CN215204901U - Railway hump electromagnetic vehicle speed reducer - Google Patents

Abstract

The utility model discloses a railway hump electromagnetic vehicle reducer, which is used for being arranged on two stock rails which are longitudinally distributed; the speed reducer comprises an iron core, a magnet exciting coil, a wear-resisting plate, a brake plate and a sleeper plate; the iron core is arranged on the sleeper plate; each stock rail is positioned in one iron core; the two iron cores are provided with two excitation coils which are distributed in a surrounding way, and the tops of the left side and the right side of each iron core are respectively fixed with an abrasion-resistant plate; the top of each wear-resisting plate is respectively paved with a brake plate which can move along the direction vertical to the stock rail along the longitudinal direction; and the transverse gap between the two brake plates above each iron core is used for guiding the wheel to be braked. The utility model discloses a railway hump electromagnetism vehicle reduction gear's excitation coil circular telegram back produces the closed magnetic field of wheel etc. of encircling iron core, antifriction plate, braking plate and the vehicle that needs the braking, carries out friction braking and eddy current braking through the wheel to the vehicle and comes jointly to slow down the vehicle, guarantees the speed reduction effect to railway vehicles.

Description

Railway hump electromagnetic vehicle speed reducer

Technical Field

The utility model relates to a railway vehicle reduction gear technical field especially relates to a railway hump electromagnetism vehicle reduction gear.

Background

The vehicle retarder is a mechanical device applied to a railway hump marshalling station for controlling the speed of a sliding freight vehicle. At present, the vehicle speed reducers in China are divided into three types, namely pneumatic, hydraulic and electric, according to the driving mode, and are divided into two types, namely gravity type and non-gravity type, according to the working principle, and friction braking is adopted.

The pneumatic gravity type vehicle speed reducer is the most widely applied and technically mature vehicle speed reducer in China at present, and is driven by air pressure, wheels extrude a braking rail to enable a travelling rail to float upwards and support a vehicle, and the braking force is in direct proportion to the weight of the vehicle. The pneumatic gravity type speed reducer is mainly characterized by large braking force, quick action, no leakage of hydraulic oil and simple control system.

The hydraulic gravity type speed reducer adopts hydraulic drive to replace pneumatic drive, and a centralized hydraulic system replaces an air compression station and an air supply pipeline.

The electric gravity type speed reducer adopts motor drive to replace cylinder drive, and cancels the construction and maintenance of an air compression station and an air supply pipeline.

The pneumatic non-gravity type speed reducer divides the pressure of high-pressure air into 4-6 levels, a control system issues braking commands of different levels according to different vehicle weights and vehicle speeds, and different air pressures are adopted for carrying out graded braking on vehicles.

The hydraulic non-gravity type speed reducer adopts a distributed hydraulic system, namely, one speed reducer is matched with a set of hydraulic system, the pressure of hydraulic oil is divided into 3 or more grades, and after a vehicle enters the speed reducer in a braking state, wheels extrude a braking rail, so that the pressure of the hydraulic oil is increased, and the braking force is increased. The speed reducer has the characteristics of energy conservation, no special sleeper plate foundation and low cost.

However, the conventional reduction gear has the following technical problems:

1. for the existing gravity type speed reducer, the braking force is not adjustable due to the fixed mechanical lever ratio, so that the phenomenon of light vehicle jumping during braking is difficult to completely avoid, and in severe cases, vehicle damage or vehicle off-line accidents can occur. The braking force of the gravity type speed reducer is generally designed according to the use requirements of a heavy vehicle, so that the heavy vehicle is not overspeed, but wheels jump from a running rail and roll on a braking rail when the light vehicle is braked, and the wheels fall on the running rail again after the speed reducer is relieved. The wheels are separated from the running rails, and certain potential safety hazards exist.

2. The existing pneumatic non-gravity type speed reducer and hydraulic non-gravity type speed reducer are classified in braking force, but the number of stages is small, and accurate control of the braking force is difficult to realize. The pneumatic speed reducer is not sensitive to lower pressure level due to low system pressure, and the increase of classification is difficult. The hydraulic retarder can increase the system pressure, but the complexity of the hydraulic system is increased after increasing the grading.

3. For the existing gravity type speed reducer, the opening size is sensitive, the opening size needs to be adjusted periodically according to the abrasion condition of the matching part of the braking rail and each shaft hole, and the workload of equipment maintenance is large.

4. For the existing gravity type speed reducer, the whole vehicle needs to be supported when the speed reducer is braked, all parts are stressed greatly, and the stressed parts are easy to break under the action of fatigue load, so that the service life is shortened.

5. For the existing hydraulic speed reducer, after hydraulic oil is leaked, the hydraulic speed reducer pollutes the environment.

