CN210526547U - Railway vehicle emergency braking device and railway vehicle - Google Patents

Abstract

The utility model discloses a rail vehicle emergency braking device and a rail vehicle, wherein the rail vehicle emergency braking device comprises a braking mechanism and a driving mechanism; the braking mechanism comprises a pair of braking parts which are oppositely arranged, and the pair of braking parts respectively act on two opposite surfaces of the track during braking; the driving mechanism is connected with at least one of the pair of braking parts and is used for driving the braking parts to move in opposite directions, so that the braking parts generate a pair of pressure forces in opposite directions on the rail; the utility model discloses rail vehicle emergency braking device for the pressure that produces friction braking force no longer receives rail vehicle's dead weight, can be provided by actuating mechanism as required, thereby can effectively shorten braking distance.

Description

Railway vehicle emergency braking device and railway vehicle

Technical Field

The utility model relates to a rail transit vehicle technical field especially relates to a rail vehicle emergency braking device and carries out modified rail vehicle to emergency braking mechanism.

Background

The braking distance is one of the key parameters for measuring the braking performance of the vehicle, and means the distance that a person travels from the beginning of braking to the time when the vehicle is completely stationary under the condition that the vehicle is at a certain speed. The length of the braking distance is related to the speed, braking force and adhesion coefficient (friction coefficient) of the vehicle. The higher the running speed, the longer the braking distance, and the running speed is proportional to the square of the braking distance. The existing vehicle braking technology is realized by the friction force generated by the wheels and the track or the road surface, and the braking force is limited by the gravity of the vehicle. The braking distance of the prior art emergency braking is mainly dependent on the friction coefficient of the wheels with the track or road surface, and there is a minimum limit for the braking distance, typically from 100km/h to 30 meters for stopping. Therefore, when the vehicle in the prior art is used for running, a larger safety distance of the front vehicle and the rear vehicle needs to be ensured, and the bottleneck for further improving the transport capacity and safety of the rail vehicle is formed.

An aerial rail car (called an empty rail for short) is a suspended type monorail traffic system. The track is above the vehicle and supported in the air by steel or cement columns. The air rail traffic system moves ground traffic to the air, so that the urban traffic problem can be relieved on the basis of not expanding the existing urban highway facilities; and because the track is only moved into the air, rather than the whole road surface is lifted into the air like an overhead light rail or a riding monorail, the defects of other track traffic systems are overcome, and the track has a plurality of outstanding characteristics and advantages in the aspects of construction and operation. At present, a traditional air rail traffic system comprises components such as a track, a supporting upright post, an air rail vehicle body, a traveling mechanism and a control system, wherein the track of the system is a steel box beam, and the traveling mechanism drives the air rail vehicle body to travel in the track.

The aerial rail cars are controlled by the same scheduling system, the distance and the speed between the aerial rail cars have strict requirements, and collision cannot occur under general conditions.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a rail vehicle emergency braking device to solve current rail vehicle braking distance and receive the problem of automobile body dead weight restriction.

Another object of the utility model is to provide a rail vehicle to solve current rail vehicle braking distance and receive the problem of automobile body dead weight restriction.

In order to achieve the above object, the utility model discloses a rail vehicle emergency braking device, which is used on a rail vehicle running along a rail and comprises a braking mechanism and a driving mechanism; the braking mechanism comprises a pair of braking parts which are oppositely arranged, and the pair of braking parts respectively act on two opposite surfaces of the track during braking; the driving mechanism is connected with at least one of the braking parts, and the driving mechanism is used for driving the braking parts to move in opposite directions, so that the braking parts generate a pair of pressure forces in opposite directions on the rail.

