A multifunctional rail-land transport flat car

Abstract

The application relates to the technical field of railway electrification engineering construction equipment, and discloses a multifunctional rail-land transport flat car which comprises a chassis used for carrying transported goods, a rail-land switching mechanism arranged below the chassis and connected with the chassis and used for adjusting the height of a steel wheel set, the steel wheel set comprising a front steel wheel set and a rear steel wheel set and being correspondingly arranged at both ends of the chassis and used for walking on a rail track, and land wheels arranged below the chassis and used for walking on land; when walking on the rail track, the rail-land switching mechanism adjusts the steel wheel set to be lower than the land wheels, the steel wheel set is in contact with the rail track and is used for walking; when walking on land, the rail-land switching mechanism adjusts the steel wheel set to be higher than the land wheels, the land wheels are in contact with the ground and are used for walking. One device can be used for road ground and steel rail track transfer operations, and the time consumption of material transfer is greatly reduced.

Description

Technical Field

[0001] This application relates to the field of railway electrification engineering construction equipment technology, and more specifically, to a multi-functional rail-land transport flatbed vehicle. Background Technology

[0002] The current construction of railway electrification traction power supply projects suffers from the industry pain point of a disconnect between rail and land transportation scenarios. Existing transportation equipment is unable to meet the multiple demands of track travel, navigating complex terrain, and automated operations. Large electrical equipment and construction materials such as cantilever arms, insulators, and transformer substations at the construction site must first be transported by road vehicles to the trackside, and then manually or with simple small machinery to be transported a second time to the installation point. The road-to-track transfer process accounts for more than 30% of the overall material transportation time, making the transfer process cumbersome and inefficient.

[0003] Traditional transport methods rely heavily on manual handling, which is not only labor-intensive and costly, but also prone to causing damage to electrical equipment and insulation components, increasing material loss and rework costs. Commercially available dedicated rail-mounted flatbed trucks are limited in function, only able to travel along tracks and unable to switch to land-based modes independently. Cross-site transport requires additional hoisting and relocation, resulting in extremely poor equipment versatility. Summary of the Invention

[0004] The main objective of this application is to provide a multi-functional rail transport flatbed vehicle to solve the technical problems in the background art.

[0005] To achieve the above objectives, this application proposes a multi-functional rail-land transport flatbed vehicle, comprising: Chassis, used to carry transported goods; A track-to-land switching mechanism is located below the chassis and connected to the chassis, used to adjust the height of the steel wheel assembly; The steel wheel assembly, comprising a front steel wheel assembly and a rear steel wheel assembly, is correspondingly disposed at both ends of the chassis and is used to travel on the track; Land wheels, located beneath the chassis, are used for moving on the land; wherein... When traveling on the track, the track-land switching mechanism adjusts the steel wheel assembly to be lower than the land wheel, so that the steel wheel assembly contacts the rail of the track for travel; When walking on land, the track-land switching mechanism adjusts the steel wheel assembly to be higher than the land wheel, so that the land wheel is in contact with the ground for walking.

[0006] In some possible implementations, the track-to-land switching mechanism includes a front hydraulic drive rod, a rear hydraulic drive rod, a front connecting assembly, and a rear connecting assembly; The front hydraulic drive rod is located below the chassis, and its telescopic end is connected to the front steel wheel assembly; the front connecting assembly is connected to both the front steel wheel assembly and the chassis. The rear hydraulic drive rod is located below the chassis, and its telescopic end is connected to the rear steel wheel assembly; the rear connecting assembly is connected to both the rear steel wheel assembly and the chassis; wherein... The front steel wheel assembly can rotate relative to the front connecting assembly, and the rear steel wheel assembly can rotate relative to the rear connecting assembly.

[0007] In some possible implementations, the front connection assembly includes a first front connector and a second front connector; The top protruding part of the first front connector is rotatably connected to the telescopic end of the front hydraulic drive rod, the protruding part of the first front connector near the chassis end is rotatably connected to the second front connector, and the bottom of the first front connector is connected to the crossbar connecting the two front steel wheel sets. The top protrusion of the second front connecting rod is connected to the bottom of the chassis or the fixed end of the front hydraulic drive rod.

[0008] In some feasible configurations, the front hydraulic drive rod is arranged horizontally.