6. In addition, the prior speed reducer has serious noise pollution when in friction braking and compressed air discharging.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a railway hump electromagnetism vehicle reduction gear to the technical defect that prior art exists.

Therefore, the utility model provides a railway hump electromagnetic vehicle reducer, which is used for being arranged on two stock rails which are longitudinally distributed;

the railway hump electromagnetic vehicle speed reducer comprises an iron core, a magnet exciting coil, a wear-resistant plate, a brake plate and a sleeper plate;

the iron cores are arranged on a plurality of sleeper plates which are transversely distributed and longitudinally arranged at equal intervals;

each stock rail is positioned in a hollow iron core which is longitudinally distributed and is positioned in the middle of the inside of the iron core;

the top of each iron core is provided with a longitudinally distributed gap, and the front end and the rear end of each iron core are completely opened;

wear-resisting plates horizontally protruding towards the inner side direction are respectively fixed at the tops of the free ends on the left side and the right side of each iron core along the longitudinal direction;

the top of each wear-resisting plate is respectively and flatly laid with a brake plate which can move along the direction vertical to the stock rail along the longitudinal direction;

for the two brake plates above each iron core, a transverse gap between the two brake plates is used for guiding in a wheel needing to be braked;

the excitation coil comprises an inner excitation coil and an outer excitation coil, wherein the inner excitation coil is distributed in a surrounding manner;

the two iron cores are arranged on the opposite sides and are respectively provided with an inner side plate which is longitudinally distributed;

the outer side surfaces of the two inner side plates are contacted with the inner sides of the same inner excitation coils which are distributed in a surrounding way;

the two iron cores are arranged on the opposite sides and are respectively provided with an outer side plate which is longitudinally distributed;

the inner side surfaces of the two outer side plates are contacted with the outer sides of the same surrounding outer excitation coils;

for each iron core, a transverse gap is formed between the inner side plate and the outer side plate of the iron core, and the stock rail is fixedly arranged in the middle of the transverse gap;

the parts of the inner magnet exciting coil and the outer magnet exciting coil, which are positioned in the transverse gap of the iron core, are respectively positioned at the inner side and the outer side of the stock rail in the iron core.

Preferably, the front and rear sides of the inner excitation coil are shaped like U or U;

the shape of the front and back sides of the outer excitation coil is U-shaped or U-shaped;

the front shape of the iron core is U-shaped or U-shaped.

Preferably, the front side and the rear side of the excitation coil are positioned between the two iron cores and are respectively transversely and horizontally distributed and are parallel to the sleeper slab;

the parts of the front side and the rear side of the outer excitation coil between the two iron cores are respectively transversely and horizontally distributed and are parallel to the sleeper slab.

Preferably, the materials of the iron core, the wear plate and the brake plate are all magnetic conductive materials.

Preferably, the inner and outer field coils are configured to form a closed magnetic field around the core, the wear plate, the brake plate and the wheel when energized;

the closed magnetic field is used for driving the brake plate to press the wheel to generate friction force, and simultaneously generating eddy current brake force on the moving wheel to jointly brake the wheel.

Preferably, the part of the inner exciting coil and the part of the outer exciting coil which are positioned in each iron core are electrified with the same direction of current.

Preferably, each brake plate comprises a plurality of brake plate segments;

the front end and the rear end of each brake plate section are respectively provided with a folding lug in the direction away from the outer side of the stock rail;

each folding lug is provided with a positioning hole;

each iron core is provided with a positioning shaft which is horizontally distributed in the transverse direction at the position corresponding to the positioning hole on each folding lug;

the positioning shaft is correspondingly inserted into the positioning hole;

each positioning shaft is sleeved with a spring at the part between the outer side of the iron core and the inner side of the folded lug.

Preferably, each positioning shaft comprises a main supporting part and a limiting part;

the inner side end of the main supporting part is fixedly connected with the iron core;

the outer side end of the main supporting part is fixedly connected with the limiting part;

the main supporting part and the limiting part are both in the shape of a cylinder;

the central axes of the main supporting part and the limiting part are positioned on the same straight line;

the limiting part is used for being inserted into the positioning hole on the folding lug;

the diameter of the main supporting part is larger than that of the limiting part;

the joint of the right side of the main supporting part and the left side of the limiting part forms a step surface.

Preferably, for the two braking plates on each iron core, the front end and the rear end of each braking plate respectively form a bell mouth shape.

Preferably, for the two brake plates on each iron core, the front end and the rear end of each brake plate are respectively used as the inlet position and the outlet position of the speed reducer and are respectively provided with an inclined plane for leading in or leading out the wheel;

for the two brake plates on each iron core, the inclined planes at the same ends of the two brake plates are distributed in bilateral symmetry.

