A pantograph for heavy trucks to prevent arcing of positive and negative carbon slide plates

Abstract

The utility model relates to a pantograph for heavy trucks that prevents arcing of positive and negative carbon slide plates. The two carbon slide plates are arranged separately along the width direction and the front-rear direction of the vehicle, thereby increasing the spacing between the first carbon slide plate and the second carbon slide plate, and avoiding the problem of arcing and short circuit between the first carbon slide plate and the second carbon slide plate. The utility model further extends the ends of the two brackets away from each other outward from the bow frame and sets strain gauges. The strain gauges are used to detect the deformation of the brackets, and it is possible to determine whether the vehicle deviates from the contact line according to the change trend of the deformation of the brackets, and correct the deviation in time. Since the bracket is partially suspended outside the bow frame, this part of the bracket is more likely to deform, and the strain gauge can also more easily detect obvious signal change trends, making the detection results more accurate and easier to be distinguished by the driving computer, so that the driving computer can determine the correct results.

Description

Technical Field

[0001] The utility model belongs to the technical field of electric vehicle power devices, and in particular relates to a pantograph for heavy trucks which can prevent positive and negative carbon slide plates from arcing. Background Art

[0002] Heavy trucks consume a lot of fuel on highways, resulting in high transportation costs. With the continuous increase in the output of various green energy in my country, using electricity to replace petrochemical energy to drive heavy trucks has become a low-carbon reform direction. This technological innovation can greatly reduce the carbon emissions of heavy truck transportation in my country.

[0003] Electric vehicles are a typical example of using electricity to replace fossil energy. However, heavy trucks have a large load capacity and a high demand for electricity. Conventional on-board batteries cannot meet the needs of long-distance transportation of heavy trucks. If a lot of time is spent on charging during transportation, the transportation efficiency is seriously reduced and the charging resources of small vehicles are greatly encroached.

[0004] Inspired by rail transit, the current idea for online charging of electric heavy trucks is to use the pantograph power receiving mode. However, heavy trucks are different from rail transit. Rail transit can be grounded through the rails, and its pantograph only needs to be connected to the live wire, while heavy trucks have no grounding structure. Therefore, the pantograph of electric heavy trucks needs to be set with positive and negative poles, connected to the live wire and the neutral wire respectively, such as the technical solution disclosed in the invention patent with application number "202410575903.6" and name "An intelligent bipolar pantograph for electrified roads".

[0005] However, the currently disclosed bipolar pantographs generally have the problem that the ends of the positive and negative carbon slide plates are close to each other, which easily causes arcing and short circuit.

[0006] In addition, when the pantograph is in contact with the contact wire, the driver cannot know the contact status of the pantograph and the contact wire because he needs to observe the road conditions. Sometimes the driver will deviate from the contact line and the pantograph will detach from the contact wire, causing unnecessary arcing. In order to avoid this situation, the contact status of the pantograph and the contact wire needs to be detected.

[0007] The invention patent application with application number 202210078519.6 and name “Pantograph, power receiving device, control method and charging method for electric vehicles” discloses a method for detecting the deviation of the pantograph from the contact line, which uses the detection of the tilt deformation angle of the pantograph to judge the offset of the pantograph bow head relative to the contact line. However, this detection method requires that one end of the pantograph carbon slide board be hinged and rotatable, and the bow head needs to rise higher so that the height of the hinged end of the carbon slide board is higher than the contact line. This poses a great safety risk for heavy trucks that do not run along tracks. When the heavy truck driver suddenly changes direction due to an emergency, the carbon slide board is easily cut off by the contact line. Utility Model Content

[0008] The utility model first solves the technical problem of providing a pantograph for heavy trucks that can prevent the positive and negative carbon slide plates from arcing, thereby solving the problem that the arc lines of the positive and negative carbon slide plates of conventional bipolar pantographs are close to each other, which easily causes arcing and short circuiting.