[0009] In some possible implementations, the rear connection assembly includes a first rear connector and a second rear connector; The top protruding part of the first rear connector is rotatably connected to the telescopic end of the rear hydraulic drive rod, the protruding part of the first rear connector near the chassis end is rotatably connected to the second rear connector, and the bottom of the first rear connector is connected to the crossbar connecting the two rear steel wheel sets. The top protrusion of the second rear connecting rod is connected to the bottom of the chassis or the fixed end of the rear hydraulic drive rod.

[0010] In some possible implementations, the rear hydraulic drive rod is arranged at an angle to make way for the rear axle that drives the land wheel.

[0011] Some feasible methods also include housing, handwheel, worm gear, turbine, and limiting components; The two housings are separately disposed at the center below the chassis and located at the side edge of the chassis; The worm gear and the turbine are disposed inside the housing; The handwheel is connected to one end of the worm gear, the middle part of the worm gear meshes with the teeth of the turbine gear, and the turbine gear is provided with the limiting member; The limiting member can abut against the bottom surface of the outer edge of the track for limiting.

[0012] In some possible implementations, a power supply battery and an engine are located in the lower center of the chassis.

[0013] In some possible implementations, the chassis is a modular chassis, the chassis can be connected to the chassis via hooks, and the chassis are connected to the chassis via plugs, the plugs being electrically connected to the track-land switching mechanism; When multiple chassis are connected as one unit by hooks and plugs, when a command is sent to one of the rail-to-land switching mechanisms, the other rail-to-land switching mechanisms simultaneously receive the command.

[0014] Some feasible methods also include lidar, vision cameras, and control systems; The lidar is mounted on the chassis and is used to scan the four sides of the chassis, generate three-dimensional data, and send it to the control system. The visual camera is mounted on the chassis and is used to identify the surrounding environment of the chassis, generate image data, and send it to the control system. The control system is configured to be connected to the lidar, the vision camera, and the track-to-land switching mechanism respectively as follows: The three-dimensional data and the image data are sent to the cloud platform, and the control commands issued by the cloud platform are sent to the track-land switching mechanism.

[0015] The technical solutions provided by the embodiments of this application may include the following beneficial effects: This application discloses a multi-functional rail-land transport flatbed vehicle. Through a rail-land switching mechanism, the height of the steel wheel set can be independently adjusted to achieve autonomous switching between two modes: rail travel and land travel. It eliminates the need for hoisting equipment to complete cross-site transfers. A single device can handle both road and rail transport operations, eliminating the intermediate transfer process of road and rail segmented transfers, significantly reducing material handling time, saving the need for secondary manual handling, reducing labor input, avoiding damage to electrical equipment caused by manual handling, reducing material loss and rework costs, and breaking the limitations of traditional rail flatbed vehicles that can only travel on rails and have a single applicable scenario. The versatility of the device is significantly improved, making it suitable for continuous transport operations in multiple scenarios at railway electrification construction sites. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the application and to make other features, objects, and advantages of the application more apparent. The illustrative embodiments and descriptions of this application are used to explain the application and do not constitute an undue limitation of the application. In the drawings: Figure 1This is a structural schematic diagram of a multi-functional rail-land transport flatbed vehicle provided in this application.

[0017] Figure 2 This is a three-dimensional bottom view of a multi-functional rail transport flatbed vehicle provided for this application.

[0018] Figure 3 This is a side view of a multi-functional rail transport flatbed vehicle provided for this application.

[0019] Figure 4 A schematic diagram of the top surface of the chassis of a multi-functional rail transport flatbed provided in this application. Figure label: 1. Chassis; 2. Steel wheel assembly; 3. Land wheel; 4. Front hydraulic drive rod; 5. Rear hydraulic drive rod; 6. First front connector; 7. Second front connector; 8. First rear connector; 9. Second rear connector; 10. Housing; 11. Handwheel; 12. Worm gear; 13. Turbine; 14. Limiting component; 15. Power supply battery; 16. Crossbar. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0021] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0022] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0023] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0024] Furthermore, the terms "installation," "setup," "equipped with," "connection," "linked," and "socketing" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0025] like Figures 1 to 4 As shown, this application provides a multi-functional rail-land transport flatbed vehicle, including a chassis 1, a rail-land switching mechanism, a steel wheel set 2, and land wheels 3.