By above the technical scheme the utility model provides a it is visible, compare with prior art, the utility model provides a railway hump electromagnetism vehicle reduction gear, its structural design science constitutes a confined toroidal magnetic field together through iron core, antifriction plate, braking plate, stock rail on it with the wheel of the vehicle that needs to brake, can carry out friction braking and eddy current braking through the wheel to the vehicle and come jointly to the vehicle speed reduction under the effect of electromagnetic field, guarantees to railway vehicle's speed reduction effect, has important production practice meaning.

Furthermore, the utility model discloses can change the size in magnetic field through the electric current or the voltage of adjusting excitation coil to the size of the braking force of vehicle is changed, turns into the kinetic energy of vehicle the heat energy of braking plate and wheel, consumes in the atmosphere.

Drawings

Fig. 1 is a schematic view of an installation state of a railway hump electromagnetic vehicle retarder provided by the present invention;

fig. 2 is a schematic view of the operating principle of the railway hump electromagnetic vehicle retarder provided by the present invention, specifically taking the structure of the peripheral part of the iron core located on the left side as an example (the operating principle of the peripheral parts of the iron core located on the left and right sides is the same);

fig. 3 is a schematic view of the working principle of the electromagnetic vehicle retarder for a railway hump when the retarder is in a braking position, specifically taking the structure of the peripheral part of the iron core on the left side as an example;

fig. 4 is the utility model provides a railway hump electromagnetism vehicle reduction gear, is in the theory of operation when alleviating the position sketch map, specifically uses the peripheral partial structure of iron core that is located the left side as an example.

Fig. 5 is a schematic layout diagram of an inner excitation coil and an outer excitation coil as excitation coils in a railway hump electromagnetic vehicle retarder provided by the present invention;

fig. 6 is a schematic magnetic circuit diagram of the electromagnetic vehicle speed reducer for railway hump, which specifically takes the structure of the peripheral part of the iron core on the left side as an example.

Detailed Description

In order to make the technical means of the present invention easier to understand, the present application will be further described in detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant application and are not limiting of the application. It should be noted that, for convenience of description, only the portions related to the present application are shown in the drawings.

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.

It should be noted that in the description of the present application, the terms of direction or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application.

In addition, it should be noted that, in the description of the present application, unless otherwise explicitly specified and limited, the term "mounted" and the like should be interpreted broadly, and may be, for example, either fixedly mounted or detachably mounted.

The specific meaning of the above terms in the present application can be understood by those skilled in the art as the case may be.

Referring to fig. 1 to 6, the present invention provides a railway hump electromagnetic vehicle retarder for mounting on two longitudinally distributed stock rails 1 (e.g. steel rails);

two stock rails 1, which constitute the rails of a railway vehicle;

it should be noted that the wheels at the bottom of a railway vehicle, such as a freight or passenger vehicle, pass over two stock rails 1.

The electromagnetic vehicle speed reducer for the railway hump comprises an iron core 2, a wear-resistant plate 4, a brake plate 5 and a sleeper plate 9;

wherein, the iron core 2 is arranged on a plurality of sleeper plates 9 which are distributed transversely and arranged longitudinally at equal intervals;

wherein, each stock rail 1 is positioned in a hollow iron core 2 which is longitudinally distributed, and is positioned in the middle position in the iron core 2;

the top of each iron core 2 is provided with a longitudinally distributed gap, and the front end and the rear end of each iron core are completely opened;

wherein, the tops of the free ends at the left and right sides of each iron core 2 are respectively fixed with wear-resisting plates 4 which horizontally protrude towards the inner side direction along the longitudinal direction;

the top of each wear plate 4 is horizontally laid with a brake plate 5 which can move along the direction vertical to the stock rail 1 (i.e. the stock rail 1 distributed vertical to the longitudinal direction performs horizontal and transverse movement);

the two brake pads 5 above each core 2 are provided with a lateral gap between the two brake pads 5 for guiding a wheel 8 to be braked (i.e., a wheel of a vehicle such as a railway train).

In the present invention, in particular, the excitation coil includes an inner excitation coil 31 and an outer excitation coil 32;

as shown in fig. 5, the two cores 2 have longitudinally distributed inner side plates 21 on opposite sides (i.e., inner sides);

the outer side surfaces of the two inner side plates 21 are contacted with the inner sides of the same inner excitation coils 31 which are distributed in a surrounding way;

the two iron cores 2 are arranged on the opposite sides and are respectively provided with an outer side plate 22 which is longitudinally distributed;

the inner side surfaces of the two outer side plates 22 are contacted with the outer sides of the same surrounding outer excitation coil 32;

for each core 2, there is a lateral gap between its inner 21 and outer 22 plates, and the stock rail 1 is fixedly arranged in the middle of this lateral gap.