Compared with the prior art, the utility model discloses rail vehicle emergency braking device is provided with a pair of can be used in orbital two relative braking parts respectively, and this a pair of braking part receives actuating force control of actuating mechanism, when needs are brakied, actuating mechanism moves, drive two braking parts reverse motion, make it respectively with orbital two relative face butts, make two braking parts produce a pair of opposite direction's pressure to the track, each braking part produces the friction braking force through this pressure and between the track, the size of pressure has decided the size of friction braking force, then friction braking force no longer receives the restriction of rail vehicle dead weight, can be provided by actuating mechanism as required, thereby can effectively shorten braking distance; in addition, because the pressure directions generated by the two braking parts on the two opposite surfaces of the rail are opposite, the reaction force given to the rail vehicle by the rail is used, so that the vehicle is in a balanced state finally, the braking of the rail vehicle is stable, and the side turning is avoided.

Preferably, a pair of the braking members are respectively arranged at the left side and the right side outside the track.

Preferably, the rail is a hollow structure, and the pair of braking members are respectively disposed at the upper side, the lower side, or the left side and the right side of the rail.

Preferably, the rail is a hollow structure, and the pair of braking members are respectively disposed on upper and lower sides of a bottom wall of the rail.

Preferably, the pair of braking members comprises a driving wheel which is positioned in the track and can walk along the bottom wall of the track and a braking wheel which is positioned below the bottom wall of the track, and the driving mechanism is connected with the braking wheel and is used for driving the braking wheel to move up and down to be close to or far away from the bottom wall of the track.

Preferably, a first mounting bracket is arranged at the top of the rail vehicle, the first mounting bracket comprises a base and a support frame extending upwards along the base, a pair of long slotted holes extending upwards and downwards are formed in the support frame, and an axle of the brake wheel is mounted in the long slotted holes; the base is further provided with a linkage mechanism connected with the driving mechanism, and the driving mechanism drives the brake wheel to move up and down along the long slotted hole through the linkage mechanism.

Preferably, the linkage mechanism comprises a sliding groove formed in the base and a sliding block arranged in the sliding groove and capable of sliding along the sliding groove, the base is further provided with a strip-shaped first opening portion facing the opening of the brake wheel, the top of the sliding block is provided with an inclined surface protruding out of the first opening portion, and when the sliding block slides, the brake wheel is driven to move up and down through the matching of the inclined surface and the brake wheel; the driving mechanism is connected with the sliding block and can drive the sliding block to slide along the sliding groove.

Preferably, the sliding groove extends along the front-rear direction of the rail vehicle, the driving mechanism comprises a first touch rod, the rear end of the first touch rod is connected with the sliding block, and the front end of the first touch rod longitudinally extends to the front of the head of the rail vehicle.

Preferably, the base is provided with a second elongated opening communicating with the chute, the driving mechanism includes a telescopic driver and a connecting member, one end of the connecting member extends into the chute through the second opening and is connected to the slider, the other end of the connecting member is connected to the telescopic driver, and the telescopic driver can drive the connecting member to slide along the second opening.

Preferably, an elastic resetting piece is arranged in the sliding groove, and the resetting piece is used for resetting the sliding block.

Preferably, rail vehicle's top sets up a second installing support, the second installing support includes a support column and a pivot frame, the pivot frame includes connecting portion and is located respectively the installation department and the drive division at connecting portion both ends, the pivot frame passes through connecting portion with support column pivotal connection, the installation department is used for the installation the braked wheel, the installation department with certain contained angle has between the drive division, actuating mechanism with the drive division is connected, through the action the drive division drives the installation department rotates from top to bottom.

Preferably, the driving mechanism includes a second touch rod, the second touch rod extends along the front-rear direction of the rail vehicle, the front end of the second touch rod longitudinally extends to the front of the head of the rail vehicle, and the rear end of the second touch rod is pivotally connected to the driving portion of the pivot frame.

Preferably, the emergency braking device for the rail vehicle further comprises a connecting rod, one end of the connecting rod is pivoted with the supporting column, the other end of the connecting rod is pivoted with the second touch rod, and a certain distance is formed between the connecting rod and the pivoting frame.

The utility model also discloses a rail vehicle, rail vehicle can follow the rail mounted, the last rail vehicle emergency braking device that is provided with of rail vehicle as above.

