CN210149344U

CN210149344U - Electromagnetic speed reduction device applied to hump field

Info

Publication number: CN210149344U
Application number: CN201920954920.5U
Authority: CN
Inventors: 蒋方幹; 史国珍; 张军; 王琼
Original assignee: Tianjin Railway Signal Co Ltd
Current assignee: Tianjin Railway Signal Co Ltd
Priority date: 2019-06-24
Filing date: 2019-06-24
Publication date: 2020-03-17
Anticipated expiration: 2029-06-24

Abstract

The utility model provides an electromagnetic speed reducer applied to a hump field, which comprises a stock rail, a fixed seat and two braking rails; the fixing seat comprises a base, a first side part and a second side part; the first side part and the second side part are fixedly arranged on two sides of the base respectively; the first side portion and the second side portion each include an upper end portion and a lower end portion; the upper surface of the base is provided with a plurality of mounting grooves for mounting stock rails; a magnetic isolation plate is arranged between the upper end part and the lower end part which belong to the same side part; the upper end part is connected with a brake rail which can be close to and far away from the mounting groove through a guide rail sliding block mechanism, and the outer sides of the two brake rails are connected with the outer sides of the first side part and the second side part through a plurality of reset mechanisms; an electromagnet is arranged in each of the two lower end parts. Be applied to electromagnetic speed reducer in hump field, the original mechanical speed reducer of fungible, the swift current speed of putting of high-efficient accurate control vehicle promotes security, reliability and the feature of environmental protection that the hump was put smoothly.

Description

Electromagnetic speed reduction device applied to hump field

Technical Field

The utility model belongs to the technical field of the railway hump speed governing, especially, relate to an electromagnetic speed reducer who is applied to hump field.

Background

The earliest vehicle speed reducer in China is a pneumatic non-gravity speed reducer, namely a T.JK series non-gravity speed reducer which is researched and developed in 1977 of our company and is used up to now. The model uses a large amount of steel, the pressure classification of the wind pressure regulator is not fine enough, the field maintenance is inconvenient, and the model is gradually replaced by a pneumatic gravity type speed reducer. The pneumatic gravity type vehicle speed reducer is the hump marshalling speed regulation equipment which is widely applied and has the most mature technology in China at present, and has the main advantages of simple structure principle, quick action and simple control. The gravity type speed reducer has uncontrollable braking force due to fixed lever ratio, and is difficult to thoroughly avoid potential safety hazards caused by light vehicle jumping. Meanwhile, the pneumatic gravity type speed reducer needs to be matched with an air compressor room, a pipeline, a special concrete foundation and the like, and the construction cost and the maintenance cost are high. The electric speed reducer is driven by a motor, but the reliability of an electric control box and a motor transmission part is not high enough, and the cost is slightly higher. The electro-hydraulic non-gravity type speed reducer is a novel speed reducer, does not need a special concrete foundation, is low in cost, adopts a braking mode of improving the pressure of a hydraulic system through wheel extrusion in a pressure maintaining state, has the outstanding advantage of energy conservation, and has certain limitation on braking force.

The electromagnetic vehicle speed reducer is driven by electromagnetic force, and has the advantages of high reliability, small maintenance workload, low noise, controllable braking force and the like. The electromagnetic vehicle speed reducer is the first creation in China. According to the technical system evolution law, the electromagnetic type vehicle speed reducer with good controllability, high reliability and less maintenance amount becomes a new development direction of the vehicle speed reducer.

Disclosure of Invention

In view of this, the utility model aims at providing an electromagnetic speed reducer who is applied to hump field to overcome prior art's defect, the original mechanical speed reducer of fungible, the swift current speed of high-efficient accurate control vehicle promotes the security, the reliability and the feature of environmental protection that hump was put.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

an electromagnetic speed reducer applied to a hump field comprises a stock rail, a fixed seat and two brake rails;

the fixing seat comprises a base, a first side part and a second side part; the first side part and the second side part are arranged in parallel and are respectively and fixedly arranged on two sides of the base; the first side portion and the second side portion each include an upper end portion and a lower end portion; the upper surface of the base is provided with a plurality of mounting grooves for mounting stock rails; a magnetic isolation plate is arranged between the upper end part and the lower end part which belong to the same side part; the upper end part is connected with a brake rail which can be close to and far away from the mounting groove through a guide rail sliding block mechanism, and the outer sides of the two brake rails are connected with the outer sides of the first side part and the second side part through a plurality of reset mechanisms; the brake rail and the fixed seat are made of magnetic materials; the reset mechanism is a spring reset mechanism; an electromagnet is arranged in each of the two lower end parts, two magnetic poles of each electromagnet respectively face the top and the bottom of the fixed seat, and the magnetic poles of the two electromagnets are opposite.