Wherein, the parts of the inner exciting coil 31 and the outer exciting coil 32 which are positioned in the transverse gap of the iron core 2 are respectively positioned at the inner side and the outer side of the stock rail 1 in the iron core; the method specifically comprises the following steps: the outer sides of the left and right ends of the inner exciting coil 31 are respectively contacted with one side (namely the inner side) opposite to the two stock rails 1; the outer sides of the left and right ends of the outer exciting coil 32 are respectively in contact with the opposite sides (i.e., the outer sides) of the two stock rails 1.

In particular, the front and rear sides of the inner exciting coil 31 are U-shaped or U-shaped;

the shape of the front and back sides of the external excitation coil 32 is U-shaped or U-shaped;

in concrete implementation, the front and back sides of the inner excitation coil 31 are located between the two iron cores 2, and are respectively horizontally distributed and parallel to the sleeper plate 9.

The parts of the outer excitation coil 32 located between the two cores 2 on the front and rear sides are horizontally distributed in the transverse direction and are parallel to the tie plate 9.

In the present invention, it should be noted that, referring to fig. 5, the field coil of the present invention includes two parts, i.e., an inner field coil 31 and an outer field coil 32.

Wherein, the inner excitation coil 31 distributed around is positioned at the inner side direction of the two stock rails 1, the outer excitation coil 32 distributed around is positioned at the outer side direction of the two stock rails 1, and the inner excitation coil 31 and the outer excitation coil 32 both have parts which longitudinally penetrate through the transverse gap in the iron core 2 to form two large annular coils.

It should be noted that, referring to fig. 5, the inner exciting coil 31 and the outer exciting coil 32 each include a plurality of wires, and the wires located in the core 2 are longitudinally distributed.

The inner exciting coil 31 and the outer exciting coil 32 of each core 2 are energized with currents in the same direction.

The magnetic circuit formed after energization is shown in fig. 6. For a core 2, the field coils (including the inner field coil 31 and the outer field coil 32) located inside the core 2 may be supplied with current both inward of the plane of the paper (i.e., longitudinally rearward) and outward of the plane of the paper (i.e., longitudinally forward).

When the current is directed inwards, a clockwise circular magnetic circuit will be formed in the core 2, wear plate 4, brake plate 5, wheel 8 and stock rail 1 according to ampere's rule.

When the current direction is outward, a counterclockwise circular magnetic circuit is formed. The magnetic circuit is divided into two parts, a main flux magnetic circuit a passing through the core 2, the wear plate 4, the brake plate 5 and the wheel 8, and a leakage flux magnetic circuit B passing through the core 2, the wear plate 4, the brake plate 5, the wheel 8 and the stock rail 1. When the wheel 8 does not enter between the two brake plates 5, the leakage magnetic flux magnetic circuit B does not pass through the wheel 8, and directly pushes the two brake plates 5 to move oppositely. When the wheel 8 enters between the two brake plates 5, the main magnetic flux magnetic circuit and the leakage magnetic flux magnetic circuit jointly push the two brake plates 5 to be pressed on the wheel 8.

It should be noted that, in the present invention, for two iron cores, the inner exciting coil 31 and the outer exciting coil 32 on the inner side and the outer side of the stock rail 1 in any one of the iron cores 2 are supplied with currents in the same direction, so, the inner exciting coil 31 and the outer exciting coil 32 on the inner side and the outer side of the stock rail 1 in the other iron core 2 are also supplied with currents in the same direction, however, since the inner exciting coil 31 and the outer exciting coil 32 are coils distributed around, the current directions of the exciting coils (including the inner exciting coil 31 and the outer exciting coil 32) in the two iron cores 2 are opposite, for example, the current of the exciting coil in one iron core 2 is longitudinally backward, and then the current of the exciting coil in the other iron core is longitudinally forward.

In the present invention, the front shape of the core 2 is preferably "U" shaped or U-shaped.

The utility model discloses in, on specifically realizing, iron core 2, antifriction plate 4 and brake block 5's material is magnetic materials, and wherein antifriction plate 4 and brake block 5 are high rigidity wear-resistant material.

In the present invention, the inner exciting coil 31 and the outer exciting coil 32 are used to form a closed magnetic field surrounding the iron core 2, the wear-resistant plate 4, the brake plate 5, and the wheel 8 after being energized;

the closed magnetic field is used for driving the brake plate 5 to press the wheel 8 to generate friction force, and simultaneously generating eddy current brake force on the moving wheel to jointly brake the wheel 8.

In the present invention, in the concrete implementation, refer to fig. 2, fig. 2 is the working principle diagram of the electromagnetic vehicle speed reducer of the present invention. After the inner field coil 31 and the outer field coil 32 are energized, the U-shaped iron core 2, the wear plate 4, the brake plate 5, the stock rail 1 and the wheel 8 together form a closed annular magnetic field, and the direction of the magnetic lines of force is shown in fig. 6 according to the ampere rule. At this time, the magnetic field drives the brake plate 5 to press the wheel 8, and the wheel 8 is subjected to friction braking. Meanwhile, the rotation of the wheel 8 cuts magnetic lines of force, induced current is generated on the surface of the wheel 8, the induced current forms a magnetic field, and the Lorentz force generated by the magnetic field hinders the movement of the wheel 8 to carry out eddy current braking on the wheel 8.

