Rail vehicle goods transfer car

Abstract

The utility model discloses a rail vehicle goods transfer trolley, including vehicle body, lifting support plate, lifting drive part, unloading position detection spare, loading position detection spare and controller, lifting drive part is located between vehicle body and lifting support plate, when unloading position detection spare detects that vehicle body reaches target unloading position, and the controller controls lifting drive part to retract downward according to the signal feedback of unloading position detection spare, and lifting drive part drives lifting support plate to drop, until lifting support plate embeds installation groove, makes lifting support plate to fall to the ground, realizes automatic unloading. When loading position detection spare detects that vehicle body reaches target loading position, and the controller controls lifting drive part to stretch out upward according to the signal feedback of loading position detection spare, and lifting drive part drives lifting support plate to go up, until lifting support plate props up goods shelf, makes goods shelf away from ground, realizes automatic loading. The whole loading and unloading process, need not manual reference, and the labor intensity is smaller, and the loading and unloading efficiency is higher.

Description

Technical Field

[0001] This utility model relates to the field of railway freight transportation technology, and in particular to a rail vehicle freight transfer car. Background Technology

[0002] Rail vehicles offer advantages such as high speed, flexible operation, and punctuality, arriving on time even in inclement weather, making them a reliable choice for freight transport. Generally, rail vehicle carriages are designed primarily for passenger transport, with limited cargo space, making manual loading and unloading highly inefficient. To address this issue, existing technologies utilize freight transfer cars to move goods between platform warehouses and cargo holds.

[0003] However, due to limitations in current technology, existing freight transfer vehicles still have many shortcomings. For example, loading and unloading still requires manual labor, which is labor-intensive and results in relatively low transfer efficiency.

[0004] Therefore, how to improve the transfer efficiency of cargo transfer vehicles is a technical problem that needs to be solved by those skilled in the art. Utility Model Content

[0005] The purpose of this utility model is to provide a rail vehicle cargo transfer vehicle that can achieve self-unloading and automatic loading, with high loading and unloading efficiency, thus solving the technical problem of low transfer efficiency of existing rail vehicle cargo transfer vehicles.

[0006] To achieve the above objectives, this utility model provides a rail vehicle freight transfer car, comprising:

[0007] The vehicle body has a mounting slot on its top.

[0008] Lifting platform, the lifting platform is located in the mounting groove;

[0009] The lifting drive component is located between the vehicle body and the lifting platform, and is used to drive the lifting platform to rise and fall relative to the mounting slot.

[0010] Unloading position detection device, used to detect whether the vehicle body has reached the target unloading position;

[0011] Loading position detection kit, used to detect whether the vehicle body has reached the target loading position;

[0012] The controller is connected to the lifting drive, the unloading position detection, and the loading position detection respectively.

[0013] When the unloading position detection device detects that the vehicle body has reached the target unloading position, the controller controls the lifting drive to drive the lifting pallet to descend until the lifting pallet is embedded in the mounting slot based on the signal fed back by the unloading position detection device.

[0014] When the loading position detection device detects that the vehicle body has reached the target loading position, the controller controls the lifting drive to drive the lifting pallet to rise until the lifting pallet lifts the shelf, based on the signal fed back by the loading position detection device.

[0015] In some embodiments, the edge of the mounting groove is provided with a limiting strip. When the lifting platform is lowered to the lowest position, the limiting strip abuts against the lifting platform, and the lifting platform remains flush with the top side panel of the vehicle body.

[0016] In some embodiments, it also includes:

[0017] The pallet low position detection component is used to detect whether the lifting pallet has reached its lowest position.

[0018] Pallet high position detection component, used to detect whether the lifting pallet has reached the highest position;

[0019] Both the low-position pallet detection component and the high-position pallet detection component are connected to the controller;

[0020] When the pallet low position detection device detects that the lifting pallet has reached the lowest position, the controller controls the lifting drive to stop retracting downwards based on the signal fed back by the pallet low position detection device.