[0026] This embodiment provides a multi-functional rail-land transport flatbed vehicle, which is applied to the construction scenario of railway electrification traction power supply engineering, and is used to realize the integrated rail-land transport of materials and equipment such as cantilever arms, insulators, and transformer substations.

[0027] The chassis 1 serves as the load-bearing base of the entire vehicle, with a flat loading platform on top for carrying transported goods. The chassis 1 as a whole has structural strength matching the rated load, and the lower part of the chassis 1 is used to install the walking mechanism and the switching mechanism.

[0028] The track-land switching mechanism is located below the chassis 1 and connected to the chassis 1, and is used to adjust the height of the steel wheel assembly 2.

[0029] The track-land switching mechanism is located below the chassis 1 and is fixedly connected to the chassis 1 frame structure. The function of the track-land switching mechanism is to adjust the height of the steel wheel set 2 relative to the chassis 1, thereby switching the vehicle's running support structure and realizing the conversion between track running mode and land running mode.

[0030] The steel wheel set 2, which includes a front steel wheel set 2 and a rear steel wheel set 2, is respectively arranged at both ends of the chassis 1 and is used to move on the track.

[0031] The front steel wheel set 2 is located below the front end of the chassis 1, and the rear steel wheel set 2 is located below the rear end of the chassis 1. The working surface of the wheel body of the steel wheel set 2 is adapted to the rail surface shape of the standard railway steel rail, and is used to bear the weight of the whole vehicle in the track scenario and move along the steel rail.

[0032] Land wheels 3 are mounted below the chassis 1 for movement on land. Specifically, they are used to bear the weight of the vehicle in land scenarios, adapting to the travel needs of non-rail surfaces such as highways, construction access roads, and tunnel surfaces.

[0033] Specifically, when traveling on the track, if the track-to-ground switching mechanism adjusts the steel wheel assembly 2 to be lower than the land wheel 3, the steel wheel assembly 2 will be in contact with the rail for travel. When traveling on land, if the track-to-ground switching mechanism adjusts the steel wheel assembly 2 to be higher than the land wheel 3, the land wheel 3 will be in contact with the ground for travel.

[0034] It should be noted that when the vehicle switches to track-based mode, the track-land switching mechanism drives the steel wheel assembly 2 to adjust its height downwards, so that the bottom height of the steel wheel assembly 2 is lower than the bottom height of the land wheel 3. At this time, the steel wheel assembly 2 abuts against the top surface of the rail and supports the entire vehicle load. The land wheel 3 is lifted synchronously with the chassis 1 and detaches from the ground, allowing the entire vehicle to travel smoothly along the rail via the steel wheel assembly 2. When the vehicle switches to land-based mode, the track-land switching mechanism drives the steel wheel assembly 2 to adjust its height upwards, so that the bottom height of the steel wheel assembly 2 is higher than the bottom height of the land wheel 3. At this time, the land wheel 3 abuts against the ground and supports the entire vehicle load. The steel wheel assembly 2 is lifted and suspended in the air with the mechanism, detaching from the rail or the ground, allowing the entire vehicle to travel on ordinary land surfaces via the land wheel 3.

[0035] With the above structure, a single transport flatbed truck can autonomously switch between rail and land travel modes without the need for hoisting equipment for relocation or manual disassembly and assembly of traveling components. This eliminates the intermediate transfer link between road and rail in railway electrification construction, effectively shortens material transfer time, reduces equipment damage caused by manual handling, and improves construction transportation efficiency and equipment versatility.

[0036] In one embodiment, the track-land switching mechanism includes a front hydraulic drive rod 4, a rear hydraulic drive rod 5, a front connecting assembly, and a rear connecting assembly.

[0037] The front hydraulic drive rod 4 is located below the chassis 1, and its telescopic end is connected to the front steel wheel assembly 2; the front connecting assembly is connected to both the front steel wheel assembly 2 and the chassis 1; the rear hydraulic drive rod 5 is located below the chassis 1, and its telescopic end is connected to the rear steel wheel assembly 2; the rear connecting assembly is connected to both the rear steel wheel assembly 2 and the chassis 1.

[0038] The front steel wheel assembly 2 is rotatable relative to the front connecting assembly, and the rear steel wheel assembly 2 is rotatable relative to the rear connecting assembly.

