CN219487437U - Emergency braking device for high-speed train - Google Patents

Abstract

The utility model relates to the technical field of high-speed train braking, and discloses an emergency braking device and an emergency braking method for a high-speed train. The utility model has the following advantages and effects: the emergency braking device for the high-speed train can be applied to the train in use by directly installing the bracket at the train chassis without changing the design and layout of the train chassis. The emergency braking device of the high-speed train can be integrally disassembled for maintenance and replacement. The emergency braking device for the high-speed train can be applied to the high-speed train and rail vehicles such as low-speed trains, subways and trams, and can effectively shorten the braking distance of the train during emergency braking and effectively protect the life and property safety of personnel on the high-speed train.

Description

Emergency braking device for high-speed train

Technical Field

The utility model relates to the technical field of rail train braking, in particular to an emergency braking device of a high-speed train.

Background

The high-speed train is also called as a high-speed train, and can continuously run at a high speed, and the highest running speed is generally more than 200 Km/h. The high-speed train belongs to a modern high-speed transportation means, can greatly improve the train speed, thereby improving the train transportation efficiency, and has the advantages of high speed, large transportation capacity, safety, comfort, cleanness, environmental protection and the like.

As the speed of high speed trains continues to increase, the demand for braking performance of the trains also increases. At present, electric air braking is generally adopted for braking of a high-speed train, when electric braking cannot play a role in emergency braking under special conditions, air braking is needed, the disc surface of a brake disc in the air braking is stressed and heated, if the braking process is excessive, the brake disc can be cracked under the action of heat and force, and traffic accidents are easy to cause. Meanwhile, the existing braking mode is longer in braking distance, and the requirement of trains with higher and higher speeds cannot be met.

Disclosure of Invention

The utility model aims to provide an emergency braking device for a high-speed train, which has an emergency braking effect on the high-speed train.

The technical aim of the utility model is realized by the following technical scheme: the emergency braking device of the high-speed train comprises a bracket, a lifting driving mechanism arranged on the bracket and a friction resistance part connected with the lifting driving mechanism, wherein the lifting driving mechanism is used for driving the friction resistance part to descend and then contact a rail, and the friction resistance part is used for applying braking resistance to the high-speed train.

Through adopting above-mentioned technical scheme, the support of high-speed train emergency braking device installs additional on high-speed train chassis, when high-speed train needs emergency braking, and after lift actuating mechanism drive friction resistance portion drove, produces frictional force after the friction resistance portion contacts the track, and friction resistance portion applys the braking resistance to high-speed train, and the pulling high-speed train is slowed down, plays the effect of rapid braking. The emergency braking device of the high-speed train can be matched with an emergency braking system of the train to jointly brake, so that the braking distance is greatly shortened.

When the friction resistance part is lowered and then contacts the track, the friction between the friction resistance part and the track can be rolling friction or sliding friction.

The utility model is further provided with: the lifting driving mechanism comprises a first driving lifting mechanism, the friction resistance part comprises a first friction part, the first driving lifting mechanism is used for driving the first friction part to lift, the first friction part comprises a first seat body, the first seat body is provided with rotatable rollers, the rollers are used for being in contact with wheels of a train, the bottom surface of the first seat body is provided with friction plates or the first seat body is provided with a first resistance wheel arranged at the bottom of the first seat body and a first motor connected with the first resistance wheel.

Through adopting above-mentioned technical scheme, when the high-speed train needs emergency braking, drive first resistance wheel rotation after the first motor circular telegram starts, outage after the rotation in the twinkling of an eye is convenient for with rail fast turn-round contact. The first driving lifting mechanism drives the first seat body to descend and then is positioned in front of the train wheels, the first resistance wheels contact the tracks, and the rollers contact the train wheels. The first seat body can be pressed down by the first driving lifting mechanism to generate acting force between the first resistance wheel and the track or acting force between the friction plate and the track, or after the wheels of a train are contacted with the rollers, acting force is applied to the rollers, and the rollers are pressed down by the first seat body after being stressed, so that acting force is generated between the first resistance wheel and the track or between the friction plate and the track.

When the friction plate is arranged on the bottom surface of the first seat body, the friction plate generates friction force after contacting with the track.

When the first resistance wheel is arranged at the bottom of the first seat body, acting force is generated between the first resistance wheel and the track, the first resistance wheel drives the first motor to idle, and the first motor is utilized to provide resistance. Multiple sets of first motors of different power may also be employed.

The utility model is further provided with: the roller is used for pressing down the first seat body after receiving the acting force of the train wheels.

The utility model is further provided with: the number of the rollers is a plurality, at least one roller is not lower than the axis of the train wheel, and at least one roller is not higher than the axis of the train wheel.

Through adopting above-mentioned technical scheme, in the emergency braking device at high-speed train just start-up stage, lie in train wheel rear, first drive elevating system drives first pedestal and descends the back, and first resistance wheel of first motor drive rotates, and first resistance wheel rotates and forms the helping hand, and the gyro wheel on the first pedestal contacts the train wheel and promotes forward, plays the effect that helps the quick start-up of high-speed train.

The number of the rollers is a plurality, at least one roller is not higher than the axis of the train wheel, and at least one roller is not lower than the axis of the train wheel, so that the rollers can well push the train to advance, and larger pushing or pressing acting force is not easy to be generated on the train wheel.

The utility model is further provided with: the friction plate is positioned below the drag reduction layer.