Preferably, the rail vehicle is further provided with a hook member located at the head of the vehicle and a hook fitting member located at the tail of the vehicle, and the rail vehicles can be connected into a whole through the matching of the hook member and the hook fitting member.

Preferably, the hooking engagement member is capable of back and forth telescopic movement.

Preferably, the hook member is provided with a first electrical connection block, the hook fitting member is provided with a second electrical connection block, and when the hook member and the hook fitting member are hooked together, the first electrical connection block is electrically connected with the second electrical connection block.

Preferably, a sleeve extending forwards and backwards is arranged on the roof of the railway vehicle, a movable rod capable of sliding forwards and backwards along the sleeve is sleeved in the sleeve, the rear end of the movable rod extends to the rear of the vehicle tail, and a ventilation channel for air to enter and exit is arranged between the sleeve and the movable rod.

Preferably, a shell is covered on the carriage of the rail vehicle at the tail or the head of the vehicle, and the shell is of a flexible inflatable deformation structure.

Preferably, the shell narrows from the tail of the vehicle to the rear and has a streamline structure.

Drawings

Fig. 1 is a schematic view of a connection structure between a rail vehicle and a rail according to an embodiment of the present invention, in which the rail is in a perspective state.

Fig. 2 is a schematic structural diagram of a first embodiment of a specific mounting structure of a brake wheel in an embodiment of the present invention.

Fig. 3 is a schematic structural view of the base in fig. 2 with a telescopic driver mounted thereon.

Fig. 4 is a schematic structural diagram of a second embodiment of a specific mounting structure of a brake wheel in an embodiment of the present invention.

Fig. 5 is a schematic perspective view of a rail vehicle according to an embodiment of the present invention.

Fig. 6 is a schematic view of a connection structure when two rail vehicles are butted against each other according to an embodiment of the present invention.

Fig. 7 is a schematic view of a connection structure between a rail vehicle and a rail according to another embodiment of the present invention.

Fig. 8 is a perspective view of the housing of fig. 7 in an expanded state.

Fig. 9 is a schematic view of a structure of the braking member engaging with the rail according to an embodiment of the present invention.

Fig. 10 is a schematic view of the engaging structure of the braking member and the rail according to another embodiment of the present invention.

Fig. 11 is a schematic view of a structure of the braking member and the rail according to another embodiment of the present invention.

Fig. 12 is a schematic view of the engaging structure of the braking member and the rail according to another embodiment of the present invention.

Detailed Description

In order to explain technical contents, structural features, implementation principles, and objects and effects of the present invention in detail, the following detailed description is given with reference to the accompanying drawings in combination with the embodiments.

As shown in fig. 1 and 9 to 12, the present invention provides a rail vehicle, which runs along a rail 1, in this embodiment, the rail vehicle includes a head 81, a tail 82, a roof 83 and a carriage 84, and an emergency braking device is installed on the rail vehicle, and includes a braking mechanism and a driving mechanism. The braking mechanism comprises a pair of oppositely disposed braking members 2, the pair of braking members 2 being adapted to act on opposite faces of the track 1, respectively, when braking. The driving mechanism is connected with at least one of the pair of braking parts 2, and the driving mechanism is used for driving the two braking parts 2 to move in opposite directions, namely, the two braking parts 2 are respectively abutted with two opposite surfaces of the track 1, so that the two braking parts 2 generate a pair of pressure forces in opposite directions on the track 1. It should be noted that, in the present embodiment, the two braking members 2 may be movable members at the same time, that is, during braking, the two braking members 2 are actively abutted against two opposite surfaces of the rail 1 respectively. In addition, one of the two braking parts 2 can be a movable part, and the other one is a fixed part, that is, when braking, one of the braking parts 2 actively leans against the track 1, so that under the reaction force of the track 1, the railway vehicle drives the fixedly arranged braking part 2 to swing along the direction opposite to the moving direction of the movably arranged braking part 2, and the fixedly arranged braking part 2 is abutted against the other surface of the track 1.