[0039] Specifically, the front hydraulic drive rod 4 is fixedly installed in the front end area below the chassis 1, and the telescopic end of the front hydraulic drive rod 4 is connected to the front steel wheel assembly 2 for transmission. The front connecting assembly is connected to the front steel wheel assembly 2 and the bottom frame of the chassis 1 respectively. The front steel wheel assembly 2 can rotate relative to the front connecting assembly under the telescopic drive of the front hydraulic drive rod 4, thereby completing the height adjustment of the front steel wheel assembly 2.

[0040] The rear hydraulic drive rod 5 is fixedly installed in the rear end area below the chassis 1, and the telescopic end of the rear hydraulic drive rod 5 is connected to the rear steel wheel set 2 for transmission. The rear connecting assembly is connected to the rear steel wheel set 2 and the bottom frame of the chassis 1 respectively. The rear steel wheel set 2 can rotate relative to the rear connecting assembly under the telescopic drive of the rear hydraulic drive rod 5, thereby completing the height adjustment of the steel wheel set 2.

[0041] When switching between actual travel modes, the front hydraulic drive rod 4 and the rear hydraulic drive rod 5 extend and retract synchronously, driving the front steel wheel set 2 and the rear steel wheel set 2 to rise and fall synchronously, ensuring a smooth transition of the vehicle body. In track travel mode, the front hydraulic drive rod 4 and the rear hydraulic drive rod 5 extend synchronously, driving the front steel wheel set 2 and the rear steel wheel set 2 to rotate downwards around the front connecting assembly and the rear connecting assembly, respectively, to a low position. The steel wheel set 2 bears the entire vehicle load and travels along the steel rail. In land travel mode, the front hydraulic drive rod 4 and the rear hydraulic drive rod 5 retract synchronously, driving the front steel wheel set 2 and the rear steel wheel set 2 to rotate upwards around the front connecting assembly and the rear connecting assembly, respectively, to a high position. The land wheel 3 bears the entire vehicle load and travels along the ground.

[0042] In one embodiment, the front connection assembly includes a first front connector 6 and a second front connector 7; the top protruding part of the first front connector 6 is rotatably connected to the telescopic end of the front hydraulic drive rod 4, the protruding part of the first front connector 6 near the chassis 1 is rotatably connected to the second front connector 7, and the bottom of the first front connector 6 is connected to the crossbar 16 connecting the two front steel wheel sets 2. The top protrusion of the second front connecting rod is connected to the bottom of the chassis 1 or the fixed end of the front hydraulic drive rod 4.

[0043] When the telescopic end of the current hydraulic drive rod 4 extends, it pushes the first front connector 6 to swing downward around the rotational connection point between it and the second front connector 7. The first front connector 6 drives the two front steel wheel sets 2 to move downward synchronously through the crossbar 16, so that the bottom height of the front steel wheel sets 2 is lower than that of the land wheel 3, and enters the support state for track walking. When the telescopic end of the current hydraulic drive rod 4 retracts, it pulls the first front connector 6 to swing upward around the rotational connection point between it and the second front connector 7. The first front connector 6 drives the two front steel wheel sets 2 to move upward synchronously through the crossbar 16, so that the bottom height of the front steel wheel sets 2 is higher than that of the land wheel 3, and returns to the avoidance state for land walking.

[0044] In one embodiment, the rear connection assembly includes a first rear connector 8 and a second rear connector 9; The top protruding part of the first rear connector 8 is rotatably connected to the telescopic end of the rear hydraulic drive rod 5. The protruding part of the first rear connector 8 near the chassis 1 is rotatably connected to the second rear connector 9. The bottom of the first rear connector 8 is connected to the crossbar 16 connecting the two rear steel wheel sets 2.

[0045] The top protrusion of the second rear connecting rod is connected to the bottom of the chassis 1 or the fixed end of the rear hydraulic drive rod 5.