Through adopting above-mentioned technical scheme, the high-speed train is in emergency braking in-process, if circumstances such as friction disc wearing and tearing break appear, cause sliding friction to become invalid, and first pedestal generally can adopt metal material such as steel when actual manufacturing, can produce the destructive action to the track after first pedestal contacts with the track, consequently set up the drag reduction layer in first pedestal bottom surface, the drag reduction layer adopts smooth, coefficient of friction is less material, drag reduction layer and track direct contact under the circumstances of friction disc damage inefficacy play the effect of reducing resistance, protection track, reduction potential safety hazard, improvement emergency braking process security.

The utility model is further provided with: the first friction part further comprises a base, the first driving lifting mechanism is connected with the base, the first base is slidably connected to the base, the base is provided with a first elastic piece, and the first elastic piece acts on the first base to drive the first base to be far away from the train wheels.

Through adopting above-mentioned technical scheme, when the high-speed train needs emergency braking, first drive elevating system drive base descends, and the base drives first pedestal and descends, before friction disc or the first resistance wheel contact track on first pedestal, gyro wheel can not contact or collide with train wheel. When the friction plate or the first resistance wheel on the first seat body contacts the rail, the friction force generated by the rail on the friction plate or the friction force generated by the rail on the first resistance wheel is opposite to the advancing direction of the train, so that the first seat body is driven to be close to the train wheel, the roller is contacted with the train wheel, the braking resistance is conveniently applied to the train wheel, and the emergency braking of the high-speed train is realized. The rotatable roller contacts with the train wheels, so that the abrasion of the train wheels is reduced.

The utility model is further provided with: the lifting movement track of the first friction part is inclined when the first friction part is driven by the first driving lifting mechanism.

By adopting the technical scheme, the lifting movement track of the first friction part is inclined, firstly, the first friction part is positioned below the chassis when in a lifting state and cannot be positioned right in front of the train wheels, and the layout of the train chassis is not influenced; secondly, the first friction part descends the process and is inclined, so that the first friction part can also descend rapidly, and the requirement of emergency braking is met.

The utility model is further provided with: the device comprises a control unit and a second sensor, wherein the second sensor is used for monitoring the pressure between the first friction part and the track, and the second sensor and the first driving lifting mechanism are connected with the control unit.

Through adopting above-mentioned technical scheme, when the frictional force that receives when first friction portion and track contact is too big, when causing it too big to the braking resistance that train wheel applyed, can lead to two problems: first, high speed trains brake too quickly when traveling at high speeds, and personnel on the trains can be prone to injury, particularly high speed trains transporting passengers. And secondly, the train wheels possibly move to the upper parts of the first seat body and the idler wheels when the resistance of the first friction part is overlarge, so that potential safety hazards such as derailment and the like exist.

In view of this, a safety pressure value is set in the control unit, and the second sensor detects the pressure value between the first friction part and the rail and transmits it to the control unit. When the pressure value exceeds the safety pressure value, the control unit controls the first driving lifting mechanism to act, the first friction part is adjusted to ascend, and the friction force applied to the first friction part is reduced by reducing the acting force between the first friction part and the track, so that the braking resistance applied to the train wheels by the first friction part is reduced.

The utility model is further provided with: the lifting driving mechanism comprises a second driving lifting mechanism, the friction resistance part comprises a second friction part, the second friction part comprises a second base body, a second resistance wheel arranged on the second base body and a second motor connected with the second resistance wheel, the second driving lifting mechanism is used for driving the second base body to lift, the second base body is connected with a first steel wire rope, and the first steel wire rope is used for being connected with a train chassis.

By adopting the technical scheme, the second driving lifting mechanism is additionally arranged on the train chassis, and the second friction part is positioned between the two wheels. At present, the train can move in a reversing way, namely, can run in a forward direction and can run in a reverse direction, so that the number of the first steel wire ropes is at least two, and the first steel wire ropes are respectively extended along the front-back direction of the second seat body and then fixed on the train chassis, so that the high-speed train runs along two directions of the track.

When the high-speed train needs emergency braking, the second motor is powered on to drive the second resistance wheel to rotate, and the second resistance wheel is powered off after instantaneous rotation, so that the second resistance wheel is convenient to be in quick rotating contact with the rail. The second driving lifting mechanism drives the second seat body to descend, the second resistance wheel of the second seat body contacts the track and generates friction force with the track, the second resistance wheel drives the second motor to idle, the second motor provides resistance, the second resistance wheel sequentially passes through the second seat body and the first steel wire rope to pull the train chassis, braking resistance is applied to the high-speed train, and the high-speed train is enabled to rapidly slow down, so that emergency braking is achieved.

The utility model is further provided with: the second seat body is connected with a second steel wire rope, and the second steel wire rope is used for being connected with a train carriage.

By adopting the technical scheme, the number of the second steel wire ropes is at least two, and the second steel wire ropes are respectively connected and fixed with the train carriage after extending along the front direction and the rear direction of the second seat body. When the first steel wire rope applies braking resistance to the train chassis, the second steel wire rope also applies braking resistance to the train carriage, so that the separation of the train carriage and the chassis in the emergency braking process is avoided, and the safety of emergency braking is improved.

The utility model is further provided with: the number of the second resistance wheels is multiple, the second resistance wheels are distributed on two sides of the second seat body in pairs, two opposite second resistance wheel shafts are connected or disconnected, and the number of the second motors is one or multiple.

By adopting the technical scheme, the second resistance wheels are distributed on two sides of the second seat body and respectively correspond to two rails below the high-speed train.

The utility model is further provided with: the upper end of the second driving lifting mechanism is movably connected with the bracket.