[0009] In order to solve the above technical problems, the technical solution adopted by the utility model is: a pantograph for heavy trucks to prevent arcing of positive and negative carbon slide plates, including a main support frame and a bow frame hinged on the main support frame, the lower end of the bow frame is hinged to the main support frame, and the main support frame is connected to a bow lifting driver for driving the bow frame to rise and fall, and the top of the bow frame is respectively connected to a first carbon slide plate and a second carbon slide plate, the first carbon slide plate and the second carbon slide plate are discretely arranged along the width direction of the vehicle and along the front and rear direction of the vehicle, the first carbon slide plate and the second carbon slide plate are separated from each other to achieve insulation, and the first carbon slide plate and the second carbon slide plate are respectively insulated and connected to the bow frame.

[0010] As a preferred solution, the length direction of the first carbon slide plate and the second carbon slide plate is parallel to the width direction of the vehicle.

[0011] As a preferred solution, the top of the bow frame is a bracket horizontally arranged and corresponding to the first carbon slide plate and the second carbon slide plate one by one. The first carbon slide plate and the second carbon slide plate are respectively movably connected to the corresponding bracket through at least two guide rods. The upper end of any guide rod is connected to the first carbon slide plate or the second carbon slide plate through an insulating plate, and the lower end is vertically inserted into the bracket. A spring is sleeved on the guide rod, and the spring is located between the insulating plate and the bracket to buffer the pressure on the first carbon slide plate or the second carbon slide plate located directly above. The bracket is a hollow square tube, and the bracket is parallel to the corresponding first carbon slide plate or the second carbon slide plate and is directly opposite to each other up and down. A synchronous shaft is rotatably connected inside the bracket, and the synchronous shaft is parallel to the axial direction of the bracket and is arranged on one side of the guide rod inserted into the bracket. The outer peripheral surface of the lower end of the guide rod is provided with teeth arranged up and down. The synchronous shaft is sleeved with a gear corresponding to each guide rod on one side thereof, and the gear is meshed with the teeth at the lower end of the corresponding guide rod. The axial movement of any guide rod drives the synchronous shaft to rotate, and the synchronous shaft drives the other guide rods to move synchronously, so that the first carbon slide plate and the second carbon slide plate are each synchronously lifted and lowered as a whole.

[0012] As a preferred solution, the two brackets are symmetrically arranged relative to the center line of the main support frame, and the two ends of the brackets that are far away from each other extend out of the bow frame respectively. A strain gauge is provided on the bracket outside the bow frame, and the strain gauge is used to detect the deformation of the bracket. The strain gauges on the two brackets are respectively connected to the vehicle's driving computer.

[0013] As a preferred solution, the width of the upper end of the bow frame is not less than the distance between the positive and negative electrode contact lines.

[0014] As a preferred solution, a base corresponding to the guide rod is connected to the top surface of the bracket, a ball bearing is connected inside the base, the guide rod is inserted into the ball bearing to realize axial sliding, a spring seat is sleeved on the outside of the base, and a spring cap is vertically connected to the top of the guide rod, the upper end of the spring abuts against the spring cap, and the lower end abuts against the spring seat, the spring cap is connected to the insulating plate by bolts, and the first carbon slide plate and the second carbon slide plate are respectively connected to the corresponding insulating plates by bolts.

[0015] As a preferred solution, the bow frame includes a left side frame and a right side frame, the lower ends of the left side frame and the right side frame are rotatably connected to the same rotating shaft, and the two ends of the rotating shaft are respectively connected to the two sides of the main support frame through connecting seats. There are two bow lifting drivers, which respectively drive the left side frame and the right side frame to lift or lower, and the two brackets are respectively located at the top of the left side frame and the right side frame.

[0016] As a preferred solution, the main support frame is vertically arranged, and the main support frame is vertically slidably connected to a horizontal movable frame through a track slider structure, and a lifting driver for driving the main support frame to rise and fall is connected to the horizontal movable frame or the main support frame.

[0017] As a preferred solution, the horizontal movable frame is horizontally slidably connected to the base frame via a track slider structure, the base frame is used to connect the vehicle, and the horizontal movable frame or the base frame is connected to a translation driver that drives the horizontal movable frame to slide horizontally.