[0021] When the pallet height detection device detects that the lifting pallet has reached its highest position, the controller controls the lifting drive to stop extending upward based on the signal fed back by the pallet height detection device.

[0022] In some embodiments, it also includes:

[0023] The obstacle detection unit comprises several units, all of which are arranged along the outer edge of the vehicle body. The obstacle detection unit is used to detect obstacles in the environment.

[0024] The local path planning module is used to plan the travel path of the vehicle's wheels.

[0025] Steering drive unit, which is connected to the vehicle's wheels and is used to drive the wheels to steer;

[0026] The obstacle detection unit, the local path planning module, and the steering drive unit are all connected to the controller;

[0027] When the obstacle detection device detects an obstacle, the controller controls the local path planning module to optimize the walking path based on the signal fed back by the obstacle detection device to obtain an obstacle avoidance path. The controller also controls the steering drive to drive the walking wheels to rotate to a set angle based on the obstacle avoidance path fed back by the local path planning module.

[0028] In some embodiments, it also includes:

[0029] The driving component is connected to the vehicle's wheels and is used to drive the wheels to rotate.

[0030] Both the obstacle detection device and the walking drive device are connected to the controller;

[0031] When the obstacle detection device detects an obstacle, the controller controls the walking drive to drive the walking wheels to rotate at a set speed based on the signal fed back by the obstacle detection device.

[0032] In some embodiments, the running wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, which are respectively located at the bottom of the vehicle body, and all four are Mecanum wheels.

[0033] In some embodiments, the track width between the left front wheel and the right front wheel, and the track width between the left rear wheel and the right rear wheel, are both less than the width of the vehicle body.

[0034] In some embodiments, the steering drive includes a left front travel drive connected to the left front wheel, a right front travel drive connected to the right front wheel, a left rear travel drive connected to the left rear wheel, and a right rear travel drive connected to the right rear wheel.

[0035] The left front walking drive, right front walking drive, left rear walking drive, and right rear walking drive are all connected to the controller;

[0036] When the obstacle avoidance path is a forward path, the controller is used to control the left front walking drive to drive the left front wheel forward, the right front walking drive to drive the right front wheel forward, the left rear walking drive to drive the left rear wheel forward, and the right rear walking drive to drive the right rear wheel forward, according to the forward instruction fed back by the local path planning module.

[0037] When the obstacle avoidance path is a backward path, the controller is used to control the left front walking drive to drive the left front wheel to rotate backward, the right front walking drive to drive the right front wheel to rotate backward, the left rear walking drive to drive the left rear wheel to rotate backward, and the right rear walking drive to drive the right rear wheel to rotate backward according to the backward instruction fed back by the local path planning module.

[0038] When the obstacle avoidance path is a right turn path, the controller is used to control the left front drive to drive the left front wheel to turn backward, the right front drive to drive the right front wheel to turn forward, the left rear drive to drive the left rear wheel to turn backward, and the right rear drive to drive the right rear wheel to turn forward, according to the right turn command fed back by the local path planning module.

[0039] When the obstacle avoidance path is a left turn path, the controller controls the left front drive to drive the left front wheel forward, the right front drive to drive the right front wheel backward, the left rear drive to drive the left rear wheel forward, and the right rear drive to drive the right rear wheel backward, based on the left turn command fed back by the local path planning module.

[0040] In some embodiments, it also includes:

[0041] The map building module is used to load and parse map data for the target area.

[0042] The vehicle positioning module is used to obtain the current coordinates of the vehicle in the target map based on map data.

[0043] The global path planning module is used to generate a global trajectory from the current coordinates to the target location coordinates based on the current coordinates fed back by the vehicle positioning module.

[0044] In some embodiments, a power module is also included, which is fixed to the side of the vehicle body away from the lifting platform.

[0045] Compared with the prior art, the present invention optimizes the structure of the rail vehicle cargo transfer vehicle. The optimized rail vehicle cargo transfer vehicle adds a lifting pallet, a lifting drive component, an unloading position detection component, a loading position detection component, and a controller.