Through adopting above-mentioned technical scheme, after the second friction portion contacted the track, the frictional force that the track produced to the second friction portion can drive the second friction portion and produce certain relative motion for train chassis, and second drive elevating system installs on the support, and the support is installed on train chassis, if the relation of connection of second drive elevating system and support is together fixed, can produce effort to second drive elevating system when the relative train chassis motion of second friction portion, causes second drive elevating system and train chassis junction to be impaired easily. The upper end of the second driving lifting mechanism is movably connected to the bracket, and the movable connection mode can be universal ball head connection and hinge connection, so that a certain front-back movable space can be provided.

The utility model is further provided with: the support is provided with a second elastic piece, and the elastic force of the second elastic piece acts on the second seat body to enable the second seat body to keep the downward movement trend.

Through adopting above-mentioned technical scheme, second friction portion is in emergency braking in-process, and the unable fine laminating of second resistance wheel produces frictional force on the track under following two kinds of situations, and then influences braking effect: firstly, the second resistance wheel can not be well attached to the track when jolting and shaking up and down, secondly, the second resistance wheel can generate a gap with the track after being worn, and can not be well attached to the track. Based on the above, the elastic force of the second elastic piece acts on the second seat body to enable the second seat body to always keep a downward movement trend, and after jolting up and down or the second resistance wheel is worn, the elastic force of the second elastic piece acts on the second seat body to enable the second seat body to always keep a downward movement trend, so that the second resistance wheel is attached to the track, and the downward maximum elastic travel is required to be within a safety range.

The utility model is further provided with: the lifting driving mechanism comprises a plurality of second driving lifting mechanisms, and the friction parts comprise a plurality of second friction parts.

By adopting the technical scheme, the number of the second driving lifting mechanism and the second friction part can be multiple.

The utility model is further provided with: the support comprises a cantilever beam, two ends of the cantilever beam are respectively and flexibly connected to the train chassis, and the lifting driving mechanism is arranged on the cantilever beam.

By adopting the technical scheme, the suspension beam is flexibly connected to the firm part of the train chassis, so that a certain movable space can be provided. The connection location may be selected to be a solid location around the axle on the train chassis.

The utility model is further provided with: the system further comprises a control unit and a first sensor, wherein the first sensor is used for monitoring the pressure between two adjacent train carriages, and the first sensor and the lifting driving mechanism are connected with the control unit.

By adopting the technical scheme, the high-speed train comprises a plurality of carriages, the emergency braking device of the high-speed train is arranged below each carriage, and the first sensor has the function of starting to release the braking resistance of the preceding carriage when the braking resistance of the preceding carriage is far greater than that of the following carriage.

The utility model is further provided with: the support is provided with an electromagnet, and the electromagnet is used for adsorbing the friction resistance part.

Through adopting above-mentioned technical scheme, in the normal travel process of high-speed train, the electro-magnet adsorbs frictional resistance portion fixedly, avoids frictional resistance portion unexpected dropping under the circumstances such as lifting drive mechanism trouble. When emergency braking is needed, the electromagnet releases the friction resistance part, and the lifting driving mechanism drives the friction resistance part to descend and then contact the track, so that emergency braking is realized.

The utility model is further provided with: the front side and the rear side of the friction resistance part are both rotationally connected with a water scraping wheel.

Through adopting above-mentioned technical scheme, when meeting rainy weather when high-speed train goes, can exist rain film, water film on the track and can lead to frictional force between frictional resistance portion and the track to diminish, cause the braking effect not good. According to the utility model, the water scraping wheels are arranged on the front side and the rear side of the friction resistance part, the water scraping wheels are made of elastic and light materials, and contact the track after descending along with the friction resistance part, so that the rainwater film on the track is scraped, and the braking effect of the friction resistance part is prevented from being influenced. Secondly, the material of the water scraping wheel is elastic and light, and the water scraping wheel can also bounce up and down after contacting the track, so that rainwater on the track can be bounced off.

The utility model is further provided with: the first motor is provided with a first speed reducer.

Through adopting above-mentioned technical scheme, first resistance wheel diameter specification selection is less than train wheel diameter, and first resistance wheel upper end is less than train wheel upper end, is convenient for install first resistance wheel. In the high-speed running process of the high-speed train, if larger traction force is needed at the first resistance wheel, a larger motor is needed to meet the requirements, so that the problems of high manufacturing cost and large required installation space are caused. The utility model can provide enough traction by installing the speed reducer at the first motor and adopting a motor with smaller specification.

The utility model is further provided with: and a second speed reducer is arranged on the second motor.

Through adopting above-mentioned technical scheme, second resistance wheel diameter specification selection is less than train wheel diameter, and second resistance wheel upper end is less than train wheel upper end, is convenient for install the second resistance wheel. In the high-speed running process of the high-speed train, if larger traction force is needed at the second resistance wheel, a larger motor is needed to meet the requirements, so that the problems of high manufacturing cost and large required installation space are caused. The utility model can provide enough traction by arranging the speed reducer at the second motor and adopting a motor with smaller specification.

The utility model is further provided with: the second pedestal rotates and is connected with the braking axle, second resistance wheel quantity is two and connects respectively the braking axle both ends, second motor quantity be a plurality of and with the braking axle links to each other, second motor power is arranged in proper order by little to big, the second motor includes the shell, is located stator, rotor, the switching device in the shell, the shell with be equipped with a plurality of elastic mechanism between the stator, the stator is triggered after rotating for the shell produces the reaction force switching device, and the switching device of the less second motor of power is used for opening the great second motor of power.