[0046] When the telescopic end of the rear hydraulic drive rod 5 extends, it pushes the first rear connecting piece 8 to swing downward around the rotational connection point between it and the second rear connecting piece 9. The first rear connecting piece 8 drives the two rear steel wheel sets 2 to move downward synchronously through the crossbar 16, so that the bottom height of the rear steel wheel sets 2 is lower than that of the land wheel 3, bearing the rear load of the entire vehicle and cooperating with the front steel wheel sets 2 to support the entire vehicle to enter the track walking state. When the telescopic end of the rear hydraulic drive rod 5 retracts, it pulls the first rear connecting piece 8 to swing upward around the rotational connection point between it and the second rear connecting piece 9. The first rear connecting piece 8 drives the two rear steel wheel sets 2 to move upward synchronously through the crossbar 16, so that the bottom height of the rear steel wheel sets 2 is higher than that of the land wheel 3, retracting to the avoidance state, and cooperating with the front steel wheel sets 2 to switch to the land walking state.

[0047] In one embodiment, the front hydraulic drive rod 4 is arranged horizontally.

[0048] The rear hydraulic drive rod 5 is arranged at an angle to make way for the rear axle that drives the land wheel 3.

[0049] The front hydraulic drive rod 4 is arranged horizontally along the length of the chassis 1. The fixed end of the front hydraulic drive rod 4 is fixed to the front frame at the bottom of the chassis 1, and the telescopic end reciprocates horizontally. The telescopic end is rotatably connected to the top protruding position of the first front connecting member 6, converting the horizontal telescopic force into the swinging power of the first front connecting member 6 around the second front connecting member 7, thereby driving the front steel wheel assembly 2 to complete the lifting and lowering adjustment. The horizontal arrangement of the front hydraulic drive rod 4 fully utilizes the longitudinal installation space at the front of the chassis 1, reduces the vertical height occupied by the front walking mechanism, ensures the front ground clearance of the vehicle in land driving mode, and improves road passability.

[0050] The rear hydraulic drive rod 5 is inclinedly arranged in the rear end area of ​​the bottom of the chassis 1. Since the rear axle assembly for driving the land wheels 3 is located at the lower rear of the chassis 1, the inclined rear hydraulic drive rod 5 can spatially avoid the installation position and range of motion of the rear axle. It can meet the lifting stroke requirements of the rear steel wheel set 2 without additionally raising the overall height of the chassis 1. This makes the layout of the rear axle, rear hydraulic drive rod 5, rear connecting assembly and rear steel wheel set 2 at the rear of the chassis 1 more compact. At the same time, it ensures that the driving torque of the rear hydraulic drive rod 5 is stable and reliably drives the rear steel wheel set 2 to complete the mode switching.

[0051] In one embodiment, a multi-functional rail transport flatbed vehicle further includes a housing 10, a handwheel 11, a worm gear 12, a turbine 13, and a limiting member 14.

[0052] Two housings 10 are separately disposed in the lower center of the chassis 1 and located on the side edge of the chassis 1; the worm gear 12 and the turbine gear 13 are disposed inside the housing 10; the handwheel 11 is connected to one end of the worm gear 12, the middle part of the worm gear 12 meshes with the teeth of the turbine gear 13, and the turbine gear 13 is provided with the limiting member 14; the limiting member 14 can abut against the bottom surface of the outer edge of the track for limiting.

[0053] Specifically, the positions of the two side housings 10 correspond one-to-one with the positions of the two rails of the track. An installation cavity is formed inside each housing 10, and the worm gear 12 and the worm wheel are rotatably mounted inside the cavity.

[0054] The handwheel 11 is located on the outside of the housing 10. The rotation shaft of the handwheel 11 is coaxially and fixedly connected to one end of the worm gear 12 for manual input of rotational torque. The teeth of the worm gear 12 mesh with the outer peripheral teeth of the worm wheel to form a transmission pair with self-locking characteristics. The limiting member 14 is fixedly installed on the wheel body of the worm wheel and can swing back and forth synchronously with the worm wheel around its own rotation axis.

[0055] When the vehicle is in track-walking mode and has stopped, the operator turns the handwheels 11 on both sides, causing the corresponding worm gear 12 to rotate. The worm gear 12 drives the worm wheel to rotate through gear meshing, which in turn causes the limiting member 14 to swing and extend towards the rail side, so that the limiting end face of the limiting member 14 abuts against the bottom surface of the outer edge of the rail, forming a lateral limiting and anti-derailment constraint for the entire vehicle, thereby ensuring the stability of the vehicle when it is stopped on the track. Especially when a lifting platform is installed on the chassis 1, the limiting member 14 can effectively fix the vehicle so that personnel working on the vertical lifting platform can work safely. When the vehicle needs to move on the track, the handwheels 11 are turned in the opposite direction, and the worm gear 12 and the worm wheel 13 move in the opposite direction, causing the limiting member 14 to release its restriction on the outer edge of the track.