Furthermore, the base is composed of a plurality of sub supporting seats which are arranged at intervals in a straight line; the lower part of the upper end part and the lower end part belonging to the same side part form a hollow square tube with two open ends, and an electromagnet is arranged in the hollow part.

Furthermore, all the mounting grooves are distributed on the sub-supporting seats in a one-to-one correspondence manner and are arranged in parallel with the first side part; the upper surfaces of the two upper end parts are respectively connected with a brake rail through a guide rail sliding block mechanism; the distance from the bottom of the braking rail to the bottom of the fixing seat is smaller than the distance from the top of the basic rail to be installed to the bottom of the fixing seat.

Further, the guide rail sliding block mechanism comprises a sliding groove arranged on the upper surface of the upper end part and a sliding block arranged at the bottom of the brake rail, and the sliding block is in sliding contact with the sliding groove through a smooth surface; the length of the sliding block is equivalent to that of the sliding groove, and the sliding width is smaller than that of the sliding groove.

Furthermore, the reset mechanism comprises a U-shaped shell, a pin shaft with threads, a spring and a cantilever; one end of the opening of the U-shaped shell is fixed on the outer surfaces of the upper end part and the lower end part on the same side; the pin shaft sequentially penetrates through the U-shaped shell and the upper end part from outside to inside and is fixedly connected with the U-shaped shell and the upper end part; a spring and cantilevers are sleeved on the position, located between the inner wall and the upper end part of the U-shaped shell, of the pin shaft, and the cantilevers are located between the spring and the inner wall of the U-shaped shell; the upper end of the cantilever extends out of the U-shaped shell and is fixedly connected with the brake rail.

Furthermore, the parts of the first side part and the second side part with openings at both ends can be detachably connected with heat dissipation end covers, and one side of the two lower end parts, which is far away from the two end parts, is provided with a plurality of heat dissipation holes; the electromagnet is equal to the external dimension of the hollow part, and the electromagnet is in clearance fit with the inner surface of the hollow part.

Furthermore, the fixed seat and the brake rail are both made of ferromagnetic materials, preferably low-carbon steel; the magnetic isolation plate is made of rubber.

Furthermore, the cross section of the electromagnet is rectangular.

Further, the current of the electromagnet which is powered on is changed current, so that the electromagnet can generate a changed magnetic field.

Furthermore, when the two brake rails are close to each other, the distance between the two brake rails is 126-130 mm; the magnetic isolation plate is fixed between the upper end part and the lower end part through bolts, and the thread parts and the bottoms of the bolts are wrapped by a layer of magnetic isolation rubber belt.

Furthermore, the distance between the inner side surfaces of the two brake rails in the normal state is 160-170 mm; the electromagnet is powered with varying current.

Compared with the prior art, be applied to electromagnetic speed reducer in hump field, have following advantage:

(1) a be applied to electromagnetic speed reducer in hump field, during the use, be connected it with current automatic hump control system electricity, after the electro-magnet circular telegram, the braking rail is close to each other under the effect in magnetic field and reachs the braking position, when the train is through speed reducer, the wheel is in the middle of two braking rails, forms a closed magnetic circuit, because the change of electric current and the motion of train, magnetic field acts on the wheel to form the vortex on the wheel and produce the braking force. When the speed of the train reaches the specified requirement after braking, the speed reducer is powered off, and the braking rail is restored to the relieving position under the action of the spring of the reset mechanism.

(2) The electromagnetic speed reducer applied to the hump field can replace the original mechanical speed reducer, efficiently and accurately control the sliding speed of a vehicle, and improve the safety, reliability and environmental protection of hump sliding.

(3) A be applied to electromagnetic speed reducer in hump field, have that the maintenance volume is low, simple structure, braking force adjust advantages such as level and smooth.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a perspective view of an electromagnetic deceleration device applied to a hump field according to an embodiment of the present invention;

fig. 2 is a front view of an electromagnetic deceleration device applied to a hump field according to an embodiment of the present invention;

fig. 3 is a top view of an electromagnetic deceleration device applied to a hump field according to an embodiment of the present invention;

fig. 4 is a side view of an electromagnetic deceleration device applied to a hump field according to an embodiment of the present invention;

fig. 5 is a longitudinal half-sectional view of a base portion of an electromagnetic deceleration device applied to a hump field according to an embodiment of the present invention.