By adopting the technical scheme: the emergency braking device of the high-speed train can be used together with an original braking system of the train, can be independently used, can also be used as the last insurance measure in the braking system, and can realize emergency braking under the condition that the original braking system of the train fails, thereby ensuring the life and property safety of personnel on the high-speed train to the maximum extent.

Although the starting mode of the second motor can be controlled by adopting a vehicle speed sensor, a controller and control software, once the control of the sensor and the software is in a problem or failure, the control of the sensor and the software can cause the failure of the utility model in emergency braking, and the reliability of the utility model still needs to be improved. Therefore, the utility model adopts a starting mode of a mechanical structure, when the high-speed train runs in a high-speed range, the second motor with small power provides traction force, so that the speed of the high-speed train is reduced to a low-speed range, when the resistance of the second motor is reduced to a certain range, the stator in the second motor rotates relative to the shell, the switch device is triggered, the second motor with high power is started by the switch device, and after the second motor is started, larger traction force is provided, so that the speed of the high-speed train in the low-speed range is reduced rapidly, and the step-down is realized.

The second motor with small power is sequentially started by the mechanical structure in the second motor, the starting form of the second motor is very high in reliability, the normal operation of the friction part can be ensured to the greatest extent, and the life and property safety of train personnel is further ensured during emergency braking.

The utility model is further provided with: the elastic mechanism comprises two elastic components, wherein one elastic component elastically drives the stator to rotate forwards, and the other elastic component elastically drives the stator to rotate reversely; the elastic component includes the sleeve, arranges in reset spring in the sleeve, peg graft in piston rod in the sleeve, reset spring's one end acts on the sleeve and the other end acts on the piston rod, the piston rod articulate in the stator, the second motor housing has seted up movable groove, telescopic one end peg graft in the movable groove.

By adopting the technical scheme: the two elastic components play a role in enabling the rotor to return, the elastic components in the elastic mechanism are respectively used for pushing the stator in two directions, the stator is rotated by the reaction force generated by the second motor during operation, the direction of the train can be bidirectional, the position of the stator can be rotated in any one of the two directions, and meanwhile, the stator can return under the elastic action of the elastic mechanism.

One end of the sleeve is a closed end, is inserted into the movable groove, and can move within a certain range. The other end of the sleeve is an open end for the piston rod to be inserted, and the two ends of the spring respectively act on the sleeve and the piston rod to provide elasticity, so that the elastic device can provide elasticity and can not bend.

The utility model is further provided with: the elastic assembly further comprises a buffer piece, wherein the buffer piece is located between the piston rod and the inner wall of the sleeve.

By adopting the technical scheme: the buffer piece is located between the end part of the piston rod and the inner wall of the sleeve, plays a role in buffering, and avoids the piston rod from directly striking the inner wall of the sleeve and limiting. The buffer piece material also can select materials such as elastic rubber, and the effect of buffer piece is the biggest spacing to stator rotation angle.

The utility model is further provided with: and a needle bearing is arranged between the shell and the stator.

The needle bearing enables the stator to rotate relative to the housing, and friction between the stator and the housing is reduced. The needle roller bearing is selected because the thickness of the needle roller bearing can be designed smaller, and the whole volume of the motor is saved. However, if other bearings or copper sleeves or similar structures are selected to realize the rotation between the stator and the housing, the equivalent technical scheme of the needle bearing can be considered.

The utility model also provides an emergency braking method of the high-speed train, which comprises the following steps of

Step one, a lifting driving mechanism arranged on a train acts to drive a friction resistance connected with the lifting driving mechanism to descend;

step two, friction force is generated between the friction resistance part and the track after the friction resistance part descends, so that traction force is formed;

and thirdly, applying traction force to the high-speed train by the friction resistance part generating friction force with the track, so that the high-speed train is rapidly decelerated.

The beneficial effects of the utility model are as follows:

1. the emergency braking device for the high-speed train can be applied to the train in use by directly installing the bracket at the train chassis without changing the design and layout of the train chassis. The emergency braking device of the high-speed train can be integrally disassembled for maintenance and replacement.

2. According to the utility model, the first friction part and the second friction part are arranged, so that the first driving lifting mechanism and the first friction part can be used for braking and reducing the speed of the high-speed train when the high-speed train runs at a high speed, and the second driving lifting mechanism and the second friction part are used for braking and reducing the speed of the high-speed train after the speed of the high-speed train is reduced to a certain range, so that the braking resistance applied to the high-speed train is further increased, and the injury of personnel on the train caused by the too fast speed reduction of the high-speed train during running is avoided through multistage speed reduction and braking. In addition, when the number of the second friction parts is a plurality of, the first friction parts and the plurality of second friction parts can select the starting sequence according to actual conditions, and multistage deceleration and braking are also realized. The first friction portion may also function together with the second friction portion.

3. According to the utility model, after the friction force generated by the contact of the friction resistance part and the track, the friction resistance part applies braking resistance to the high-speed train, so that emergency braking of the high-speed train is realized. The emergency braking device of the high-speed train can be used independently, has the effect of short braking distance, can be used together with the existing braking system on the high-speed train, further shortens the braking distance, can play a role in emergency braking when the existing braking system of the high-speed train fails or accidents happen, and is added with a safety measure when in emergency braking.

4. The first friction part comprises a plurality of rollers, a first resistance wheel and a first motor, not only can provide braking resistance during emergency braking, but also can push the wheels of the train to advance in the starting stage of the high-speed train to provide assistance, and has multiple functions. When the first friction part comprises a friction plate and a drag reduction layer, the drag reduction layer can provide smaller friction force when the friction plate breaks and fails, and the friction plate plays a role in protecting the track and improving the safety performance.