[0018] The beneficial effect of the utility model is that the utility model increases the spacing between the first carbon skateboard and the second carbon skateboard by separating and arranging the two carbon skateboards along the width direction and the front-rear direction of the vehicle, thereby avoiding the problem of arc short circuit between the first carbon skateboard and the second carbon skateboard.

[0019] The utility model further realizes the overall synchronous lifting of the first carbon slide plate and the second carbon slide plate by setting a synchronous shaft, so as to avoid the guide rod being stuck due to the inclination of the carbon slide plate. At the same time, the overall synchronous lifting of the carbon slide plate is also conducive to the stable contact between the carbon slide plate and the contact line, which is particularly suitable for contact lines with flat bottom surfaces. The synchronously lifted carbon slide plate can ensure surface contact with the bottom surface of the contact line, ensuring a good conductive connection relationship.

[0020] The utility model further extends the ends of the two brackets that are away from each other outward from the bow frame and sets strain gauges. The strain gauges are used to detect the deformation of the brackets, especially the deformation of the brackets outside the bow frame. It can judge whether the vehicle deviates from the contact line according to the changing trend of the bracket deformation, and correct the deviation in time. Since the bracket is partially suspended outside the bow frame, this part of the bracket is more likely to deform, and the strain gauge can more easily detect obvious signal change trends, making the detection result more accurate and easier to be distinguished by the on-board computer, so that the on-board computer can judge and obtain the correct result.

[0021] The utility model further designs the bow frame into a left side frame and a right side frame which are separated from each other, and the left side frame and the right side frame are driven by their own bow lifting drivers, so that the first carbon slide plate and the second carbon slide plate can be synchronously raised or lowered according to the needs, so as to avoid the arcing phenomenon caused by the first carbon slide plate and the second carbon slide plate successively abutting the contact line.

[0022] The utility model further realizes the linear rapid lifting of the main support frame by vertically slidingly arranging the main support frame on the horizontal movable frame, thereby increasing the speed of contact or separation between the pantograph and the contact line and reducing the occurrence of arcing.

[0023] The utility model further realizes the function that the first carbon slide plate and the second carbon slide plate can correct deviation automatically when the vehicle deviates from the contact line by connecting the horizontal movable frame to the bottom frame in horizontal sliding and driving the horizontal movable frame to slide horizontally by using a translation driver, thereby increasing the deviation range of the vehicle when running along the contact line. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The specific implementation of the utility model is further described in detail below with reference to the accompanying drawings, wherein:

[0025] Figure 1 It is a three-dimensional structural schematic diagram of the pantograph of the utility model;

[0026] Figure 2 yes Figure 1 A magnified view of part A in FIG.

[0027] Figure 3 yes Figure 1 B view in the figure;

[0028] Figure 4 yes Figure 1 A top view of the bow frame shown in;

[0029] Figure 5 It is a structural schematic diagram of the pantograph of the utility model adopting an integrated pantograph frame;

[0030] Figure 6 yes Figure 5 A top view of the bow frame shown in;

[0031] Figure 1 to Figure 6In: 1. Main support frame, 2. Bow frame, 201. Left side frame, 202. Right side frame, 3. Bow lifting drive, 4. First carbon slide, 5. Second carbon slide, 6. Bracket, 7. Guide rod, 8. Insulating plate, 9. Spring, 10. Synchronous shaft, 11. Teeth, 12. Gear, 13. Strain gauge, 14. Base, 15. Ball bearing, 16. Spring seat, 17. Spring cap, 18. Rotating shaft, 19. Connecting seat, 20. Horizontal movable frame, 21. Lifting drive, 22. Base frame, 23. Translation drive, 24. Baffle, 25. Telescopic dust cover, 26. Track slider structure, 27. Rack. DETAILED DESCRIPTION

[0032] The specific implementation scheme of the utility model is described in detail below in conjunction with the accompanying drawings.