In the present invention, it should be noted that, referring to fig. 1, each iron core 2 has two long braking plates 5, and the electromagnetic vehicle speed reducer of the present invention includes four long braking plates 5. Wherein the two brake plates 5 are on the inside of the two stock rails 1 (i.e. rails) and the two brake plates 5 are on the outside of the two stock rails 1 (i.e. rails).

In a specific implementation, each brake plate 5 may include a plurality of brake plate segments 50 (for example, the brake plate 5 in fig. 1 includes two brake plate segments 50), each brake plate segment 50 has a length of 2.4m, and two adjacent brake plate segments 50 are connected by a pin.

In the present invention, in particular, referring to fig. 1 and 2, the front and rear ends of each brake plate segment 50 are respectively provided with a folding lug 52 in the outside direction away from the stock rail 1;

each folding lug 52 is provided with a positioning hole 60;

each iron core 2 is provided with a positioning shaft 6 which is horizontally distributed in the transverse direction at the position corresponding to the positioning hole 60 on each folding lug 52;

the positioning shaft 6 is correspondingly inserted into the positioning hole 60;

each positioning shaft 6 is covered with a spring 7 at a portion between the outside of the core 2 and the inside of the lug 52.

It should be noted that, for the present invention, when the electromagnetic vehicle retarder of the present invention is released (i.e., not braking the vehicle), the two braking plates 5 are opened by the elastic force of the spring 7. After the outage, rely on the elasticity of spring 7, can make two braking plates 5 keep great opening size, make the utility model discloses an electromagnetism vehicle reduction gear is in alleviating the position.

In a specific implementation, each positioning shaft 6 comprises a main supporting part 61 and a limiting part 62;

the inner end of the main supporting part 61 is fixedly connected with the iron core 2;

the outer side end of the main supporting part 61 is fixedly connected with a limiting part 62;

the main supporting part 61 and the limiting part 62 are both in the shape of a cylinder;

the central axes of the main supporting part 61 and the limiting part 62 are positioned on the same straight line;

a stopper 62 for insertion into a positioning hole in the lug 52;

the diameter of the main supporting part 61 is larger than that of the limiting part 62;

a step surface is formed at the joint of the right side of the main supporting part 61 and the left side of the limiting part 62.

In the present invention, in the concrete implementation, fig. 3 shows the utility model provides a pair of railway hump electromagnetic vehicle speed reducer, the working principle schematic diagram when being in the braking position. Referring to fig. 3, when the exciting coil 3 is energized, the two braking plates 5 above each iron core 2 move towards each other along the wear-resistant plate 4 under the action of the magnetic field force, so that the opening size L between the two braking plates 5 is reduced. The spring 7 that the braking plate 5 compression contacted, when the step face of locating pin 6 was run into to braking plate 5, stop motion, the open dimension L that is located between two braking plates 5 of iron core 2 top reached the minimum, the utility model discloses an electromagnetism vehicle reduction gear is in the braking position, and L is less than the minimum width 135mm of wheel.

The utility model discloses in, in the concrete realization, rail vehicle's wheel, generally make by special steel, can receive the influence in magnetic field.

The utility model discloses in, on specifically realizing, to two braking plates 5 on every iron core 2, a horn mouth shape is constituteed respectively at both ends around two braking plates 5. The method specifically comprises the following steps: the front and rear ends of the two brake plates 5 are used as the entrance position and the exit position of the speed reducer, and have inclined surfaces 51 for leading in and out of the wheels 8, respectively, and the inclined surfaces 51 at the same end of the two brake plates 5 are distributed in bilateral symmetry for the two brake plates 5 on each iron core 2.

It should be noted that, to the utility model discloses, the braking plate 5 of electromagnetism vehicle reduction gear is the horn mouth in entry and exit, makes things convenient for wheel 8 to channel into, and wheel 8 gets into the reduction gear of braking position, extrudes two braking plates 5 and opens, and braking plate 5 is through friction wheel 8, brakes the speed reduction to wheel 8, realizes friction braking.

The utility model discloses in, specifically realize, figure 4 is the utility model provides a pair of railway hump electromagnetism vehicle reduction gear is in the theory of operation schematic diagram when alleviating the position. Referring to fig. 4, after the excitation coil 3 is de-energized, the two braking plates 5 above each iron core 2 can keep a larger opening size L, which is larger than 160mm, by means of the elastic force of the spring 7, and the wheels 8 can freely pass through the opening size L.