5. The first sensor detects the pressure of the junction between adjacent carriages of the train, when the braking resistance of the front carriage of the train is larger than that of the rear carriage, and when the pressure of the junction between the front carriage and the rear carriage exceeds a safety range, the control unit can reduce the friction between the friction resistance part of the front carriage and the track, so that the front carriage is prevented from being extruded and arched by the rear carriage to generate accidents, and the safety in the emergency braking process is improved.

6. The emergency braking device for the high-speed train can be applied to high-speed trains and rail vehicles such as low-speed trains, subways and trams, and has the advantages of short braking distance and wide application range.

7. The utility model shortens the braking distance and time, does not need to advance for a long time to reduce the speed when entering the station, and realizes shortening the running time of the total mileage.

8. The emergency braking device can effectively and quickly shorten the braking distance, and possibly reach the shortest braking distance which can be born by passengers, and the braking time can be pre-judged in the shortest time when the high-speed train runs at high speed, so that the highest speed per hour of the high-speed train can be greatly broken through, and a certain effect is brought.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram showing a state in which the high-speed train emergency brake apparatus of embodiment 1 is mounted on a train.

Fig. 2 is a schematic diagram showing the positions of the first and second wire ropes of example 1.

Fig. 3 is a schematic diagram of the positional relationship between the first friction portion and the second friction portion in embodiment 1.

Fig. 4 is a schematic structural diagram of embodiment 1.

Fig. 5 is a schematic diagram of the connection relationship between the first driving lifting mechanism and the first friction portion in embodiment 1.

Fig. 6 is a schematic view of the first friction portion structure of embodiment 1.

Fig. 7 is a schematic diagram of a first friction portion structure of embodiment 1.

Fig. 8 is a schematic diagram of the connection relationship between the second driving lifting mechanism and the second friction portion in embodiment 1.

Fig. 9 is a schematic view of the structure of the first friction part of embodiment 2.

Fig. 10 is a schematic diagram of the positional relationship between the first housing and the friction plate in embodiment 3.

FIG. 11 is a schematic view of the positional relationship among the first housing, friction plate, drag reducing layer of example 4.

Fig. 12 is a schematic diagram of the positional relationship among the large gear, the small gear, the motor output shaft, the second motor, and the second resistance wheel of embodiment 7.

Fig. 13 is a positional relationship diagram between the housing and the female housing in embodiment 8.

Fig. 14 is a schematic diagram showing the positional relationship among the stator, the elastic device, the rotor, and the casing according to embodiment 8.

Fig. 15 is a schematic diagram showing the positional relationship among the stator, needle bearing, elastic device, and switching device according to example 8.

Fig. 16 is a schematic view of the elastic member structure of embodiment 8.

In the figure, 1, a bracket; 11. a cantilever beam; 12. a buffer rubber sleeve; 13. a notch; 2. a first drive lifting mechanism; 3. a second driving lifting mechanism; 4. a first friction part; 41. a first base; 42. a roller; 43. a first resistance wheel; 44. a first motor; 45. a first elastic member; 46. a base; 47. a friction plate; 48. a drag reduction layer; 5. a second friction part; 51. a second seat body; 52. a second resistance wheel; 53. a second motor; 531. a housing; 532. a concave sleeve; 533. a stator; 534. a rotor; 535. a movable groove; 54. a first wire rope; 55. a second wire rope; 56. an output shaft of the motor; 57. a large gear; 58. a pinion gear; 6. a high speed train; 61. train wheels; 62. a train chassis; 63. a train car; 7. a switching device; 8. an elastic component; 81. a sleeve; 82. a return spring; 83. a piston rod; 84. a buffer member; 85. a connecting spring; 9. needle roller bearings.

Detailed Description

The technical scheme of the present utility model will be clearly and completely described in connection with specific embodiments. It will be apparent that the described embodiments are only some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to fall within the scope of the utility model.

Example 1: as shown in fig. 1 to 8, the high-speed train emergency brake device includes a bracket 1, a lift drive mechanism, and a frictional resistance unit. The bracket 1 comprises a bracket body, two suspension beams 11 fixed on two sides of the bracket body, and the two suspension beams 11 are distributed on two sides of the train. The two ends of each cantilever beam 11 are provided with connecting holes, the connecting holes are internally provided with buffer rubber sleeves 12, the train chassis 62 is fixedly provided with mounting shafts, nuts are connected with the mounting shafts in a threaded manner after the mounting shafts penetrate through the buffer rubber sleeves 12, and the nuts are abutted against the side walls of the cantilever beams 11 to limit the cantilever beams 11 from being separated from the train chassis 62.

The lifting drive mechanism comprises two first drive lifting mechanisms 2, and the friction resistance part comprises two first friction parts 4. Two first driving lifting mechanisms 2 are distributed below two sides of the train chassis 62, and two first friction parts 4 are distributed below two sides of the train chassis 62. The first friction part 4 comprises a base 46, a first base 41, a roller 42 arranged on the side wall of the first base 41, a first resistance wheel 43 arranged at the bottom of the first base 41, and a first motor 44 arranged on the first base 41, wherein the roller 42 and the first resistance wheel 43 are both rotatably connected to the first base 41, and the first motor 44 is used for driving the first resistance wheel 43 to rotate. The first seat 41 is slidably disposed on the base 46, and the sliding direction of the first seat 41 is consistent with the running direction of the train. The base 46 is provided with a first elastic member 45, the first elastic member 45 is a spring, and both ends of the first elastic member are respectively fixed on the base 46 and the first seat 41, and the elastic force drives the first seat 41 to keep away from the movement trend of the train wheel 61. The first friction part 4 is located in front of the wheels in the traveling direction of the high speed train 6. The first driving elevating mechanism 2 is mounted on the bracket 1 and is connected to the base 46. The first driving lifting mechanism 2 is an electric cylinder, an air cylinder, a hydraulic cylinder or other existing lifting driving mechanisms, and can drive the base 46 to descend relatively quickly. The roller 42 is provided with a third annular groove for embedding the train wheel 61. The first resistance wheel 43 is provided with a first annular groove for embedding the rail.