[0033] like Figure 1 A pantograph for heavy trucks for preventing arcing of positive and negative carbon skateboards is shown, comprising a main support frame 1 and a bow frame 2 hinged on the main support frame 1, the lower end of the bow frame 2 is hinged to the main support frame 1, and the main support frame 1 is connected to a bow lifting driver 3 for driving the bow frame 2 to rise and fall, and the top of the bow frame 2 is respectively connected to a first carbon skateboard 4 and a second carbon skateboard 5, the first carbon skateboard 4 and the second carbon skateboard 5 are discretely arranged along the width direction of the vehicle and along the front and rear direction of the vehicle, the first carbon skateboard 4 and the second carbon skateboard 5 are separated from each other to achieve insulation, and the first carbon skateboard 4 and the second carbon skateboard 5 are respectively insulated and connected to the bow frame 2.

[0034] The length direction of the first carbon slide plate 4 and the second carbon slide plate 5 is parallel to the width direction of the vehicle. In practical applications, the first carbon slide plate 4 and the second carbon slide plate 5 may also have a certain angle with the width direction of the vehicle, but the angle is preferably less than 15 degrees. Setting the angle can expand the contact area between the contact line and the first carbon slide plate 4 and the second carbon slide plate 5 without changing the width of the first carbon slide plate 4 and the second carbon slide plate 5, thereby improving the conduction effect.

[0035] Combination Figure 2 and Figure 4As an optimization of the above technical solution, the top of the bow frame 2 in this embodiment is a horizontally arranged two brackets 6 corresponding to the first carbon slide plate 4 and the second carbon slide plate 5. The first carbon slide plate 4 and the second carbon slide plate 5 are respectively movably connected to the corresponding brackets 6 through at least two guide rods 7. The upper end of any guide rod 6 is connected to the first carbon slide plate 4 or the second carbon slide plate 5 through an insulating plate 8, and the lower end is vertically inserted into the bracket 6. A spring 9 is sleeved on the guide rod 7. The spring 9 is located between the insulating plate 8 and the bracket 6 to buffer the pressure on the first carbon slide plate 4 or the second carbon slide plate 5 located directly above. The bracket 6 is a hollow square tube. The bracket 6 and the corresponding The first carbon slide plate 4 or the second carbon slide plate 5 is parallel and facing each other vertically. A synchronous shaft 10 is rotatably connected inside the bracket 6. The synchronous shaft 10 is parallel to the axial direction of the bracket 6 and is arranged on one side of the guide rod 7 inserted into the bracket 6. The outer peripheral surface of the lower end of the guide rod 7 is provided with teeth 11 arranged vertically. The synchronous shaft 10 is sleeved with a gear 12 corresponding to each guide rod 7 on one side. The gear 12 is meshed with the teeth 11 at the lower end of the corresponding guide rod 7. The axial movement of any guide rod 7 drives the synchronous shaft 10 to rotate, and the synchronous shaft 10 drives the other guide rods 7 to move synchronously, so that the first carbon slide plate 4 and the second carbon slide plate 5 are synchronously lifted and lowered as a whole. This eliminates the problem of unsmooth lifting and lowering of the guide rods caused by the inclination of the carbon slide plate.

[0036] The present embodiment further arranges the two brackets 6 symmetrically relative to the center line of the main support frame 1, and the two ends of the two brackets 6 that are far away from each other extend out of the bow frame 2 respectively, and the extending lengths are preferably equal. The length of the bracket 6 extending out of the bow frame 2 is preferably not less than the length of the bracket 6 connected to the bow frame 2. A strain gauge 13 is provided on the bracket 6 located outside the bow frame 2, and the strain gauge 13 is used to detect the deformation of the bracket 6. The strain gauges 13 on the two brackets 6 are respectively connected to the vehicle's driving computer.

[0037] The bracket 6 located outside the bow frame 2 is more likely to deform than the bracket 6 directly above the bow frame 2. The deformation amount can be detected by the strain gauge 13. Therefore, the detection results of the two strain gauges 13 can be used to determine whether the vehicle deviates from the contact line.

[0038] In this embodiment, the width of the upper end of the bow frame 2 can be further designed to be not less than the distance between the positive and negative contact lines. In this way, the positive and negative contact lines can be located on the first carbon slide plate 4 and the second carbon slide plate 5 above the bow frame 2. At this time, the deformation of the bracket 6 is very small, and the fluctuation range of the deformation of the two brackets 6 detected by the strain gauge 13 is very small and the fluctuation range of the two brackets 6 overlaps. This structure ensures that when one contact line moves to the outside of the bow frame 2 and contacts the first carbon slide plate 4 or the second carbon slide plate, the other contact line must be directly above the bow frame 2, so it can detect that the deformation of the two brackets 6 is obviously deviating, thereby improving the detection precision and accuracy.