In the above embodiment, a pair of braking members 2 are respectively used to act on two opposite surfaces of the rail 1, so that the rail 1 reacts a pair of balancing forces to the vehicle body to stabilize the railway vehicle on the rail 1 so as not to be separated from the rail 1 during braking. To rail vehicle and track 1's concrete cooperation mode, the utility model discloses a following several kinds: A. as shown in fig. 9, the track 1 is a straddle-type monorail beam structure, two wheels 22 of the railway vehicle run on the track 1, and a pair of braking members 2 are respectively located near two left and right side walls of the track 1; B. as shown in fig. 10, the track 1 is a double-track structure and comprises two monorail 11 arranged in parallel, two wheels 22 of the track vehicle respectively run along the two monorail 11, and then two pairs of braking members 2 are mounted on the track vehicle, and the two pairs of braking members 2 are respectively positioned at the left and right sides of one monorail 11; C. as shown in fig. 11 and 12, the track 1 is a hollow structure, the rail vehicle is suspended on the track 1, the wheels 22 of the rail vehicle run along the bottom wall 10 inside the track 1, the pair of braking members 2 may be disposed near the left and right side walls outside the track 1, or near the upper and lower (not shown) or left and right side walls inside the track 1, or the pair of braking members 2 may be disposed on the upper and lower sides of the bottom wall 10 of the track 1 (see the following embodiment for details).

When the braking members 2 are located on the upper and lower sides of the bottom wall 10 of the rail 1, please refer to fig. 1 and 2, one of the two braking members 2 may be preferably a driving wheel 20 of the rail vehicle, and the driving wheel 20 stops rotating during braking to become the braking member 2. In the present embodiment, the other of the two stoppers 2 may preferably be a brake wheel 21 located below the bottom wall 10 of the rail 1, and the driving mechanism in the above embodiment is connected to the brake wheel 21 for driving the brake wheel 21 to move up and down to be close to or far from the bottom wall 10 of the rail 1. During braking, the driving mechanism drives the braking wheel 21 to move upwards to abut against the outer wall of the bottom wall 10 of the track 1, at this time, the braking wheel 21 applies upward pressure to the track 1, then the track 1 applies downward pressure to the railway vehicle through the braking wheel 21 in one direction, the pressure makes the whole railway vehicle have a downward movement trend, so as to drive the driving wheel 20 to have a downward movement trend, further increase the relative pressure between the driving wheel 20 and the inner wall of the bottom wall 10 of the track 1, namely increase the friction braking force of the driving wheel 20, the increase degree of the driving friction force of the driving wheel 20 depends on the driving force provided by the driving mechanism, and in addition, under the action of the driving mechanism, the braking wheel 21 below the track 1 also generates friction braking force with the track 1. Therefore, the brake mechanism in the embodiment breaks the convention, so that the friction brake force can be set according to the requirement, and the limit of generating the friction brake force by the dead weight is broken through. In the present embodiment, the following two specific embodiments are disclosed below with respect to the specific mounting structure and the driving mechanism of the brake wheel 21:

in a first embodiment, as shown in fig. 2, a first mounting bracket is disposed on the top of the rail vehicle, the first mounting bracket includes a base 40 and a supporting bracket 41 extending upward along the base 40, the supporting bracket 41 is provided with a pair of long slots 410 extending upward and downward, and the axle of the brake wheel 21 is mounted in the long slots 410. The base 40 is further provided with a linkage mechanism connected with the driving mechanism, and the driving mechanism drives the brake wheel 21 to move up and down along the long slot 410 through the linkage mechanism. In the normal running process of the railway vehicle, the brake wheel 21 is positioned at the bottom of the long slotted hole 410, the brake wheel 21 is separated from the bottom wall 10 of the railway 1, and during braking, the driving mechanism drives the brake wheel 21 to slide to the top of the long slotted hole 410 through the linkage mechanism, so that the brake wheel 21 is abutted to the bottom wall 10 of the railway 1. Preferably, the linkage mechanism includes a sliding slot 402 formed on the base 40 and a sliding block 42 disposed in the sliding slot 402 and capable of sliding along the sliding slot 402, the base 40 is further formed with a first elongated opening 400 opening toward the brake wheel 21, a top of the sliding block 42 is provided with an inclined surface 420 protruding from the first opening 400, and when the sliding block 42 slides, the brake wheel 21 is driven to move up and down by the cooperation of the inclined surface 420 and the brake wheel 21. The driving mechanism is connected to the sliding block 42, and drives the sliding block 42 to slide along the sliding slot 402. In this embodiment, the sliding block 42 slides in the sliding slot 402, and since the top of the sliding block 42 is provided with a slope 420, when the sliding block 42 moves backward, the top of the slope 420 contacts with the brake wheel 21, so as to lift the brake wheel 21 upward.

Further, the sliding chute 402 extends along the front-rear direction of the rail vehicle, the driving mechanism comprises a first touch bar 30, the rear end of the first touch bar 30 is connected with the sliding block 42, and the front end of the first touch bar 30 extends longitudinally to the front of the head 81 of the rail vehicle. Because the first touch rod 30 longitudinally extends to the front of the head 81 of the rail vehicle, when the rail vehicle collides with a front vehicle or other obstacles, the first touch rod 30 is impacted before the head 81 of the rail vehicle, and the first touch rod 30 moves backwards after the impact, so that the slide block 42 is driven to move backwards, the brake wheel 21 is jacked up, and the collision braking effect is realized. In this embodiment, an elastic restoring member 45, such as a spring, may be further disposed in the sliding slot 402, and the restoring member 45 is used for restoring the sliding block 42.

In the second embodiment, as shown in fig. 4, a second mounting bracket is disposed on the top of the rail vehicle, the second mounting bracket includes a supporting column 50 and a pivoting bracket 51, the pivoting bracket 51 includes a connecting portion 510, and a mounting portion 511 and a driving portion 512 respectively located at two ends of the connecting portion 510, the pivoting bracket 51 is pivotally connected to the supporting column 50 through the connecting portion 510, the mounting portion 511 is used for mounting the brake wheel 21, an included angle is formed between the mounting portion 511 and the driving portion 512, and the driving mechanism is connected to the driving portion 512, and drives the mounting portion 511 to rotate up and down by actuating the driving portion 512. Because the mounting portion 511 and the driving portion 512 have a certain included angle therebetween, in a normal state, the brake wheel 21 on the mounting portion 511 is separated from the bottom wall 10 of the rail 1, and when the driving portion 512 is operated, the pivot bracket 51 pivots about the support column 50, so that the mounting portion 511 rotates upward, and the brake wheel 21 abuts against the bottom wall 10 of the rail 1. In this embodiment, the driving mechanism includes a second touch lever 31, the second touch lever 31 extends along the front-rear direction of the rail vehicle, the front end of the second touch lever 31 longitudinally extends to the front of the head 81 of the rail vehicle, and the rear end of the second touch lever 31 is pivotally connected to the driving portion 512 of the pivot frame 51. In the present embodiment, the second touch lever 31 functions in the same way as the first touch lever 30 in the above-mentioned embodiment, and when a collision accident occurs, the second touch lever 31 drives the pivot bracket 51 to rotate, so that the brake wheel 21 moves upwards, thereby realizing immediate braking in the collision accident. In addition, a connecting rod piece 52 for fixing the second touch piece can be further arranged, one end of the connecting rod piece 52 is pivoted with the supporting column 50, the other end of the connecting rod piece 52 is pivoted with the second touch rod 31, a certain distance is formed between the connecting rod piece 52 and the pivoting frame 51, and the second touch rod 31 can move back and forth in the horizontal plane through the arrangement of the connecting rod piece 52, so that overturning is avoided.