Description of reference numerals:

1-stock rail; 2-braking the rail; 3-fixing the base; 301-a base; 302-a first side portion; 303-a second side; 3001-upper end; 3002-lower end; 3003-sub-supporting seat; 3004-hollow; 4-an electromagnet; 5-a reset mechanism; 501-a U-shaped housing; 502-pin with thread; 503-a spring; 504-cantilever; 505-a nut; 6-a guide rail slider mechanism; 601-a chute; 602-a slide block; 7-heat dissipation end covers; 8-mounting grooves; 9-a magnetic isolation plate; 10-heat dissipation holes.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

As shown in fig. 1-4, an electromagnetic deceleration device applied to a hump field comprises a stock rail 1, a fixed seat 3 and two brake rails 2; the fixed seat 3 comprises a base 301, a first side part 302 and a second side part 303; the first side portion 302 and the second side portion 303 are arranged in parallel and are respectively and fixedly arranged on two sides of the base 301; the first side 302 and the second side 303 each include an upper end 3001 and a lower end 3002; the upper surface of the base 301 is provided with a plurality of mounting grooves 8 for mounting the stock rails 1; a magnetism isolating plate 9 is arranged between the upper end part 3001 and the lower end part 3002 which belong to the same side part, and the magnetism isolating plate 9 is made of rubber; the upper end part 3001 is connected with a brake rail 2 which can be close to and far away from the mounting groove 8 through a guide rail slide block mechanism 6, and the outer sides of the two brake rails 2 are connected with the outer sides of the first side part 302 and the second side part 303 through a plurality of reset mechanisms 5; the brake rail 2 and the fixed seat 3 are made of magnetic materials, preferably ferromagnetic materials, and further preferably low-carbon steel; the reset mechanisms 5 are spring reset mechanisms, the reset mechanisms on each side are uniformly arranged at intervals, and the optimal number of the single-side reset mechanisms is 3; two electromagnets 4 are respectively installed in the two lower end portions 3002, two magnetic poles of each electromagnet 4 are respectively opposite to the top and the bottom of the fixed seat 3, and the magnetic poles of the two electromagnets 4 are opposite. The two electromagnets 4 are oppositely poled, specifically, the N pole of one electromagnet 4 is upward and the S pole is downward, and the S pole of the other electromagnet 4 is upward and the N pole is downward. It should be noted here that the two magnetic poles of the electromagnet correspond to the upper and lower surfaces of the inner side of the permanent seat respectively, and the magnetic circuits formed by the electromagnet in the permanent seat on both sides of the stock rail are closed to form a complete magnetic circuit. And the magnetic isolation plates are arranged at the positions of two side surfaces of the fixed seat (namely between the upper end part and the lower end part of the first side part and between the upper end part and the lower end part of the second side part), and can be used for ensuring that the magnetic field of the electromagnet can be communicated with the magnetic field of the electromagnet at the other side to be closed into a complete magnetic circuit.

As an optional embodiment of the present invention, the base 301 is composed of a plurality of sub-supporting seats 3003 arranged at intervals in a straight line; the lower part of the upper end 3001 and the lower end 3002 belonging to the same side form a hollow square tube with both ends open, and the electromagnet 4 is mounted in the hollow part 3004. Specifically, the electromagnet 4 has a size corresponding to the outer shape of the hollow portion 3004, and the electromagnet 4 is fitted to the inner surface of the hollow portion 3004 with a clearance, and as a preferable mode, the cross-sectional shape (cross-sectional shape and longitudinal-sectional shape) of the electromagnet 4 is rectangular in order to reduce the volume under the condition that a sufficient magnetic field is generated. Simultaneously, for the electro-magnet heat dissipation ventilation, one side that two lower tip 3002 deviate from mutually all is equipped with a plurality of louvres 10, installs end cover 7 at the equal detachable in the open position in first side 302 and second side 303 both ends simultaneously, and the detachable mode can be the block connection, for example be equipped with the draw-in groove on square pipe end face, and one side that the end cover is relative is equipped with the arch with the draw-in groove block. The heat dissipation end cap 7 may be an aluminum alloy plate with a size equivalent to that of the end face of the square tube, and the plate is provided with a plurality of strip-shaped through holes for heat dissipation and ventilation, as shown in fig. 4. The plurality of bases 301 are arranged in parallel with each other. It should also be noted that the number of sub-bearings 3003 can be determined based on the support requirements and length of the stock rail, and the longer the stock rail, the greater the weight of the stock rail, and the greater the number of sub-bearings 3003. Alternatively, when weight reduction is not a concern, it is even possible to integrate the plurality of bases so that the overall length thereof is consistent with the length of the stock rail. The fixing manner of the sub-supporting seats 3003 and the square pipes on both sides is preferably welding. The length of the electromagnetic speed reducer applied to the hump field can be flexibly arranged according to the speed reduction requirement, the minimum length of a single section is 2.5m, and the number of the sub supporting seats 3003 is preferably 3. The longitudinal section of the mounting groove 8 is isosceles trapezoid.