[0039] like Figure 2In this embodiment, a base 14 corresponding to the guide rod 7 is connected to the top surface of the bracket 6, a ball bearing 15 is connected inside the base 14, and the guide rod 7 is inserted in the ball bearing 15 to realize axial sliding. A spring seat 16 is sleeved on the outside of the base 14, and a spring cap 17 is vertically connected to the top of the guide rod 7. The upper end of the spring 9 abuts against the spring cap 17, and the lower end abuts against the spring seat 16. The spring cap 17 is connected to the insulating plate 8 by bolts, and the first carbon slide plate 4 and the second carbon slide plate 5 are respectively connected to the insulating plate 8 by bolts.

[0040] In order to prevent the guide rod 7 from slipping upward, the lower end of the guide rod 7 passes through the bracket 6 and is connected to the blocking piece 24, and the blocking piece 24 is opposite to the lower end surface of the bracket 6.

[0041] In order to prevent dust from contaminating the guide rod 7 and the spring 9, in this embodiment, a telescopic dust cover 25 is sleeved on the outside of the spring 9. The telescopic dust cover 15 is in the shape of a bellows, and its two ends are respectively connected to the spring seat 16 and the spring cap 17.

[0042] like Figure 4 As shown, the bow frame 2 described in this embodiment includes a left side frame 201 and a right side frame 202, the lower ends of the left side frame 201 and the right side frame 202 are rotatably connected to the same rotating shaft 18, and the two ends of the rotating shaft 18 are respectively connected to the two sides of the main support frame 1 through a connecting seat 19, and there are two bow lifting drivers 3, which respectively drive the left side frame 201 and the right side frame 202 to lift or lower, and the two brackets 6 are respectively located at the top of the left side frame 201 and the right side frame 202.

[0043] like Figure 5 and Figure 6 As shown, in actual applications, the bow frame 2 can also adopt an integrated structure and be driven by a bow lifting driver 3 to reduce manufacturing costs.

[0044] like Figure 3 As shown, the main support frame 1 described in this embodiment is vertically arranged, and the main support frame 1 is vertically slidably connected to a horizontal movable frame 20 through a track slider structure, and a lifting driver 21 for driving the main support frame 1 to rise and fall is connected to the horizontal movable frame 20 or the main support frame 1. The lifting driver 21 described in this embodiment is preferably an electric push rod, and in actual applications, a piston push rod device such as a cylinder or an oil cylinder can also be used as the lifting driver 21, and a worm gear lifter can be used as the lifting driver 21.

[0045] By slidingly connecting the main support frame 1 to the horizontal movable frame 20, the main support frame 1 can be quickly raised and lowered. Combined with the lifting rod driver 3, the efficiency of the pantograph contacting or separating with the contact line is further improved, and the occurrence of arcing is suppressed.

[0046] In this embodiment, the horizontal movable frame 20 is also connected to the base frame 22 for horizontal sliding through a track slider structure 26. The base frame 22 is used to connect the vehicle. The horizontal movable frame 20 or the base frame 22 is connected with a translation driver 23 for driving the horizontal movable frame 20 to slide horizontally. In this embodiment, the translation driver 23 adopts a motor with a driving gear. The translation driver 23 is installed on the horizontal movable frame 20. A rack 27 that cooperates with the driving gear is provided on the base frame 22. When the driving gear rotates, the translation driver 23 drives the horizontal movable frame to translate relative to the rack 27, that is, the function of horizontal movement of the horizontal movable frame 20 is realized. On the basis of this function, the horizontal position of the main support frame 1 can be adjusted according to the detection results of the two strain gauges 13 to compensate for the offset of the first carbon slide plate 4 and the second carbon slide plate 5 relative to the contact line.