[0056] In one embodiment, a power supply battery 15 and an engine are disposed at the lower center of the chassis 1.

[0057] Specifically, a power supply battery 15 and an engine are located in the lower center of the chassis 1. Both the power supply battery 15 and the engine are fixedly installed in the middle area of ​​the bottom of the chassis 1, and are arranged longitudinally along the chassis 1. This central arrangement can concentrate the center of gravity of the vehicle near the geometric center of the vehicle body, ensuring a balanced front and rear weight distribution of the vehicle body in both rail and land driving conditions, improving driving stability under heavy load conditions, and making full use of the installation space under the chassis 1 without encroaching on the cargo loading plane on the upper part of the chassis 1, thus ensuring the integrity of the cargo area.

[0058] The power supply battery 15 provides electrical energy for the vehicle's track-based operation, enabling the vehicle to move in track mode via electric drive. The engine provides power output for the vehicle's land-based operation, driving the land wheels 3 via mechanical transmission to complete the vehicle's movement in land mode. When the vehicle is in track-based mode, it relies on the power supply battery 15 for pure electric drive, which can meet the environmental protection requirements of tunnels and closed construction sections, i.e., zero emissions in track-based operation. When the vehicle is in land-based mode, it switches to engine drive, outputting sufficient power to cope with complex land conditions such as construction site dirt roads and slopes. The dual power sources work together to adapt to the transportation operation needs of different track and land scenarios.

[0059] It should be noted that the connection methods of the power supply battery 15 and the engine are both existing, and both the power supply battery 15 and the engine are also existing; this application does not modify them. The engine can be replaced with the power supply battery 15 as needed; that is, only the power supply battery 15 is used as the drive source, and the engine is preferably a diesel engine.

[0060] In one embodiment, the chassis 1 is a modular chassis, the chassis 1 can be connected to each other by hooks, and the chassis 1 can be connected to each other by plugs, the plugs being electrically connected to the track-land switching mechanism; When multiple chassis 1 are connected as one unit by hooks and by plugs, when an instruction is sent to one of the rail-land switching mechanisms, the other rail-land switching mechanisms simultaneously receive the instruction.

[0061] Specifically, the chassis 1 is a modular chassis. Multiple modular chassis 1 can be mechanically spliced ​​and fixed end to end by hooks to form a vehicle body group that can be transported collaboratively, adapting to the transfer needs of long materials and heavy-tonnage goods; and adjacent modular chassis 1 are electrically connected by plugs, which are electrically connected to the control circuit of the rail-land switching mechanism on the corresponding modular chassis 1, so that each group of rail-land switching mechanisms forms a unified control link.

[0062] When multiple modular chassis 1 are connected as one unit by hooks and electrically connected by plugs, when a control command is issued to any one of the rail-land switching mechanisms, the control signal can be synchronously transmitted to the rail-land switching mechanisms of all other modular chassis 1 through the electrical transmission link formed by the plugs. This drives the steel wheel sets 2 of all car body groups to synchronously complete the lifting and lowering adjustment, realizing the synchronous switching of the multi-vehicle linkage travel mode. There is no need to operate each one individually, which improves the switching efficiency and action consistency of multi-vehicle group operations.

[0063] In one embodiment, a multi-functional rail transport flatbed vehicle also includes a lidar, a vision camera, and a control system.

[0064] The lidar is mounted on the chassis 1 and is used to scan the four sides of the chassis 1, generate three-dimensional data, and send it to the control system. The visual camera is mounted on the chassis 1 and is used to identify the surrounding environment of the chassis 1, form image data, and send it to the control system. The control system is configured to be connected to the lidar, the vision camera, and the track-to-land switching mechanism respectively as follows: The three-dimensional data and the image data are sent to the cloud platform, and the control commands issued by the cloud platform are sent to the track-land switching mechanism.