In addition, all the mounting grooves 8 are distributed on the sub-supporting seats 3003 in a one-to-one correspondence manner, and are all arranged in parallel with the first side portion 302 (that is, the mounted stock rail 1 is arranged in parallel with the first side portion 302); the upper surfaces of the two upper end parts 3001 are respectively connected with a brake rail 2 through a guide rail sliding block mechanism 6; in order to ensure that the braking effect can be achieved, the distance from the bottom of the braking rail 2 to the bottom of the fixing seat 3 is smaller than the distance from the top to the bottom of the fixing seat 3 after the stock rail 1 to be installed is installed.

As an alternative embodiment of the present invention, the guide rail slider mechanism 6 includes a sliding groove 601 provided on the upper surface of the upper end portion 3001 and a slider 602 provided at the bottom of the brake rail 2, and the slider 602 and the sliding groove 601 are in sliding contact through a smooth surface; the length of the sliding block 602 is equivalent to the length of the sliding groove 601, and the sliding width is smaller than the width of the sliding groove 601.

As an optional embodiment of the present invention, the reset mechanism 5 includes a U-shaped housing 501, a threaded pin 502, a spring 503, a cantilever 504, and a nut 505; one end of the opening of the U-shaped shell 501 is fixed on the outer surfaces of the upper end part 3001 and the lower end part 3002 on the same side; the pin 502 sequentially penetrates through the U-shaped housing 501 and the upper end 3001 from outside to inside, and is fixedly connected with the two through a nut 505; the pin 502 is sleeved with a spring 503 and a cantilever 504 at a position between the inner wall of the U-shaped housing 501 and the upper end 3001, the inner diameter of the spring is larger than the diameter of the pin, the cantilever and the pin can be in smooth surface contact, or the cantilever and the pin can be in clearance connection (the aperture of a connecting hole at the end of the cantilever is larger than the diameter of the pin). The cantilevers 504 are all positioned between the spring 503 and the inner wall of the U-shaped shell 501; the upper end of the cantilever 504 extends out of the U-shaped housing 501 and is fixedly connected (possibly welded) to the brake rail 2.

As an alternative embodiment of the present invention, when the two brake rails 2 are close to each other, the distance between the two brake rails is not larger than the thickness of the wheel, and particularly can be between 126 and 130 mm.

As an optional embodiment of the present invention, the distance between the inner side surfaces of the two braking rails 2 in the normal state (when the brake is released, i.e. in the non-braking state) is not less than 160mm, preferably between 160 and 170 mm.

As an optional embodiment of the present invention, the magnetic isolation plate 9 is fixed between the upper end portion 3001 and the lower end portion 3002 by bolts (a possible fixing manner is that the upper end portion and the lower end portion belonging to the same side portion are provided with threaded holes at corresponding positions, and bolts are inserted into the threaded holes), and the threaded portions and the bottoms of the bolts are wrapped with a layer of magnetic isolation rubber tape. The magnetic shield plate 9 is formed in a circle along the contact surface of the upper end portion and the lower end portion, has the same shape, length and width as the contact surface of the upper end portion 3001 and the lower end portion 3002, and has a thickness of 5 mm. The upper end 3001 and the lower end 3002 are rectangular parallelepiped in shape and have the same length.