[0047] The track slider structure 26 is a conventional sliding pair, and its specific structure and use method are common knowledge in the art, so it is not repeated here. The track slider structure connecting the main support frame 1 and the horizontal movable frame 20 refers to the track slider structure 26 connecting the horizontal movable frame 20 and the base frame 22.

[0048] Based on the above-mentioned pantograph for heavy trucks that prevents arcing of positive and negative carbon slide plates, the utility model provides a method for detecting vehicle deviation from the contact line, specifically including: using two strain gauges 13 to detect the deformation of two brackets 6, when the deformation of the bracket 6 detected by the two strain gauges 13 fluctuates within the same range, it indicates that the vehicle is driving normally along the contact line; when the deformation ranges of the bracket 6 detected by the two strain gauges 13 deviate from each other, it indicates that the vehicle is deviating from the contact line, and the deviation direction is the side of the bracket 6 with increased deformation; when the deformation ranges of the bracket 6 detected by the two strain gauges 13 return to each other, it indicates that the vehicle is returning to the normal driving route along the contact line; the driving computer can issue a vehicle correction prompt to the driver or control the horizontal movement of the main support frame 1 for correction according to the detection results of the two strain gauges 13.

[0049] The working process of this utility model is: Figure 1 The pantograph for heavy trucks shown in the figure, which is used to prevent the positive and negative carbon slide plates from arcing, is installed forward on the frame behind the heavy truck cab, and the first carbon slide plate 4, the second carbon slide plate 5, the pantograph lifting drive 3, the lifting drive 21, and the translation drive 23 are connected to the heavy truck's on-board computer with wires. In this way, the driver can control the pantograph in the cab, and of course, it can also be automatically controlled by the on-board computer.

[0050] After the installation is completed, the upper end of the main support frame 1 extends above the heavy truck driver's cab, and the first carbon slide plate 4 and the second carbon slide plate 5 are also located above the driver's cab. When the heavy truck is away from the contact line, the main support frame 1 is at the lower dead point of descent, and the first carbon slide plate 4 and the second carbon slide plate 5 are also located at a lower position. When the heavy truck drives below the contact line, the driver can manually control the first carbon slide plate 4 and the second carbon slide plate 4 to rise to the upper dead point, and then control the main support frame 1 to rise until the first carbon slide plate 4 and the second carbon slide plate 5 are respectively in contact with the positive and negative contact lines.

[0051] When the heavy truck deviates from the contact line to the left or right during its travel along the contact line, the strain gauge 13 can detect the deviation direction and notify the driver to correct the deviation or directly control the translation driver 23 to drive the horizontal movable frame 20 to translate and correct the deviation.

[0052] The above embodiments are only illustrative of the principles and effects of the invention, as well as some embodiments of its application, and are not intended to limit the invention. It should be pointed out that a person skilled in the art can make several modifications and improvements without departing from the inventive concept of the invention, and all of these belong to the protection scope of the invention.

Claims

1. A pantograph for heavy trucks for preventing arcing of positive and negative carbon slide plates, comprising a main support frame (1) and a pantograph (2) hinged to the main support frame (1), wherein the lower end of the pantograph (2) is hinged to the main support frame (1), and a pantograph raising driver (3) for driving the pantograph (2) to rise and fall is connected to the main support frame (1), characterized in that: The top end of the bow frame (2) is respectively connected to a first carbon slide plate (4) and a second carbon slide plate (5); the first carbon slide plate (4) and the second carbon slide plate (5) are discretely arranged along the width direction of the vehicle and along the front-rear direction of the vehicle; the first carbon slide plate (4) and the second carbon slide plate (5) are separated from each other to achieve insulation; and the first carbon slide plate (4) and the second carbon slide plate (5) are respectively insulated and connected to the bow frame (2).

2. The pantograph for heavy trucks according to claim 1, characterized in that: The length directions of the first carbon slide plate (4) and the second carbon slide plate (5) are parallel to the width direction of the vehicle.