[0046] When the unloading position detection device detects that the vehicle body has reached the target unloading position, the controller controls the lifting drive to retract downward according to the signal fed back by the unloading position detection device. The lifting drive drives the lifting pallet to descend until the lifting pallet is embedded in the mounting groove, so that the shelf supported by the lifting pallet is on the ground, realizing automatic unloading.

[0047] When the loading position detection device detects that the vehicle body has reached the target loading position, the controller controls the lifting drive to extend upward according to the signal fed back by the loading position detection device. The lifting drive drives the lifting pallet to rise until the lifting pallet lifts the shelf, so that the shelf is away from the ground, in preparation for the shelf to move synchronously with the vehicle body, thus realizing automatic loading.

[0048] This invention enables self-unloading and automatic loading. The entire loading and unloading process requires no manual intervention, has a high degree of automation, low labor intensity, and high loading and unloading efficiency. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0050] Figure 1 This is an axonometric drawing of a rail vehicle cargo transfer car provided in an embodiment of the present utility model;

[0051] Figure 2 for Figure 1 Top view;

[0052] Figure 3 for Figure 1 The main view;

[0053] Figure 4 for Figure 1 Side view;

[0054] Figure 5 A diagram showing the state of the rail vehicle cargo transfer car inside the rail vehicle carriage, as provided in this embodiment of the utility model.

[0055] Figure 6 This is a route diagram of a railcar freight transfer vehicle used in an embodiment of the present invention for transferring goods between a platform and railcars.

[0056] The attached figures are labeled as follows:

[0057] Vehicle body 1, lifting platform 2, driving wheels 3, obstacle detection component 4, and power module 5;

[0058] Left front wheel 31, right front wheel 32, left rear wheel 33 and right rear wheel 34. Detailed Implementation

[0059] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0060] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0061] This utility model discloses a rail vehicle cargo transfer car, as shown in the attached figure. Figures 1 to 4As shown, the system includes a vehicle body 1, a lifting pallet 2, a lifting drive component, an unloading position detection component, and a loading position detection component. The top of the vehicle body 1 has a mounting slot, and the lifting pallet 2 is positioned within this slot. The lifting drive component is located between the vehicle body 1 and the lifting pallet 2, and is used to drive the lifting pallet 2 to rise and fall relative to the mounting slot, so that the lifting pallet 2 protrudes from or is flush with the top of the vehicle body 1. The lifting drive component can be a linear motor, a pneumatic cylinder, or a hydraulic cylinder, and no specific limitation is made here. The width of the vehicle body 1 can be adjusted according to the width of the doorway or corridor of the rail vehicle to ensure that the vehicle body 1 can enter the carriage and smoothly transport goods within the carriage.

[0062] The unloading position detection component is used to detect whether the vehicle body 1 has reached the target unloading position, and the loading position detection component is used to detect whether the vehicle body 1 has reached the target loading position. Both the unloading position detection component and the loading position detection component can be position sensors, etc. (See attached...) Figure 5 and 6 As shown, the target unloading location and the target loading location mentioned in the text can be located inside the rail vehicle or on the platform, respectively.

[0063] When the unloading position detection device detects that the vehicle body 1 has reached the target unloading position, the unloading position detection device sends a feedback signal to the controller. After judgment and processing, the controller sends a command to the lifting drive component, which controls the lifting drive component to retract downward. The lifting drive component drives the lifting pallet 2 to descend until the lifting pallet 2 is embedded in the mounting slot, so that the shelf supported by the lifting pallet 2 is on the ground, realizing automatic unloading.

[0064] When the loading position detection device detects that the vehicle body 1 has reached the target loading position, the loading position detection device sends a feedback signal to the controller. After judgment and processing, the controller sends a command to the lifting drive. The controller controls the lifting drive to extend upward according to the signal fed back by the loading position detection device. The lifting drive drives the lifting pallet 2 to rise until the lifting pallet 2 lifts the shelf, so that the shelf is away from the ground, in preparation for the shelf to move synchronously with the vehicle body 1, so as to realize automatic loading.