When the high-speed train 6 needs emergency braking, the first motor 44 is electrified and started first, the first resistance wheel 43 is driven to rotate, and the first motor 44 is powered off after the first resistance wheel 43 rotates. The first driving lifting mechanism 2 drives the base 46 to descend, the base 46 drives the first seat 41, the roller 42 and the first resistance wheel 43 to descend, the descending movement track is inclined downwards, and in the descending process, the roller 42 and the first seat 41 have a distance from the train wheel 61. After the first resistance wheel 43 contacts with the track, the track generates friction force to the first resistance wheel 43, so that the first resistance wheel 43, the first seat 41 and the roller 42 are driven to be close to the train wheel 61 until the roller 42 contacts with the train wheel 61, the train wheel 61 generates downward pressure to the roller 42, the roller 42 sequentially transmits acting force to the first seat 41 and the first resistance wheel 43, so that the first resistance wheel 43 can keep a certain pressure with the track, the first resistance wheel 43 drives the first motor 44 to idle, the first motor 44 provides resistance, so that the generated friction resistance is also more effective when the speed of the vehicle between the first resistance wheel 43 and the track is higher, and further, the braking resistance is applied to the high-speed train 6 through the transmission of the first seat 41 and the roller 42 to the train wheel 61, so that emergency braking of the high-speed train 6 is realized.

The lifting driving mechanism comprises two second driving lifting mechanisms 3 and two second friction parts 5, wherein each second friction part 5 comprises a second seat body 51, a plurality of second resistance wheels 52 rotatably connected to two sides of the second seat body 51, and a second motor 53 arranged on the second seat body 51, the second motor 53 is used for driving the second resistance wheels 52 to rotate, the number of the second resistance wheels 52 is four, the two second resistance wheels 52 are distributed on one side of the second seat body 51, and the other two second resistance wheels 52 are distributed on the other side of the second seat body 51. The four second resistance wheels 52 correspond to each other. The second resistance wheel 52 is provided with a second annular groove on the circumference for the track to be embedded. The corresponding two second resistance wheels 52 can be connected with each other or disconnected and independent from each other. The second driving lifting mechanism 3 is a plurality of air cylinders or hydraulic cylinders or electric cylinders, and other lifting driving mechanisms in the prior art can be selected, so that the function of rapidly driving the second seat body 51 to descend can be realized.

The first wire ropes 54 are fixed to the second seat body 51 in the front-rear direction, and the two first wire ropes 54 extend in the front-rear direction and are fixed to the train chassis 62. The second seat body 51 is fixed with a second wire rope 55 from front to back, the two second wire ropes 55 are respectively extended along the front and back directions and then fixed on the train carriage 63, the second wire rope 55 is connected with the train carriage 63 through an elastic device, and the elastic device can be a spring. The upper end of the second driving lifting mechanism 3 is movably connected to the bracket 1, and the movable connection can be in a universal ball joint connection. The bracket 1 is also provided with a vertical notch 13 for the second driving lifting mechanism 3 to pass through downwards, so that the second driving lifting mechanism 3 is prevented from deflecting to two sides. The support 1 is also provided with a second elastic piece, the second elastic piece is a spring, the upper end of the second elastic piece is connected and fixed on the support 1, the lower end of the second elastic piece is connected and fixed on the second seat body 51, the elasticity of the second elastic piece acts on the second seat body 51 to enable the second seat body 51 to always keep the downward movement trend, and the downward movement stroke must be ensured within a safety range.

When the high-speed train 6 needs emergency braking, the second motor 53 is electrified firstly to drive the second resistance wheel 52 to rotate, then the second motor 53 is powered off, the second driving lifting mechanism 3 drives the second seat body 51 to descend, the second resistance wheel 52 on the second seat body 51 contacts the track and generates friction force with the track, the friction force acts on the high-speed train 6 through the second seat body 51, the first steel wire rope 54 and the second steel wire rope 55, and the high-speed train 6 is pulled to be decelerated, so that the emergency braking effect is achieved. When the second resistance wheel 52 just contacts the track, the friction force drives the second resistance wheel 52 and the second seat 51 to move backwards for a certain distance relative to the high-speed train 6, and the second driving lifting mechanism 3 and the bracket 1 are movably connected, so that a certain movable space can be provided. The second resistance wheel 52 drives the second motor 53 to idle when rotating on the track, and then the second motor 53 is started to provide resistance.

A plurality of electromagnets are arranged on the bracket 1, and in the normal running process of the high-speed train 6, the electromagnets work to adsorb and fix the first seat 41 and the second seat 51 respectively, so that the first seat 41 and the second seat 51 are prevented from falling off due to unexpected situations. When the high-speed train 6 needs emergency braking, the electromagnet is firstly powered off, and then the lifting driving mechanism starts to act.