[0065] Specifically, the lidar is deployed at the front and rear corners of the top surface of the chassis 1. Multiple lidars work together to form a 360-degree scanning range covering the vehicle body, enabling three-dimensional scanning and ranging of obstacles, tracks, and roadbed boundaries around the chassis 1. This generates three-dimensional point cloud data containing distance and contour information, which is transmitted to the control system in real time via a data bus. The number of lidars can be set as needed, and this application does not limit the number of lidars.

[0066] The vision cameras are mounted on the support columns around the chassis 1, capturing real-world images of the vehicle's surroundings. They perform image recognition on targets in the environment, such as personnel, materials, signs, and track switches, generating image recognition data which is then synchronously transmitted to the control system. It should be noted that whether the vision cameras are mounted on the support columns is optional, and the position and height of the support columns can also be adjusted as needed. The number of vision cameras can be set as required; this application does not limit the number of vision cameras.

[0067] The control system is integrated into the electrical control box on the side of chassis 1 (the control system can also be set in other locations as needed; this application does not limit the location of the control system), and is electrically connected to the lidar, vision camera, and hydraulic control valve group of the track-land switching mechanism. The control system has a built-in 4G communication unit, which, on the one hand, packages and uploads the received 3D point cloud data and image recognition data to the cloud dispatching platform, enabling the remote dispatching center to view the vehicle's surrounding environment, driving position, and on-site working conditions in real time; on the other hand, it receives control commands such as mode switching and start-stop scheduling issued by the cloud platform, and after parsing, outputs corresponding electrical signals to the track-land switching mechanism to drive the hydraulic drive rod to perform extension and retraction actions, completing the height adjustment of the steel wheel group 2, and realizing remote control and unified scheduling of multiple vehicles for track and land walking modes.

[0068] In multi-work scenarios of railway electrification construction, the cloud platform can remotely dispatch multiple flatbed trucks to complete the switching between track and land modes and route planning according to the material needs of each work station, without the need for operators to be on duty with the trucks, effectively improving the construction scheduling efficiency and operational safety in restricted scenarios such as tunnels and existing line renovations.

[0069] Example 1. The chassis 1 and the track-land switching mechanism adopt a high-strength steel welded modular chassis 1, with hydraulically driven steel wheel set 2 and solid tire lifting and switching; hydraulic suspension adjusts the ground clearance and vehicle body level, with a wheel track of 1.5m–2.5m and electric extension, adaptable to standard track and land travel.

[0070] 2. The hybrid power system uses a diesel engine to provide power for land travel and a permanent magnet synchronous motor to drive rail travel; the two power sources automatically switch and distributed control ensures stable power output.

[0071] 3. The intelligent control system uses lidar and vision cameras to collect environmental information in real time, enabling positioning and obstacle recognition; the controller automatically switches the driving mode according to road conditions; the 4G module uploads vehicle status, location, and fault information to the cloud platform, supporting remote control and dispatch.

[0072] 4. The energy storage and charging lithium iron phosphate battery pack is equipped with a thermal management system, can be fast charged to 80% in 30 minutes, has a long cycle life and high safety, and meets the continuous electric drive requirements of track conditions.

[0073] Main performance parameters 1. External dimensions: 11m × 2.35m; 2. Wheelbase width: 1.5m–2.5m (adjustable); 3. Maximum load capacity: 20T; 4. Driving speed: 5km / h; 5. Travel mode: Automatic switching between track and wheeled modes; 6. Power mode: Diesel + Electric hybrid; 7. Charging time: 30 minutes to 80%; 8. Control methods: remote control + automatic + remote monitoring.

[0074] In summary, the beneficial effects of the multi-functional rail transport flatbed vehicle provided in this application are as follows: 1) Construction efficiency is increased by more than 50%, and overall transportation costs are reduced by 25%–30%.

[0075] 2) Avoid manual handling and bumping, and improve the safety of material and equipment transportation.

[0076] 3) The integrated rail-land system requires no transfer and is suitable for complex scenarios such as tunnels, ramps, and construction sites.

[0077] 4) Intelligent control reduces human intervention and improves the level of construction automation.