[0065] Therefore, this utility model can realize self-unloading and automatic loading. The entire loading and unloading process does not require manual reference, has a high degree of automation, low labor intensity, and high loading and unloading efficiency.

[0066] In a preferred embodiment, the vehicle body 1 includes an outer shell. A mounting groove is formed on the top of the outer shell, and a limiting strip is provided at the edge of the mounting groove. The limiting strip is integrally formed into the outer shell by stamping, but the limiting strip is set lower than the outer shell, so that a limiting recess is formed between the limiting strip and a fixed side of the outer shell. The limiting recess is used to accommodate the lifting pallet 2. When the lifting pallet 2 is lowered to the lowest position, the limiting strip abuts against the lifting pallet 2, restricting the lifting pallet 2 from moving further down. The lifting pallet 2 remains flush with the top side plate of the vehicle body 1, avoiding excessive downward movement of the lifting pallet 2 and collision interference with the edge of the mounting groove. This reduces the risk of the lifting pallet 2 warping and deforming, reduces the risk of the lifting pallet 2 getting stuck, and helps improve the working reliability of the lifting pallet 2.

[0067] In a preferred embodiment, the rail vehicle cargo transfer vehicle further includes a pallet low-position detection component and a pallet high-position detection component, respectively connected to the controller. The pallet low-position detection component is used to detect whether the lifted pallet 2 has reached its lowest position, and the pallet high-position detection component is used to detect whether the lifted pallet 2 has reached its highest position. Both the pallet low-position detection component and the pallet high-position detection component can be position sensors, pressure sensors, or limit switches, etc.

[0068] When the pallet low position detection component detects that the lifting pallet 2 has reached the lowest position, the pallet low position detection component feeds back a signal to the controller. After judgment and processing, the controller sends a command to the lifting drive component to control the lifting drive component to stop retracting downwards, so that the lifting pallet 2 automatically stops at the lowest position and avoids the lifting pallet 2 from moving down excessively.

[0069] When the pallet high position detection device detects that the lifting pallet 2 has reached the highest position, the pallet high position detection device feeds back a signal to the controller. After judgment and processing, the controller sends a command to the lifting drive to control the lifting drive to stop extending upward, so that the lifting pallet 2 automatically stays at the highest position and avoids the lifting pallet 2 from rising excessively.

[0070] The lifting platform 2 of this utility model can automatically stop at the lowest or highest position, reducing the risk of excessive lifting and lowering of the lifting platform 2 and ensuring more reliable operation of the whole vehicle.

[0071] In a preferred embodiment, the rail vehicle cargo transfer vehicle further includes an obstacle detection unit 4, a local path planning module, and a steering drive unit, all connected to the controller. The obstacle detection unit 4 comprises several units, all arranged along the outer edge of the vehicle body 1, and is used to detect obstacles in the environment. Specifically, the obstacle detection unit 4 can be an obstacle sensor or a camera, etc. The local path planning module is used to plan the travel path of the vehicle body 1's wheels 3. The steering drive unit is connected to the vehicle body 1's wheels 3 and is used to drive the wheels 3 to steer; specifically, the steering drive unit can be a steering motor.

[0072] When obstacle detection device 4 detects an obstacle, it sends a signal to the controller. After processing the signal, the controller sends instructions to the local path planning module and the steering drive. The local path planning module optimizes the travel path to obtain an obstacle avoidance path. At the same time, the controller controls the steering drive to rotate the travel wheel 3 to a set angle based on the obstacle avoidance path fed back by the local path planning module. This achieves automatic path planning and automatic angle adjustment, allowing the travel wheel 3 to steer according to the obstacle avoidance path, thus preventing the vehicle body 1 from colliding with the obstacle and ensuring high overall vehicle safety.