In the two embodiments of the specific installation structure and the driving mechanism of the brake wheel 21, the driving mechanism may further adopt a pneumatic or hydraulic telescopic driver, a distance measuring sensor is installed on the rail vehicle, and when it is detected that the distance between the rail vehicle and a vehicle ahead or an obstacle is less than a preset distance, the telescopic driver acts to drive the brake wheel 21 to move upwards. The following specifically describes the mounting structure and the operation principle of the telescopic driver by taking the first embodiment as an example. In the first embodiment, as shown in fig. 3, the driving mechanism adopts the hydraulic cylinder 32, the base 40 is provided with a second elongated opening 401 communicated with the sliding slot 402, the hydraulic cylinder 32 is connected with the sliding block 42 through a connecting member 33, one end of the connecting member 33 extends into the sliding slot 402 through the second opening 401 to be connected with the sliding block 42, the other end of the connecting member 33 is connected with the piston rod on the hydraulic cylinder 32, and the hydraulic cylinder 32 can drive the connecting member 33 to slide along the second opening 401, so as to drive the sliding block 42 to slide back and forth.

Rail vehicle can walk along track 1 alone, also can end to end connection constitutes track 1 train, consequently, is convenient for the connection between the rail vehicle, the utility model discloses still be provided with coupling mechanism on the rail vehicle, as shown in fig. 5 and fig. 6, this coupling mechanism includes hooking member 60 and hook fitting part 61, and hooking member 60 sets up in locomotive 81 department, and hook fitting part 61 sets up in rear of a vehicle 82 department, and through hooking member 60 and hook fitting part 61's cooperation, can be with a plurality of rail vehicle fuse. When two adjacent rail vehicles are close to each other to implement connection, the hook 60 on the head 81 of the rear rail vehicle is close to the hook fitting part 61 at the tail 82 of the front rail vehicle, so that the connection of the two rail vehicles is realized, and in the connection process, in order to avoid collision caused by the fact that the relative speed of the two rail vehicles is too high, the hook fitting part 61 can also be arranged to do front-back telescopic motion relative to the tail 82. In this embodiment, hook fitting piece 61 is installed on driven wheel mechanism's mounting bracket, sets up a rear open-ended mounting groove (not shown) on this mounting bracket, and hook fitting piece 61 is connected with a telescopic link 64, and this telescopic link 64 inserts in the mounting groove to can follow the mounting groove and slide around, install a spring in this mounting groove, the one end and the telescopic link 64 butt of spring, the other end of spring and the preceding end wall butt of mounting groove, thereby realize hook fitting piece 61's concertina movement through the spring. In addition, the hook 60 may further include a first electrical connection block 62, and the hook mating member includes a second electrical connection block 63, such that when the hook 60 and the hook mating member 61 are hooked together, the first electrical connection block 62 is electrically connected to the second electrical connection block 63. Through the electrical matching connection of the first electrical connection block 62 and the second electrical connection block 63, when a plurality of rail vehicles are connected together, the connected rail vehicles are mutually communicated in power supply, and under the allocation action of the rail vehicle power supply control system, if the power supply on one rail vehicle is interrupted, the other rail vehicles connected with the power supply power to the rail vehicle, so that the embarrassment of power failure of a single rail vehicle is avoided.

In another preferred embodiment of the present invention, please refer to fig. 5 again, a sleeve 70 extending forward and backward is disposed on the roof 83 of the rail vehicle, a movable rod 71 capable of sliding forward and backward along the sleeve 70 is sleeved in the sleeve 70, the rear end of the movable rod 71 extends to the rear of the car tail 82, and a ventilation channel 72 for air to pass in and out is disposed between the sleeve 70 and the movable rod 71. In this embodiment, the sleeve 70 and the movable rod 71 form a set of piston structure, when two rail vehicles collide with each other, the movable rod 71 moves sharply into the sleeve 70 under the impact force, in the process that the movable rod 71 retracts into the sleeve 70 sharply, air between the front end of the movable rod 71 and the sleeve 70 is compressed sharply, and because the sleeve 70 and the movable rod 71 are provided with the air passage 72 for air to enter and exit, the sharply compressed air slowly penetrates out along the air passage 72, so that elastic resistance is generated on the movable rod 71, and the collision force of the rail vehicles is relieved. In this embodiment, the ventilation channel 72 may be a ventilation hole formed on the sleeve 70, or may be a small gap between the movable rod 71 and the sleeve 70.