[0078] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A multi-functional rail transport flatbed vehicle, characterized in that, include: Chassis, used to carry transported goods; A track-to-land switching mechanism is located below the chassis and connected to the chassis, used to adjust the height of the steel wheel assembly; The steel wheel assembly, comprising a front steel wheel assembly and a rear steel wheel assembly, is correspondingly disposed at both ends of the chassis and is used to travel on the track; Land wheels, located beneath the chassis, are used for moving on the land; wherein... When traveling on the track, the track-land switching mechanism adjusts the steel wheel assembly to be lower than the land wheel, so that the steel wheel assembly contacts the rail of the track for travel; When walking on land, the track-land switching mechanism adjusts the steel wheel assembly to be higher than the land wheel, so that the land wheel is in contact with the ground for walking.

2. The multi-functional rail transport flatbed vehicle as described in claim 1, characterized in that, The track-land switching mechanism includes a front hydraulic drive rod, a rear hydraulic drive rod, a front connecting assembly, and a rear connecting assembly; The front hydraulic drive rod is located below the chassis, and its telescopic end is connected to the front steel wheel assembly; the front connecting assembly is connected to both the front steel wheel assembly and the chassis. The rear hydraulic drive rod is located below the chassis, and its telescopic end is connected to the rear steel wheel assembly; the rear connecting assembly is connected to both the rear steel wheel assembly and the chassis; wherein... The front steel wheel assembly can rotate relative to the front connecting assembly, and the rear steel wheel assembly can rotate relative to the rear connecting assembly.

3. The multi-functional rail transport flatbed vehicle as described in claim 2, characterized in that, The front connection assembly includes a first front connector and a second front connector; The top protruding part of the first front connector is rotatably connected to the telescopic end of the front hydraulic drive rod, the protruding part of the first front connector near the chassis end is rotatably connected to the second front connector, and the bottom of the first front connector is connected to the crossbar connecting the two front steel wheel sets. The top protrusion of the second front connecting rod is connected to the bottom of the chassis or the fixed end of the front hydraulic drive rod.

4. The multi-functional rail transport flatbed vehicle as described in claim 3, characterized in that, The front hydraulic drive rod is arranged horizontally.

5. The multi-functional rail transport flatbed vehicle as described in claim 2, characterized in that, The rear connection assembly includes a first rear connector and a second rear connector; The top protruding part of the first rear connector is rotatably connected to the telescopic end of the rear hydraulic drive rod, the protruding part of the first rear connector near the chassis end is rotatably connected to the second rear connector, and the bottom of the first rear connector is connected to the crossbar connecting the two rear steel wheel sets. The top protrusion of the second rear connecting rod is connected to the bottom of the chassis or the fixed end of the rear hydraulic drive rod.

6. The multi-functional rail transport flatbed vehicle as described in claim 5, characterized in that, The rear hydraulic drive rod is inclined to make way for the rear axle that drives the land wheel.

7. The multi-functional rail transport flatbed vehicle as described in claim 1, characterized in that, It also includes the housing, handwheel, worm gear, turbine, and limiting components; The two housings are separately disposed at the center below the chassis and located at the side edge of the chassis; The worm gear and the turbine are disposed inside the housing; The handwheel is connected to one end of the worm gear, the middle part of the worm gear meshes with the teeth of the turbine gear, and the turbine gear is provided with the limiting member; The limiting member can abut against the bottom surface of the outer edge of the track for limiting.

8. The multi-functional rail transport flatbed vehicle as described in claim 1, characterized in that, The power supply battery and engine are located in the lower center of the chassis.

9. The multi-functional rail transport flatbed vehicle as described in any one of claims 1-8, characterized in that, The chassis is a modular chassis, and the chassis can be connected to each other via hooks and plugs, with the plugs being electrically connected to the track-land switching mechanism; When multiple chassis are connected as one unit by hooks and plugs, when a command is sent to one of the rail-to-land switching mechanisms, the other rail-to-land switching mechanisms simultaneously receive the command.

10. The multi-functional rail transport flatbed vehicle as described in claim 9, characterized in that, It also includes lidar, vision cameras, and control systems; The lidar is mounted on the chassis and is used to scan the four sides of the chassis, generate three-dimensional data, and send it to the control system. The visual camera is mounted on the chassis and is used to identify the surrounding environment of the chassis, generate image data, and send it to the control system. The control system is configured to be connected to the lidar, the vision camera, and the track-to-land switching mechanism respectively as follows: The three-dimensional data and the image data are sent to the cloud platform, and the control commands issued by the cloud platform are sent to the track-land switching mechanism.

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