As an optional embodiment of the present invention, the power supply used in the electromagnetic deceleration device is a power supply with current variation (it can also be understood that the current of the power supply of the electromagnet is a varying current, so that the electromagnet can generate a varying magnetic field) so as to supply the electromagnet with a varying magnetic field.

When the electromagnetic deceleration device is used, the electromagnetic deceleration device applied to the hump field is arranged at the spacing position and the destination position of the hump field, is clamped and installed on the stock rail 1 through the installation groove 8, is finally installed on the existing special sleeper plate, is electrically connected with the existing automatic hump control system on site, and when a train passes through a deceleration section in the sliding process, the control system acquires the speed and the weight of the train, and sends control information to the electromagnetic deceleration device by combining with the deceleration requirement, and the electromagnet is electrified with exciting current. After the electromagnet is electrified, the braking rails approach to each other under the action of the magnetic field to reach a braking position. When a train passes through the electromagnetic speed reducer, the wheels are positioned between the two brake rails 2 to form a closed magnetic circuit. Due to the change of the current and the movement of the train, the magnetic field acts on the wheel, so that eddy current is formed on the wheel to generate braking force. When the speed of the train reaches the specified requirement after braking, the electromagnetic speed reducer is powered off, and the braking rail 2 is restored to the relieving position under the action of the spring 503 of the resetting mechanism 5.

It should be noted that the brake rail 2 and the wheel are only in small contact but the positive pressure is small, the friction is small, the noise is small, the abrasion between the wheel and the brake rail 2 is small, and frequent maintenance is not needed. The height of the brake rail 2 is designed according to the national standard of a hump speed reducer, so that the safe sliding of the train is not influenced during braking. The electromagnet 4 is used to generate the required magnetic field for braking. The fixing seat 3 not only plays a role of fixing, but also plays a role of transferring a magnetic field. The magnetic field generated by the electromagnet 4 is transmitted to the brake rail 2 through the fixed seat 3. Because the electromagnet 4 is arranged in a different-pole mode, when the electromagnet is electrified to perform braking operation, the two braking rails attract each other to reach a braking position. The magnetic isolation plate 9 is arranged to ensure that the magnetic fields generated by the two electromagnets can be closed into a large complete magnetic circuit. The brake rail 2 is connected to the fastening device 3 via a rail-slide mechanism 6. With a suitable margin therebetween to accommodate the serpentine movement of the vehicle. After braking is finished, the current is cut off, the magnetic field disappears, the braking rails 2 reach the relieving position under the action of the reset mechanism 5, and the distance between the inner side surfaces of the two braking rails 2 is not less than 160 mm. The braking capability of the electromagnetic speed reducer is controlled by the control system, and the electromagnetic braking is adopted, so that the linear adjustment of the braking force can be realized, and the stepless speed regulation can be realized.

The material of the fixing seat 3 and the braking rail 2 is preferably, but not limited to, mild steel, since the braking effect is better as the magnetic permeability is higher. The electromagnet 4 is designed according to the national standard, but the magnetic poles are oppositely arranged. The fixing seat 3 and the stock rail 1 are finally installed on a prefabricated special rail plate, and the stability of the electromagnetic speed reducing device is guaranteed.

The utility model adopts the electromagnetic eddy current braking principle. In a magnetic circuit formed among the electromagnet 4, the fixed seat 3, the brake rail 2 and the wheel, when the wheel passes through, the wheel can do cutting magnetic induction line movement, and simultaneously, because the magnetic field is changed, eddy current can be generated in the wheel. On one hand, the magnetic field generated by the eddy current can block the change of the original magnetic field; on the other hand, the generated eddy current can cause the wheel to have the tendency of stopping due to the generation of Lorentz force, and the thermal effect of the eddy current can also consume the kinetic energy of the train, so that the braking is realized.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. The utility model provides an be applied to electromagnetic deceleration device in hump field which characterized in that: comprises a fixed seat (3) and two brake rails (2);

the fixed seat (3) comprises a base (301), a first side part (302) and a second side part (303); the first side part (302) and the second side part (303) are arranged in parallel and are respectively and fixedly arranged at two sides of the base (301); the first side (302) and the second side (303) each comprise an upper end (3001) and a lower end (3002); the upper surface of the base (301) is provided with a plurality of mounting grooves (8) for mounting the stock rails (1); a magnetic isolation plate (9) is arranged between the upper end part (3001) and the lower end part (3002) belonging to the same side part; the upper end part (3001) is connected with a brake rail (2) which can be close to and far away from the mounting groove (8) through a guide rail sliding block mechanism (6), and the outer sides of the two brake rails (2) are connected with the outer sides of the first side part (302) and the second side part (303) through a plurality of reset mechanisms (5); the brake rail (2) and the fixed seat (3) are made of magnetic materials; the reset mechanism (5) is a spring reset mechanism; an electromagnet (4) is installed in each of the two lower end portions (3002), two magnetic poles of each electromagnet (4) are respectively opposite to the top and the bottom of the fixed seat (3), and the magnetic poles of the two electromagnets (4) are opposite.