In order to understand the technical solution of the present invention more clearly, the working principle of the present invention is explained below.

To the utility model provides a railway hump electromagnetism vehicle reduction gear, this electromagnetism vehicle reduction gear's core component have constituted the electro-magnet of U-shaped, and the inside iron core 2 that is a U-shaped of electro-magnet arranges excitation coil 3 on iron core 2 for walk the inside central point of the electro-magnet that stock rail 1 of walking wheel 8 is located the U-shaped and put (specifically the inside intermediate position of iron core 2 of U-shaped). Wear-resisting plates 4 are fixed on the tops of the left and right open side ends of the iron core 2, and braking plates 5 which can move along the direction vertical to the track are arranged on the wear-resisting plates 4.

Under the action of the spring 7, the size of the opening between the two brake plates 5 above each iron core 2 is larger than the width of the wheel 8, and a vehicle can freely pass through the opening.

When the vehicle needs to be decelerated, the inner excitation coil 31 and the outer excitation coil 32 are energized, and under the action of magnetic field force, the two brake plates 5 above each iron core 2 move towards the direction of the wheel 8 (i.e. move towards each other) and are tightly attached to the wheel 8. At this time, the U-shaped iron core 2, the wear plate 4, the brake plate 5, the stock rail 1 and the wheel 8 together form a closed toroidal magnetic field. Because the brake plate 5 and the wheel 8 have no clearance, the magnetic field intensity is maximum, and the magnetic field is used for driving the brake plate 5 to press the wheel 8 to generate friction force, so that friction braking is formed on the wheel 8. Meanwhile, when the vehicle enters the stock rail 1, the wheel 8 rotates to cut magnetic lines of force, induced current is generated on the surface of the wheel 8, the induced current forms a magnetic field, and the Lorentz force generated by the magnetic field is opposite to the moving direction of the wheel 8 according to Lenz's law, so that the movement of the wheel 8 is hindered, namely eddy current braking. Therefore, it is to the utility model discloses, through the wheel deceleration of friction braking and eddy current braking common to the vehicle to can change the size in magnetic field through the electric current or the voltage of adjusting excitation coil 3, thereby change the size of electromagnetism wheel reduction gear to the braking force of vehicle. The kinetic energy of the vehicle is dissipated in the atmosphere by being converted into heat energy of the brake plate and the wheels.

It should be further noted that when the exciting coils (including the inner exciting coil 31 and the outer exciting coil 32) are energized, the two braking plates above each iron core 2 form two different magnetic poles, and under the action of the electromagnetic attraction, the two braking plates move along the direction perpendicular to the track, so that the size of the opening between the two braking plates 5 is smaller than the width of the wheel 8, i.e. smaller than 135 mm. When wheel 8 gets into the utility model discloses a behind the reduction gear, be located 1 tops of stock rail, the side of braking plate 5 and wheel 8 is close to. At this moment, iron core 2, antifriction plate 4, braking plate 5 and the wheel 8 of U-shaped form a confined annular magnetic field jointly, under the effect of magnetic field force, the utility model discloses a reduction gear brakes the wheel of vehicle.

After excitation coil (including interior excitation coil 31 and outer excitation coil 32) outage, under the effect of spring 7, two braking plates 5 move to opposite direction rapidly, make the opening size between two braking plates be greater than 160mm, and the reduction gear is alleviated, and wheel 8 can freely pass through the utility model discloses a reduction gear. After the brake plates 5 are moved to the proper position, the opening size between the two brake plates 5 in the release position can be maintained by the elastic force of the springs 7.

According to the technical scheme provided by the utility model, right the utility model discloses, this reduction gear adopts contact electromagnetic braking, and excitation coil circular telegram back, iron core 2, antifriction plate 4, mobilizable braking plate 5, stock rail 1 and the wheel 8 of U-shaped form a confined annular magnetic field jointly, and under the effect of magnetic field power, the braking plate is close to with the wheel, carries out friction braking to the wheel. Meanwhile, as the wheels cut magnetic lines, the electromagnetic field also carries out eddy current braking on the moving wheels.

To the utility model discloses, the utility model discloses an electromagnetism vehicle reduction gear's iron core is the U-shaped, and stock rail 1 is located the inside intermediate position of U-shaped iron core, and excitation coil 3 arranges the inside at the U-shaped iron core.

The utility model discloses, to two braking boards of 2 tops on every iron core, the braking board is behind the tight wheel of clamp, when needing to stop the braking, and excitation coil outage relies on the elasticity of spring, can strut two braking boards, loses the brake force to the wheel rapidly to accurate control vehicle speed.

Compared with the prior art, the utility model provides a railway hump electromagnetism vehicle reduction gear has following beneficial effect:

1. the utility model provides the high security of equipment usage. The braking force of the vehicle speed reducer is easy to grade, different braking forces can be applied to different vehicles, and potential safety hazards and damage to the vehicles caused by light vehicle jumping are thoroughly eliminated.

