and the fourth ice-breaking end face 3272 are located on the side of the second cutting edge 3273 away from the vehicle head.

[0091] The second ice-breaking portion 328 includes a fifth ice-breaking end face 3281 and a sixth ice-breaking end face 3282. The fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282 intersect and define a third cutting edge 3283 for cutting the ice on the running rail. Both the fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282 are located on the side of the third cutting edge 3283 away from the vehicle head.

[0092] When the ice on the running rail is thick, the second cutting edge 3273 and the third cutting edge 3283 can cut the ice layer from different angles, and the third ice-breaking end face 3271, the fourth ice-breaking end face 3272, the fifth ice-breaking end face 3281, and the sixth ice-breaking end face 3282 can extrude the ice from multiple angles, causing the thick ice to break quickly. Thus, the ice-breaking efficiency is increased through the synergistic effect between the first ice-breaking portion 327 and the second ice-breaking portion 328.

[0093] After the ice is broken, the crushed ice can move along the third ice-breaking end face 3271, the fourth ice-breaking end face 3272, the fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282, so that the crushed ice can be guided and dispersed, and the crushed ice can leave the second cutting blade 3273, the third cutting blade 3283 and the running rail in time, avoiding the accumulation of crushed ice on the second cutting blade 3273, the third cutting blade 3283 and the running rail, thereby reducing the influence of the crushed ice on the subsequent ice-breaking work of the second cutting blade 3273, the third cutting blade 3283, and reducing the interference of the crushed ice on the movement of the vehicle body 1.

[0094] By making the third ice-breaking end surface 3271 intersect with the fourth ice-breaking end surface 3272, the stability of the first ice-breaking portion 327 can be increased, thereby increasing the stability of the ice-breaking structure 32. By making the fifth ice-breaking end surface 3281 intersect with the sixth ice-breaking end surface 3282, the stability of the second ice-breaking portion 328 can be increased, thereby further increasing the stability of the ice-breaking structure 32.

[0095] In other embodiments, the first ice-breaking portion 327 includes a third ice-breaking end face 3271 and a fourth ice-breaking end face 3272, the third ice-breaking end face 3271 and the fourth ice-breaking end face 3272 intersect and define a first extrusion ice-breaking portion, the first extrusion ice-breaking portion is used to squeeze ice on the running rail, and the third ice-breaking end face 3271 and the fourth ice-breaking end face 3272 are both located on the side of the first extrusion ice-breaking portion away from the front of the vehicle.

[0096] The second ice-breaking portion 328 includes a fifth ice-breaking end face 3281 and a sixth ice-breaking end face 3282, which intersect and define a second extrusion ice-breaking portion, which is used for extruding ice on the running rail, and the fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282 are both located on the side of the second extrusion ice-breaking portion away from the front of the vehicle.

[0097] When the ice on the running rail is thick, the first extrusion ice-breaking part and the second extrusion ice-breaking part can squeeze the ice layer from different angles, so that the ice on the running rail can produce preliminary cracks, thereby initially reducing the strength of the ice on the running rail. The third ice-breaking end face 3271, the fourth ice-breaking end face 3272, the fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282 can squeeze the ice from multiple angles, so that the thicker ice is quickly broken, thereby increasing the ice-breaking efficiency through the synergistic effect between the first ice-breaking part 327 and the second ice-breaking part 328.

[0098] After the ice is broken, the broken ice can move along the third ice-breaking end face 3271, the fourth ice-breaking end face 3272, the fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282, so that the broken ice is guided and dispersed, and the broken ice can leave the first extrusion ice-breaking part, the second extrusion ice-breaking part and the running rail in time, avoiding the accumulation of broken ice on the first extrusion ice-breaking part, the second extrusion ice-breaking part and the running rail, thereby being able to reduce the influence of the broken ice on the subsequent ice-breaking work of the first extrusion ice-breaking part and the second extrusion ice-breaking part, and reducing the interference of the broken ice on the movement of the vehicle body 1.

[0099] By intersecting the third ice-breaking end face 3271 and the fourth ice-breaking end face 3272, the stability of the first ice-breaking part 327 can be increased, thereby increasing the stability of the ice-breaking structure 32. By intersecting the fifth ice-breaking end face 3281 and the sixth ice-breaking end face 3282, the stability of the second ice-breaking part 328 can be increased, thereby further increasing the stability of the ice-breaking structure 32.