3. The pantograph for heavy trucks according to claim 1, characterized in that: The top of the bow frame (2) is a bracket (6) arranged horizontally and corresponding to the first carbon slide plate (4) and the second carbon slide plate (5) one by one. The first carbon slide plate (4) and the second carbon slide plate (5) are respectively movably connected to the corresponding bracket (6) through at least two guide rods (7). The upper end of any guide rod (7) is connected to the first carbon slide plate (4) or the second carbon slide plate (5) through an insulating plate (8), and the lower end is vertically inserted into the bracket (6). A spring (9) is sleeved on the guide rod (7). The spring (9) is located between the insulating plate (8) and the bracket (6) to buffer the pressure on the first carbon slide plate (4) or the second carbon slide plate (5) located directly above. The bracket (6) is a hollow square tube. The bracket (6) and the corresponding first carbon slide plate ( The bracket (6) is parallel to the first and second carbon slide plates (4) or the second carbon slide plate (5) and is vertically opposite to each other. A synchronous shaft (10) is rotatably connected inside the bracket (6). The synchronous shaft (10) is parallel to the axial direction of the bracket (6) and is arranged on one side of a guide rod (7) inserted into the bracket (6). The outer peripheral surface of the lower end of the guide rod (7) is provided with teeth (11) arranged vertically. The synchronous shaft (10) is sleeved with a gear (12) corresponding to each guide rod (7) on one side thereof. The gear (12) meshes with the teeth (11) at the lower end of the corresponding guide rod (7). The axial movement of any guide rod (7) drives the synchronous shaft (10) to rotate. The synchronous shaft (10) drives the other guide rods (7) to move synchronously, so that the first carbon slide plate (4) and the second carbon slide plate (5) are each synchronously lifted and lowered as a whole.

4. The pantograph for heavy trucks according to claim 3, characterized in that: The two brackets (6) are symmetrically arranged relative to the center line of the main support frame (1), and the two ends of the brackets (6) that are far away from each other respectively extend outside the bow frame (2). A strain gauge (13) is arranged on the bracket (6) outside the bow frame (2), and the strain gauge (13) is used to detect the deformation of the bracket (6). The strain gauges (13) on the two brackets (6) are respectively connected to the vehicle's driving computer.

5. The pantograph for heavy trucks according to claim 4, characterized in that: The width of the upper end of the bow frame (2) is not less than the distance between the positive and negative electrode contact lines.

6. The pantograph for heavy trucks according to claim 3, characterized in that: A base (14) corresponding to the guide rod (7) is connected to the top surface of the bracket (6), a ball bearing (15) is connected inside the base (14), the guide rod (7) is inserted into the ball bearing (15) to achieve axial sliding, a spring seat (16) is sleeved on the outside of the base (14), a spring cap (17) is vertically connected to the top of the guide rod (7), the upper end of the spring (9) abuts against the spring cap (17), and the lower end abuts against the spring seat (16), the spring cap (17) is connected to the insulating plate (8) by bolts, and the first carbon slide plate (4) and the second carbon slide plate (5) are respectively connected to the insulating plate (8) by bolts.

7. The pantograph for heavy trucks according to claim 3, characterized in that: The bow frame (2) comprises a left side frame (201) and a right side frame (202), the lower ends of the left side frame (201) and the right side frame (202) are rotatably connected to the same rotating shaft (18), and the two ends of the rotating shaft (18) are respectively connected to the two sides of the main support frame (1) through a connecting seat (19), and the bow lifting driver (3) has two, which respectively drive the left side frame (201) and the right side frame (202) to lift or lower, and the two brackets (6) are respectively located at the top of the left side frame (201) and the top of the right side frame (202).

8. The pantograph for heavy trucks according to any one of claims 1 to 7, characterized in that: The main support frame (1) is arranged vertically, and the main support frame (1) is vertically slidably connected to a horizontal movable frame (20) via a track slider structure, and a lifting driver (21) for driving the main support frame (1) to rise and fall is connected to the horizontal movable frame (20) or the main support frame (1).

9. The pantograph for heavy trucks according to claim 8, characterized in that: The horizontal movable frame (20) is horizontally slidably connected to the base frame (22) via a track slider structure; the base frame (22) is used to connect a vehicle; and a translation driver (23) for driving the horizontal movable frame (20) to slide horizontally is connected to the horizontal movable frame (20) or the base frame (22).

Images