Further, a housing 80 is disposed at the rear 82 of the rail vehicle, as shown in fig. 7 and 8, and the housing 80 is in a flexible inflatable deformable structure. In this embodiment, the shell of the shell 80 is made of resin material, silica gel material or cloth, a cavity 800 is formed between the shell 80 and the tail 82, in the process of rapid walking of the rail vehicle, the cavity 800 is rapidly inflated, the shell 80 is in an expansion state, and when collision occurs, the shell 80 in a soft expansion state plays an effective protection role on the rail vehicle. Preferably, an air inlet passage (which may be a gap between the housing 80 and the car 84) may be left between the housing 80 and the outer wall of the car 84 of the railway vehicle, and when the railway vehicle is rapidly moving, air flows into the cavity 800 through the air inlet passage, so that the housing 80 is blown up. When a plurality of rail vehicles need to be connected together, redundant air in the cavity 800 can be discharged, so that the shell 80 is in a soft and flat state, the head 81 of the rear rail vehicle can enter the shell 80 of the front rail vehicle, and the shell 80 wraps the head 81 of the rear rail vehicle after the head 81 of the rear rail vehicle enters the shell 80 due to the fact that the shell 80 is a flexible body, and therefore seamless connection of the rail vehicles is achieved. Furthermore, in order to reduce the wind resistance of the rail vehicle, the housing 80 is tapered rearward from the tail 82 and has a streamlined structure. In addition, the housing 80 in the above embodiment may also be covered on the vehicle head 81.

The above disclosure is only a preferred embodiment of the present invention, and certainly, the scope of the present invention should not be limited thereto, and therefore, the scope of the present invention is not limited to the above embodiments.

Claims (20)

1. A railway vehicle emergency brake assembly for use on a railway vehicle traveling along a track, comprising:

the braking mechanism comprises a pair of braking parts which are oppositely arranged, and the pair of braking parts respectively act on two opposite surfaces of the track when braking;

and the driving mechanism is connected with at least one of the braking parts, and is used for driving the braking parts to move in opposite directions, so that the braking parts generate a pair of pressure forces in opposite directions on the rail.

2. The railway vehicle emergency brake of claim 1, wherein a pair of said braking members are disposed on left and right sides of the outside of the rail, respectively.

3. The railway vehicle emergency brake apparatus of claim 1, wherein the rail is hollow, and the pair of braking members are disposed on upper, lower, left and right sides of the rail.

4. The railway vehicle emergency brake device of claim 1, wherein the rail is hollow, and the pair of braking members are disposed on upper and lower sides of a bottom wall of the rail.

5. The rail vehicle emergency brake of claim 4, wherein the pair of braking members includes a drive wheel positioned within the track and movable along the bottom wall of the track and a brake wheel positioned below the bottom wall of the track, the drive mechanism being coupled to the brake wheel for driving the brake wheel up and down to move toward or away from the bottom wall of the track.

6. The emergency braking device for railway vehicles as claimed in claim 5, wherein a first mounting bracket is disposed on the top of the railway vehicle, the first mounting bracket comprises a base and a supporting bracket extending upward along the base, the supporting bracket is provided with a pair of long slots extending upward and downward, and the wheel axle of the braking wheel is mounted in the long slots; the base is further provided with a linkage mechanism connected with the driving mechanism, and the driving mechanism drives the brake wheel to move up and down along the long slotted hole through the linkage mechanism.