The emergency braking device of the high-speed train further comprises a control unit, a first sensor and a second sensor, wherein the first sensor is used for detecting the pressure of the connecting position of two adjacent carriages of the train, the second sensor is used for monitoring the pressure between the first friction part 4 and the track, and the first driving lifting mechanism 2, the second driving lifting mechanism 3, the first sensor and the second sensor are all connected with the control unit. The high-speed train 6 comprises a plurality of carriages, a plurality of emergency braking devices of the high-speed train 6 are arranged below each carriage, the braking resistance born by each carriage part may not be completely equal, and in the emergency braking process, if the braking resistance born by the front carriage is larger, the braking resistance born by the rear carriage part is smaller, so that the situation that the rear carriage is close to the front carriage is caused, and the train is easy to damage. The control unit is internally provided with a safety pressure value, and the second sensor detects the pressure value between the first friction part 4 and the track and transmits the pressure value to the control unit. When the pressure value exceeds the safety pressure value, the control unit controls the first driving lifting mechanism 2 to operate, adjusts the first friction part 4 to ascend, reduces the friction force applied to the first friction part 4 by reducing the acting force between the first friction part 4 and the rail, and reduces the braking resistance applied to the train wheels 61 by the first friction part 4.

Example 2: the emergency brake device for a high-speed train is different from that of embodiment 1 in that, as shown in fig. 9, the number of rollers 42 is three, the uppermost roller 42 is higher than the axis of the train wheel 61, the middle roller 42 is at the same height as the axis of the train wheel 61, and the lower roller 42 is lower than the axis of the train wheel 61. In the emergency braking device positioned behind the train wheels 61 in the starting stage of the high-speed train 6, after the first driving lifting mechanism 2 drives the first seat 41 to descend, the first motor 44 drives the first resistance wheel 43 to rotate, the rotation direction of the first resistance wheel 43 is the same as that of the train wheels 61, and the roller 42 on the first seat 41 contacts the train wheels 61 and pushes forwards, so that the effect of assisting the quick starting of the high-speed train 6 is achieved.

Example 3: the emergency brake apparatus for a high-speed train is different from embodiment 1 in that, as shown in fig. 10, the first resistance wheel 43 is not installed at the bottom of the first housing 41, but the friction plate 47 is installed. Friction is formed between the friction plate 47 and the rail after the first housing 41 descends.

Example 4: the emergency brake apparatus for a high-speed train is different from embodiment 1 in that, as shown in fig. 11, the first resistance wheel 43 is not installed at the bottom of the first housing 41, but the friction plate 47 is installed. Friction force is formed between the friction plate 47 and the track after the first seat body 41 descends, the ground of the first seat body 41 is further provided with a drag reduction layer 48, and the drag reduction layer 48 is positioned between the first seat body 41 and the friction plate 47.

Example 5: the emergency braking device for the high-speed train is different from the embodiment 1 in that the front end and the rear end of the first seat body are provided with the water scraping wheels, the front end and the rear end of the second seat body are provided with the water scraping wheels, and the water scraping wheels are made of light and elastic materials.

Example 6: the emergency brake device for a high-speed train is different from embodiment 1 in that a first decelerator is mounted on the first motor. The diameter specification of the first resistance wheel is smaller than the diameter of the train wheel, and the upper end of the first resistance wheel is lower than the upper end of the train wheel, so that the first resistance wheel is convenient to install. In the high-speed running process of the high-speed train, if larger traction force is needed at the first resistance wheel, a larger motor is needed to meet the requirements, so that the problems of high manufacturing cost and large required installation space are caused. The utility model can provide enough traction by installing the speed reducer at the first motor and adopting a motor with smaller specification.

And a second speed reducer is arranged on the second motor. The diameter specification of the second resistance wheel is smaller than the diameter of the train wheel, and the upper end of the second resistance wheel is lower than the upper end of the train wheel, so that the second resistance wheel is convenient to install. In the high-speed running process of the high-speed train, if larger traction force is needed at the second resistance wheel, a larger motor is needed to meet the requirements, so that the problems of high manufacturing cost and large required installation space are caused. The utility model can provide enough traction by arranging the speed reducer at the second motor and adopting a motor with smaller specification.

Example 7: the emergency brake device for the high-speed train is different from the embodiment 1 in that, as shown in fig. 12, the second seat body is rotatably connected with a brake shaft, four second motors are mounted on the brake shaft, the second motors are bidirectional motors, and the power of the second motors is sequentially increased. The two ends of the brake shaft are provided with pinions, the wheel shafts of the two second resistance wheels are respectively provided with two large gears, and the large gears are meshed with the pinions.

In the braking process, the low-power motor is started when the high-speed train is at a high speed, and the high-power second motor is started when the high-speed train is at a low speed, so that multistage speed reduction is realized.

Example 8: the emergency braking apparatus for a high-speed train 6 includes an embodiment 7, as shown in fig. 13 to 16, a second motor 53 includes a housing 531, a stator 533, a rotor 534, a plurality of elastic mechanisms, and a switching device 7, a needle bearing 9 is disposed between the housing 531 and the stator 533, the elastic mechanisms are located between the housing 531 and the stator 533, each elastic mechanism includes two elastic components 8, each elastic component 8 includes a sleeve 81, a spring located in the sleeve 81, and a piston rod 83, one end of the sleeve 81 is a closed end, the other end is an open end, and one end of the piston rod 83 is inserted from the open end. The housing 531 includes a housing, a plurality of pockets 532, each pocket 532 corresponding to one of the sleeves 81. The housing is perforated with perforations and the pocket 532 is embedded in the perforations. The female housing 532 is fixed to the case 531 by bolts. The female sleeve 532 is formed with a movable groove 535 having a bell mouth shape, and the closed section of the sleeve 81 is inserted into the movable groove 535. The piston rod 83 is hinged to the stator 533. In each elastic mechanism, one elastic component 8 elastically drives the stator 533 to rotate forward, and the other elastic component 8 elastically drives the stator 533 to rotate reversely. When the stator 533 is turned to a certain position, the switching device 7 may be triggered. The elastic assembly 8 further comprises a connecting spring 85, and two ends of the connecting spring 85 are respectively fixed on the outer wall of the sleeve 81 and the concave sleeve 532, so that the sleeve 81 is prevented from being completely separated from the movable groove 535.