[0100] As described above, it is only the preferred specific embodiment of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An orbital vehicle, characterized in that, include: Vehicle body; A lifting device is arranged on the vehicle body, and the lifting device can be telescopically arranged and has an extended state and a retracted state; The contact piece is transmission-connected to the lifting device. When the lifting device is in an extended state, the contact piece is configured to contact the running rail and increase the friction between the contact piece and the running rail. When the lifting device is in a retracted state, the contact piece is configured to be separated from the running rail.

2. The rail vehicle according to claim 1, wherein The contact piece has an anti-skid end surface for contacting the running rail, and the anti-skid end surface is provided with a plurality of protrusions.

3. The rail vehicle according to claim 1, characterized in that, There are multiple jacking devices and multiple contact members. Along the circumferential direction of the vehicle body, multiple jacking devices are sequentially arranged on the vehicle body, and multiple contact members are transmission-connected to the jacking devices in a one-to-one correspondence.

4. The rail vehicle according to claim 3, characterized in that, The lifting device is a hydraulic jack, and the rail vehicle further comprises a hydraulic cylinder, and each of the hydraulic jacks is connected to the hydraulic cylinder.

5. The rail vehicle according to claim 3, characterized in that, The rail vehicle further comprises an adapter, which is mounted on the vehicle body, and the jacking device is connected to the vehicle body via the adapter.

6. The rail vehicle according to claim 2, characterized in that, The vehicle body has a front, and the contact piece is provided with an ice-breaking structure at one end close to the front in the length direction of the vehicle body. The ice-breaking structure has a first end close to the anti-slip end surface and a second end away from the anti-slip end surface in the height direction of the vehicle body. In the length direction of the vehicle body, the second end is located between the front and the first end.

7. The rail vehicle according to claim 6, characterized in that, The ice-breaking structure includes an extrusion part, a first guide part and a second guide part. The extrusion part is used to extrude ice on the running rail. The first guide part and the second guide part are both used to guide and disperse the broken ice. The extrusion part is located between the first guide part and the second guide part. The first guide part and the second guide part are both connected to the extrusion part and are located on the side of the extrusion part away from the front of the vehicle. The extrusion part is arc-shaped, and the first end part and the second end part are both connected to the extrusion part. In the length direction of the vehicle body, the extrusion part is located on the side of the first end part close to the front of the vehicle.

8. The rail vehicle according to claim 6, characterized in that The ice-breaking structure includes a first ice-breaking end surface and a second ice-breaking end surface, wherein the first ice-breaking end surface and the second ice-breaking end surface intersect and define a first cutting edge, wherein the first cutting edge is used to cut ice on the running rail, and the first ice-breaking end surface and the second ice-breaking end surface are both located on a side of the first cutting edge away from the front of the vehicle.

9. The rail vehicle according to claim 6, characterized in that, The ice-breaking structure includes a first ice-breaking portion and a second ice-breaking portion connected to each other, wherein the first ice-breaking portion is connected to the first end portion, and the second ice-breaking portion is connected to the second end portion, the first ice-breaking portion and the second ice-breaking portion intersect with each other, and in the length direction of the vehicle body, the first ice-breaking portion and the second ice-breaking portion are both located between the first end portion and the second end portion.

10. The rail vehicle according to claim 9, characterized in that, The first ice-breaking portion includes a third ice-breaking end surface and a fourth ice-breaking end surface, the third ice-breaking end surface and the fourth ice-breaking end surface intersect and define a second cutting edge, the second cutting edge is used to cut ice on the running rail, and the third ice-breaking end surface and the fourth ice-breaking end surface are both located on a side of the second cutting edge away from the vehicle head; The second ice-breaking part includes a fifth ice-breaking end face and a sixth ice-breaking end face. The fifth ice-breaking end face and the sixth ice-breaking end face intersect and define a third cutting edge. The second cutting edge is used for cutting the ice on the running rail. Both the fifth ice-breaking end face and the sixth ice-breaking end face are located on the side of the third cutting edge away from the vehicle head.

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