7. The emergency braking device for railway vehicles as claimed in claim 6, wherein the linkage mechanism comprises a sliding slot formed on the base and a sliding block disposed in the sliding slot and capable of sliding along the sliding slot, the base is further formed with a first elongated opening portion opening toward the braking wheel, the top of the sliding block is provided with an inclined surface protruding from the first opening portion, and the braking wheel is driven to move up and down by the engagement of the inclined surface and the braking wheel when the sliding block slides; the driving mechanism is connected with the sliding block and can drive the sliding block to slide along the sliding groove.

8. The railway vehicle emergency brake device of claim 7, wherein the sliding slot extends in a front-to-rear direction of the railway vehicle, and the driving mechanism comprises a first touch bar, a rear end of the first touch bar is connected to the sliding block, and a front end of the first touch bar extends longitudinally to a front of a head of the railway vehicle.

9. The emergency braking device for railway vehicles as claimed in claim 7, wherein the base is formed with a second elongated opening communicating with the sliding slot, the driving mechanism comprises a telescopic driver and a connecting member, one end of the connecting member extends into the sliding slot through the second opening and is connected to the sliding block, the other end of the connecting member is connected to the telescopic driver, and the telescopic driver drives the connecting member to slide along the second opening.

10. The railway vehicle emergency brake of claim 7, wherein a resilient return member is disposed within the slide channel, the return member being configured to return the slide block.

11. The emergency braking device for railway vehicles as claimed in claim 5, wherein a second mounting bracket is disposed on the top of the railway vehicle, the second mounting bracket comprises a supporting column and a pivoting frame, the pivoting frame comprises a connecting portion and a mounting portion and a driving portion respectively disposed at two ends of the connecting portion, the pivoting frame is connected to the supporting column through the connecting portion, the mounting portion is used for mounting the braking wheel, a certain included angle is formed between the mounting portion and the driving portion, the driving mechanism is connected to the driving portion, and the driving portion drives the mounting portion to rotate up and down through action.

12. The rail vehicle emergency brake of claim 11, wherein the drive mechanism includes a second trip lever extending in a fore-and-aft direction of the rail vehicle, a front end of the second trip lever extending longitudinally forward of a nose of the rail vehicle, and a rear end of the second trip lever pivotally coupled to the drive portion of the pivot bracket.

13. The railway vehicle emergency brake device of claim 12, further comprising a link member, wherein one end of the link member is pivotally connected to the support post, the other end of the link member is pivotally connected to the second trip lever, and the link member is spaced apart from the pivot bracket.

14. A rail vehicle, characterized in that the rail vehicle is capable of running along a rail, and that the rail vehicle is provided with a rail vehicle emergency brake device according to any one of claims 1 to 13.

15. The rail vehicle according to claim 14, wherein the rail vehicle is further provided with a hook member at a head and a hook mating member at a tail, and a plurality of rail vehicles can be connected into a whole through the matching of the hook member and the hook mating member.

16. The rail vehicle of claim 15, wherein the hooking engagement element is telescopically movable back and forth.

17. The rail vehicle according to claim 16, wherein the hooking member is provided with a first electrical connection block, the hooking mating member is provided with a second electrical connection block, and when the hooking member and the hooking mating member are hooked together, the first electrical connection block and the second electrical connection block are electrically connected.

18. The rail vehicle as claimed in claim 14, wherein a sleeve extending forward and backward is disposed on the roof of the rail vehicle, a movable rod capable of sliding forward and backward along the sleeve is disposed in the sleeve, a rear end of the movable rod extends to the rear of the vehicle tail, and a ventilation channel for air to enter and exit is disposed between the sleeve and the movable rod.

19. The rail vehicle as claimed in claim 18, wherein a housing is arranged on the carriage of the rail vehicle at the position of the tail or the head of the rail vehicle, and the housing is of a flexible inflatable deformable structure.

20. The rail vehicle of claim 19, wherein the housing tapers rearwardly from the tail and is of streamlined configuration.

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