[0073] As a preferred embodiment, the rail vehicle cargo transfer vehicle also includes a travel drive unit connected to the controller. The travel drive unit is connected to the travel wheels 3 of the vehicle body 1 and is used to drive the travel wheels 3 to rotate. Specifically, the travel drive unit can be a travel motor.

[0074] When obstacle detection device 4 detects an obstacle, it sends a signal to the controller. After judgment and processing, the controller sends a command to the walking drive device, which controls the walking drive device to drive the walking wheel 3 to rotate at a set speed, thereby automatically adjusting the speed. Specifically, it automatically decelerates the walking wheel 3 to achieve emergency braking and avoid collision between the vehicle body 1 and the obstacle, thus ensuring high safety.

[0075] This invention employs a combined approach of changing steering direction and reducing rotational speed to avoid obstacles, resulting in high control precision and safety.

[0076] The running wheels 3 include a left front wheel 31, a right front wheel 32, a left rear wheel 33, and a right rear wheel 34, which are respectively located at the bottom of the vehicle body 1. All four are Mecanum wheels, enabling the vehicle to adapt to complex road conditions.

[0077] As a preferred embodiment, the wheelbase between the left front wheel 31 and the right front wheel 32 and the wheelbase between the left rear wheel 33 and the right rear wheel 34 are both smaller than the width of the vehicle body 1, so as to avoid the whole vehicle being too wide and to be suitable for the compact space of the rail vehicle.

[0078] In a preferred embodiment, the steering drive includes a left front travel drive connected to the left front wheel 31, a right front travel drive connected to the right front wheel 32, a left rear travel drive connected to the left rear wheel 33, and a right rear travel drive connected to the right rear wheel 34; the left front travel drive, the right front travel drive, the left rear travel drive, and the right rear travel drive are all connected to the controller.

[0079] When the obstacle avoidance path is a forward path, the controller controls the left front drive to drive the left front wheel 31 to rotate forward, the right front drive to drive the right front wheel 32 to rotate forward, the left rear drive to drive the left rear wheel 33 to rotate forward, and the right rear drive to drive the right rear wheel 34 to rotate forward, based on the forward command fed back by the local path planning module, so that the whole vehicle moves forward automatically.

[0080] When the obstacle avoidance path is a backward path, the controller controls the left front drive to drive the left front wheel 31 to rotate backward, the right front drive to drive the right front wheel 32 to rotate backward, the left rear drive to drive the left rear wheel 33 to rotate backward, and the right rear drive to drive the right rear wheel 34 to rotate backward, based on the backward command fed back by the local path planning module, so that the whole vehicle automatically reverses.

[0081] When the obstacle avoidance path is a right turn path, the controller controls the left front drive to drive the left front wheel 31 to turn backward, the right front drive to drive the right front wheel 32 to turn forward, the left rear drive to drive the left rear wheel 33 to turn backward, and the right rear drive to drive the right rear wheel 34 to turn forward, based on the right turn command fed back by the local path planning module, so that the whole vehicle turns right automatically.

[0082] When the obstacle avoidance path is a left turn path, the controller controls the left front drive to drive the left front wheel 31 to turn forward, the right front drive to drive the right front wheel 32 to turn backward, the left rear drive to drive the left rear wheel 33 to turn forward, and the right rear drive to drive the right rear wheel 34 to turn backward, so that the whole vehicle turns left automatically, according to the left turn command fed back by the local path planning module.

[0083] In a preferred embodiment, the rail vehicle freight transfer vehicle also includes a map building module, a vehicle positioning module, and a global path planning module, which are respectively connected to the controller. The map building module is used to load and parse map data of the target area; the vehicle positioning module is used to obtain the current coordinates of the vehicle body 1 in the target map based on the map data; the global path planning module is used to generate a global trajectory from the current coordinates to the target position coordinates based on the current coordinates fed back by the vehicle positioning module, so that the whole vehicle can automatically walk along the global trajectory before encountering obstacles. The optimized global trajectory is the optimal trajectory, which reduces operating costs by shortening the walking time.