2. The utility model provides the high maintainability of equipment reduces the work load that the user maintained. The opening size of the electromagnetic speed reducer can be automatically adjusted, the clamping plate is only replaced after the brake clamping plate is worn to the limit, and the opening size does not need to be adjusted in the process.

3. The utility model provides the high reliability of equipment, increase of service life. The electromagnetic speed reducer does not need to lift a vehicle, and parts have good stress condition and long service life.

4. The utility model discloses eliminated the oil leak problem, friendly to the environment. The utility model discloses an electromagnetism vehicle reduction gear adopts electromagnetic drive, does not need hydraulic oil.

5. The utility model discloses reduce the work noise of reduction gear. The utility model discloses an electromagnetism vehicle speed reducer replaces "emergency brake" with longer steady braking, has reduced the excitation to the wheel when the braking to reduce the working noise of reduction gear. Compared with a pneumatic speed reducer, the electromagnetic vehicle speed reducer has no exhaust noise.

To sum up, the utility model provides an electromagnetism vehicle reduction gear is an adoption new transmission mode's reduction gear, is different from current pneumatics, hydraulic pressure and electric reduction gear. By adjusting the working current or voltage, the braking force of the speed reducer can be controlled in a grading way or in a linear way, so that the potential safety hazard and the damage to the vehicle caused by the light vehicle jumping are thoroughly eliminated.

For the utility model discloses a reduction gear, under the electromagnetic field effect, braking plate and wheel contact, friction braking and eddy current braking act on the wheel jointly, the utility model provides an electromagnetism vehicle reduction gear is little for current friction braking reduction gear, and the excitation to the wheel, the vibration of production is little, has controlled the noise from the source of shaking, the intensity of noise reduction.

The utility model discloses an electromagnetic retarder's braking force is linear controllable, can design the upgrading through further to computer control system, can realize the balanced braking to hump swift current vehicle. When the vehicle enters the speed reducer, the speed reducer is in a braking state, and the speed reducer is relieved until the vehicle leaves the speed reducer and just reaches the outlet speed given by the system. This requires the application of a corresponding braking force in accordance with the deceleration given by the control system, and the electromagnetic vehicle retarder of the present invention can meet the requirements. The utility model discloses an equilibrium braking is favorable to improving the speed that the vehicle passes through, improves marshalling efficiency promptly, has alleviateed the impact of vehicle to equipment simultaneously, has improved the reliability and the life of equipment.

In view of the fact that the existing domestic gravity type speed reducer needs to strictly adjust the opening size of the brake plate according to the abrasion condition of the brake plate, the workload of equipment maintenance is large. The utility model provides an electromagnetism vehicle reduction gear's braking plate can compress tightly on the wheel automatically under the electromagnetic force effect, only brake plate wearing and tearing just change after exceeding standard, and the opening size of braking plate need not be adjusted during, has reduced a large amount of human costs.

Therefore, compare with prior art, the utility model provides a pair of railway hump electromagnetism vehicle reduction gear, its structural design science constitutes a confined toroidal magnetic field together through iron core, antifriction plate, braking vane, stock rail on it with the wheel of the vehicle that needs the braking, can carry out friction braking and eddy current braking through the wheel to the vehicle and come jointly to the vehicle speed reduction under the effect of electromagnetic field, guarantees to railway vehicle's speed reduction effect, has the production practice meaning of heaviness.

Furthermore, the utility model discloses can change the size in magnetic field through the electric current or the voltage of adjusting excitation coil to the size of the braking force of vehicle is changed, turns into the kinetic energy of vehicle the heat energy of braking plate and wheel, consumes in the atmosphere.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims (10)

1. A railway hump electromagnetic vehicle retarder is characterized in that the retarder is used for being arranged on two stock rails (1) which are longitudinally distributed;

the railway hump electromagnetic vehicle speed reducer comprises an iron core (2), an excitation coil, a wear-resisting plate (4), a brake plate (5) and a sleeper plate (9);

wherein, the iron core (2) is arranged on a plurality of sleeper plates (9) which are distributed transversely and arranged longitudinally at equal intervals;

wherein each stock rail (1) is positioned in a hollow iron core (2) which is longitudinally distributed and is positioned in the middle of the inside of the iron core (2);

the top of each iron core (2) is provided with a longitudinally distributed gap, and the front end and the rear end of each iron core are completely opened;

wherein, the tops of the free ends at the left side and the right side of each iron core (2) are respectively fixed with wear-resisting plates (4) which horizontally protrude towards the inner side direction along the longitudinal direction;

the top of each wear-resisting plate (4) is respectively and flatly laid with a brake plate (5) which can move along the direction vertical to the stock rail (1) along the longitudinal direction;