2. An electromagnetic deceleration device applied to hump fields according to claim 1, characterized in that: the base (301) is composed of a plurality of sub supporting seats (3003) which are arranged at intervals in a straight line; the lower part of the upper end part (3001) and the lower end part (3002) belonging to the same side part form a hollow square tube with two open ends, and an electromagnet (4) is installed in the hollow part (3004).

3. An electromagnetic deceleration device applied to a hump field according to claim 2, characterized in that: all the mounting grooves (8) are distributed on the sub-supporting seats (3003) in a one-to-one correspondence manner and are arranged in parallel with the first side part (302); the upper surfaces of the two upper end parts (3001) are respectively connected with a brake rail (2) through a guide rail sliding block mechanism (6); the distance from the bottom of the braking rail (2) to the bottom of the fixed seat (3) is less than the distance from the top of the stock rail (1) to be installed to the bottom of the fixed seat (3).

4. An electromagnetic deceleration device applied to hump fields according to claim 3, characterized in that: the guide rail sliding block mechanism (6) comprises a sliding groove (601) arranged on the upper surface of the upper end portion (3001) and a sliding block (602) arranged at the bottom of the brake rail (2), and the sliding block (602) is in sliding contact with the sliding groove (601) through a smooth surface; the length of the slide block (602) is equivalent to that of the sliding chute (601), and the sliding width is smaller than that of the sliding chute (601).

5. An electromagnetic deceleration device applied to a hump according to any one of claims 2 to 3, characterized in that: the reset mechanism (5) comprises a U-shaped shell (501), a pin shaft (502) with threads, a spring (503) and a cantilever (504); one end of the opening of the U-shaped shell (501) is fixed on the outer surfaces of the upper end part (3001) and the lower end part (3002) on the same side; the pin shaft (502) sequentially penetrates through the U-shaped shell (501) and the upper end part (3001) from outside to inside and is fixedly connected with the U-shaped shell and the upper end part; a spring (503) and cantilevers (504) are sleeved on the position, located between the inner wall and the upper end portion (3001) of the U-shaped shell (501), of the pin shaft (502), and the cantilevers (504) are located between the spring (503) and the inner wall of the U-shaped shell (501); the upper end of the cantilever (504) extends out of the U-shaped shell (501) and is fixedly connected with the brake rail (2).

6. An electromagnetic deceleration device applied to a hump field according to claim 2, characterized in that: the parts of the first side part (302) and the second side part (303) with openings at two ends can be detachably connected with heat dissipation end covers (7), and one sides of the two lower end parts (3002) which are deviated from each other are respectively provided with a plurality of heat dissipation holes (10); the electromagnet (4) is equivalent to the external dimension of the hollow part (3004), and the electromagnet (4) is in clearance fit with the inner surface of the hollow part (3004).

7. An electromagnetic deceleration device applied to hump fields according to claim 1, characterized in that: the fixed seat (3) and the brake rail (2) are made of ferromagnetic materials; the magnetic isolation plate (9) is made of rubber.

8. An electromagnetic deceleration device applied to hump fields according to claim 1, characterized in that: the cross section of the electromagnet (4) is rectangular; the fixed seat (3) and the brake rail (2) are both made of low-carbon steel.

9. An electromagnetic deceleration device applied to hump fields according to claim 1, characterized in that: when the two brake rails (2) are close to each other, the distance between the two brake rails is 126-130 mm; the magnetic isolation plate (9) is fixed between the upper end part (3001) and the lower end part (3002) through bolts, and the thread parts and the bottoms of the bolts are wrapped by a layer of magnetic isolation rubber belt.

10. An electromagnetic deceleration device applied to hump fields according to claim 1, characterized in that: the distance between the inner side surfaces of the two brake rails (2) is 160-170mm in the normal state; the electromagnet is powered with varying current.