[0084] In a preferred embodiment, the rail vehicle freight transfer car also includes a power module 5, which is fixed to the side of the vehicle body 1 away from the lifting platform 2, making the entire vehicle more compact and occupying less space. Specifically, the power module 5 can be a rechargeable battery used to provide electrical energy.

[0085] It should be noted that the controller should include a signal receiving unit, a signal judging unit, and a signal transmitting unit. The signal receiving unit receives electrical signals sent by detection components such as unloading position detection components or loading position detection components. The signal judging unit is electrically connected to the signal receiving unit so that it can determine whether the signal received by the signal receiving unit is a trigger signal. The signal transmitting unit is electrically connected to the signal judging unit so that it can send the judgment signal generated by the signal judging unit to the lifting drive component or other execution components. The specific arrangement of the signal receiving unit, signal judging unit, and signal transmitting unit can refer to the prior art; in this utility model, only the application scenario of the above three components has been changed, and no substantial improvement has been made. Obviously, controllers with this structure are widely used in existing automatic control equipment, such as MCUs, DSPs, or microcontrollers. The key point of this utility model is that the controller combines the chip breaking drive component and the linear velocity detection component.

[0086] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0087] This article uses specific examples to illustrate the principles and implementation methods of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A rail vehicle freight transfer car, characterized in that, include: The vehicle body (1) has a mounting groove on its top; Lifting plate (2), the lifting plate (2) is provided in the mounting groove; A lifting drive is provided between the vehicle body (1) and the lifting platform (2), and the lifting drive is used to drive the lifting platform (2) to rise and fall relative to the mounting slot. The unloading position detection device is used to detect whether the vehicle body (1) has reached the target unloading position; A loading position detection device is used to detect whether the vehicle body (1) has reached the target loading position; The controller is connected to the lifting drive, the unloading position detection, and the loading position detection respectively; When the unloading position detection device detects that the vehicle body (1) has reached the target unloading position, the controller is used to control the lifting drive to drive the lifting pallet (2) to descend until the lifting pallet (2) is embedded in the mounting groove according to the signal fed back by the unloading position detection device. When the loading position detection device detects that the vehicle body (1) has reached the target loading position, the controller controls the lifting drive to drive the lifting pallet (2) to rise until the lifting pallet (2) lifts the shelf according to the signal fed back by the loading position detection device.

2. The rail vehicle freight transfer car according to claim 1, characterized in that, The edge of the mounting groove is provided with a limiting strip. When the lifting plate (2) is lowered to the lowest position, the limiting strip abuts against the lifting plate (2), and the lifting plate (2) is flush with the top side panel of the vehicle body (1).

3. The rail vehicle freight transfer car according to claim 2, characterized in that, Also includes: The pallet low position detection component is used to detect whether the lifting pallet (2) has reached the lowest position; The pallet high position detection component is used to detect whether the lifting pallet (2) has reached the highest position; Both the low-position detection component and the high-position detection component of the pallet are connected to the controller. When the pallet low position detection component detects that the lifting pallet (2) has reached the lowest position, the controller is used to control the lifting drive component to stop retracting downward according to the signal fed back by the pallet low position detection component; When the pallet high position detection component detects that the lifting pallet (2) has reached the highest position, the controller controls the lifting drive component to stop extending upward according to the signal fed back by the pallet high position detection component.

4. The rail vehicle freight transfer car according to any one of claims 1 to 3, characterized in that, Also includes: Obstacle detection element (4), the obstacle detection element (4) includes several, all the obstacle detection elements (4) are arranged along the outer edge of the vehicle body (1), the obstacle detection element (4) is used to detect obstacles in the environment; A local path planning module is used to plan the walking path of the wheels (3) of the vehicle body (1); A steering drive unit is connected to the running wheels (3) of the vehicle body (1) and is used to drive the running wheels (3) to turn. The obstacle detection component (4), the local path planning module, and the steering drive component are all connected to the controller; When the obstacle detection device (4) detects an obstacle, the controller is used to control the local path planning module to optimize the walking path to obtain an obstacle avoidance path according to the signal fed back by the obstacle detection device (4). The controller is also used to control the steering drive to drive the walking wheel (3) to rotate to a set angle according to the obstacle avoidance path fed back by the local path planning module.