for the two brake plates (5) above each iron core (2), a transverse gap between the two brake plates (5) is used for guiding a wheel (8) needing braking;

the excitation coil comprises an inner excitation coil (31) and an outer excitation coil (32), wherein the inner excitation coil and the outer excitation coil are distributed in a surrounding mode;

the two iron cores (2) are arranged on the opposite sides and are respectively provided with an inner side plate (21) which is longitudinally distributed;

the outer side surfaces of the two inner side plates (21) are contacted with the inner sides of the same inner excitation coils (31) which are distributed in a surrounding way;

the two iron cores (2) are arranged on the opposite sides and are respectively provided with an outer side plate (22) which is longitudinally distributed;

the inner side surfaces of the two outer side plates (22) are contacted with the outer sides of the same surrounding outer excitation coils (32);

for each iron core (2), a transverse gap is formed between the inner side plate (21) and the outer side plate (22), and the stock rail (1) is fixedly arranged in the middle of the transverse gap;

the parts of the inner excitation coil (31) and the outer excitation coil (32) which are positioned in the transverse gap of the iron core (2) are respectively positioned at the inner side and the outer side of the stock rail (1) in the iron core.

2. A railway hump electromagnetic vehicle retarder according to claim 1, characterized in that the shape of the front and rear side portions of the inner exciting coil (31) is "U" -shaped or U-shaped;

the front and back sides of the outer exciting coil (32) are U-shaped or U-shaped;

the front shape of the iron core (2) is U-shaped or U-shaped.

3. A railway hump electromagnetic vehicle retarder according to claim 1, characterized in that the parts of the field coil (31) located between the two cores (2) on the front and rear sides thereof are respectively horizontally distributed in the transverse direction and parallel to the tie plate (9);

the front side and the rear side of the outer excitation coil (32) are positioned between the two iron cores (2), are respectively transversely and horizontally distributed and are parallel to the sleeper plate (9).

4. A railway hump electromagnetic vehicle retarder according to claim 1, characterized in that the material of the core (2), the wear plate (4) and the brake plate (5) is a magnetically conductive material.

5. A railway hump electromagnetic vehicle retarder according to claim 1, characterized in that the inner field coil (31) and the outer field coil (32) are adapted to form a closed magnetic field around the core (2), the wear plate (4), the brake plate (5) and the wheel (8) after being energized;

the closed magnetic field is used for driving the brake plate (5) to press the wheel (8) to generate friction force, and simultaneously generating eddy current brake force on the moving wheel to jointly brake the wheel (8).

6. A railway hump electromagnetic vehicle retarder according to claim 1, characterized in that the part of the inner field coil (31) and the part of the outer field coil (32) of each core (2) are fed with currents in the same direction.

7. A railway hump electromagnetic vehicle retarder according to any one of claims 1 to 6, characterized in that each brake plate (5) comprises a plurality of brake plate segments (50);

the front end and the rear end of each brake plate section (50) are respectively provided with a folding lug (52) in the outer side direction far away from the stock rail (1);

each folding lug (52) is provided with a positioning hole (60);

each iron core (2) is provided with a positioning shaft (6) which is horizontally distributed in the transverse direction at the position corresponding to the positioning hole (60) on each folding lug (52);

the positioning shaft (6) is correspondingly inserted into the positioning hole (60);

each positioning shaft (6) is sleeved with a spring (7) at a part between the outer side of the iron core (2) and the inner side of the folded lug (52).

8. A railway hump electromagnetic vehicle retarder according to claim 7, characterized in that each positioning shaft (6) comprises a main supporting part (61) and a limit part (62);

the inner side end of the main supporting part (61) is fixedly connected with the iron core (2);

the outer side end of the main supporting part (61) is fixedly connected with a limiting part (62);

the main supporting part (61) and the limiting part (62) are both in the shape of a cylinder;

the central axes of the main supporting part (61) and the limiting part (62) are positioned on the same straight line;

a limiting part (62) which is inserted into a positioning hole on the folding lug (52);

the diameter of the main supporting part (61) is larger than that of the limiting part (62);

a step surface is formed at the joint of the right side of the main supporting part (61) and the left side of the limiting part (62).

9. A railway hump electromagnetic vehicle retarder according to claim 1, characterized in that for two braking plates (5) on each core (2), the front and rear ends of the two braking plates (5) are each formed in the shape of a bell mouth.

10. A railway hump electromagnetic vehicle retarder according to claim 9, characterized in that for the two brake plates (5) on each core (2), the front and rear ends of the two brake plates (5), respectively serving as the inlet and outlet positions of the retarder, have a ramp (51) for the introduction or the withdrawal of the wheel (8), respectively;

for the two brake plates (5) on each iron core (2), the inclined planes (51) at the same end of the two brake plates (5) are distributed in bilateral symmetry.

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