5. The rail vehicle freight transfer car according to claim 4, characterized in that, Also includes: A walking drive component is connected to the walking wheel (3) of the vehicle body (1) and is used to drive the walking wheel (3) to rotate. The obstacle detection device (4) and the walking drive device are both connected to the controller; When the obstacle detection device (4) detects an obstacle, the controller controls the walking drive device to drive the walking wheel (3) to rotate at a set speed according to the signal fed back by the obstacle detection device (4).

6. The rail vehicle freight transfer car according to claim 4, characterized in that, The driving wheels (3) include a left front wheel (31), a right front wheel (32), a left rear wheel (33) and a right rear wheel (34) respectively located at the bottom of the vehicle body (1), all of which are Mecanum wheels.

7. The rail vehicle freight transfer car according to claim 6, characterized in that, The wheelbase between the left front wheel (31) and the right front wheel (32) and the wheelbase between the left rear wheel (33) and the right rear wheel (34) are both less than the width of the vehicle body (1).

8. The rail vehicle freight transfer car according to claim 6, characterized in that, The steering drive includes a left front drive connected to the left front wheel (31), a right front drive connected to the right front wheel (32), a left rear drive connected to the left rear wheel (33), and a right rear drive connected to the right rear wheel (34). The left front walking drive, the right front walking drive, the left rear walking drive, and the right rear walking drive are all connected to the controller; When the obstacle avoidance path is a forward path, the controller is used to control the left front walking drive to drive the left front wheel (31) to rotate forward, the right front walking drive to drive the right front wheel (32) to rotate forward, the left rear walking drive to drive the left rear wheel (33) to rotate forward, and the right rear walking drive to drive the right rear wheel (34) to rotate forward according to the forward instruction fed back by the local path planning module. When the obstacle avoidance path is a backward path, the controller is used to control the left front walking drive to drive the left front wheel (31) to rotate backward, the right front walking drive to drive the right front wheel (32) to rotate backward, the left rear walking drive to drive the left rear wheel (33) to rotate backward and the right rear walking drive to drive the right rear wheel (34) to rotate backward according to the backward instruction fed back by the local path planning module; When the obstacle avoidance path is a right turn path, the controller is used to control the left front walking drive to drive the left front wheel (31) to turn backward, the right front walking drive to drive the right front wheel (32) to turn forward, the left rear walking drive to drive the left rear wheel (33) to turn backward and the right rear walking drive to drive the right rear wheel (34) to turn forward according to the right turn command fed back by the local path planning module. When the obstacle avoidance path is a left turn path, the controller is used to control the left front walking drive to drive the left front wheel (31) to rotate forward, the right front walking drive to drive the right front wheel (32) to rotate backward, the left rear walking drive to drive the left rear wheel (33) to rotate forward, and the right rear walking drive to drive the right rear wheel (34) to rotate backward according to the left turn command fed back by the local path planning module.

9. The rail vehicle freight transfer car according to claim 6, characterized in that, Also includes: A map building module, which is used to load and parse map data of the target area; A vehicle positioning module, wherein the vehicle positioning module is used to obtain the current coordinates of the vehicle body (1) in the target map based on the map data; A global path planning module is used to generate a global trajectory from the current coordinates to the target location coordinates based on the current coordinates fed back by the vehicle positioning module.

10. The rail vehicle freight transfer car according to any one of claims 1 to 3, characterized in that, It also includes a power module (5), which is fixed on the side of the vehicle body (1) away from the lifting platform (2).

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