The power of the second motor 53 is arranged from small to large, and the switching device 7 in the second motor 53 with small power is connected with the motor with large power and is sequentially arranged. When emergency braking is needed, when the high-speed train 6 runs at a high speed, the second motor 53 with low power operates to provide traction force to brake, so that the high-speed train 6 is reduced from the high speed range to the low speed range, at the moment, the stator 533 of the second motor 53 rotates when generating reaction force relative to the shell 531, then the switch device 7 is triggered, the second motor 53 with high power is started by the switch device 7, the speed of the high-speed train 6 running in the low speed range is quickly reduced, grading speed reduction and braking are realized, and the condition that the train speed is reduced too fast to injure drivers and passengers by directly applying larger traction force to the train running in the high speed range is avoided. The switching device 7 also enables an automatic switching off of the second motor 53 with less power after triggering.

Example 9: the emergency brake device for a high-speed train is different from embodiment 8 in that four second motors may also share one housing.

Example 10: the emergency brake apparatus for a high-speed train is different from embodiment 1 in that the first friction part includes a rotation shaft rotatably connected to the first seat body, and the first resistance wheel shaft is connected to the rotation shaft through a gear train to transmit power. The power of the four first motors is set to be different from small to large.

Example 11: the emergency brake device for a high-speed train is different from the embodiment 10 in that four first motors can also share a plurality of groups of motors of a motor housing to realize step-by-step deceleration.

Example 12: the emergency braking method for the high-speed train, which uses the emergency braking device for the high-speed train in any one of embodiments 1 to 7, comprises the following steps,

step one, a lifting driving mechanism arranged on a train acts to drive a friction resistance connected with the lifting driving mechanism to descend;

step two, friction force is generated between the friction resistance part and the track after the friction resistance part descends, so that traction force is formed;

and thirdly, applying braking resistance to the high-speed train by a friction resistance part generating friction force with the track, so that the high-speed train is rapidly decelerated.

Claims (23)

1. The emergency braking device for the high-speed train is characterized in that: the lifting driving mechanism is used for driving the friction resistance to descend and then contact the track, and the friction resistance part is used for applying braking resistance to the high-speed train (6).

2. The high speed train emergency braking apparatus of claim 1, wherein: the lifting driving mechanism comprises a first driving lifting mechanism (2), the friction resistance part comprises a first friction part (4), the first driving lifting mechanism (2) is used for driving the first friction part (4) to lift, the first friction part (4) comprises a first base body (41), a rotatable roller (42) is arranged on the first base body (41), the roller (42) is used for being in contact with a train wheel (61), a friction plate (47) is arranged on the bottom surface of the first base body (41) or a first motor (44) connected with the first resistance wheel (43) is arranged on the bottom of the first base body (41) in a mounted mode of the first base body (41).

3. The high speed train emergency braking apparatus of claim 2, wherein: the roller (42) is used for pressing down the first seat body (41) after being acted by the train wheel (61).

4. The high speed train emergency braking apparatus of claim 2, wherein: the number of the rollers (42) is a plurality, at least one roller (42) is not lower than the axis of the train wheel, and at least one roller (42) is not higher than the axis of the train wheel.

5. The high speed train emergency braking apparatus of claim 2, wherein: the friction plate (47) is positioned below the drag reduction layer (48).

6. The high speed train emergency braking apparatus of claim 2, wherein: the first friction part (4) further comprises a base (46), the first driving lifting mechanism (2) is connected with the base (46), the first base body (41) is slidably connected to the base (46), the base (46) is provided with a first elastic piece (45), and the first elastic piece (45) is elastically acted on the first base body (41) to drive the first base body (41) to be far away from the train wheel (61).

7. The high speed train emergency braking apparatus of claim 2, wherein: the lifting movement track of the first friction part (4) is inclined when the first friction part is driven by the first driving lifting mechanism (2).

8. The high speed train emergency braking apparatus of claim 2, wherein: the device comprises a control unit and a second sensor, wherein the second sensor is used for monitoring the pressure between the first friction part (4) and the track, and the second sensor and the first driving lifting mechanism (2) are connected with the control unit.

9. The high speed train emergency braking apparatus according to any one of claims 1 to 8, wherein: the lifting driving mechanism comprises a second driving lifting mechanism (3), the friction resistance part comprises a second friction part (5), the second friction part (5) comprises a second base body (51), a second resistance wheel (52) arranged on the second base body (51) and a second motor (53) connected with the second resistance wheel (52), the second driving lifting mechanism (3) is used for driving the second base body (51) to lift, the second friction part (5) is connected with a first steel wire rope (54), and the first steel wire rope (54) is used for being connected with a train chassis (62).

10. The high speed train emergency braking apparatus of claim 9, wherein: the second friction part (5) is connected with a second steel wire rope (55), and the second steel wire rope (55) is used for being connected with a train carriage (63).

11. The high speed train emergency braking apparatus of claim 9, wherein: the number of the second resistance wheels (52) is multiple, the second resistance wheels are distributed on two sides of the second base body (51) in pairs, the two oppositely arranged second resistance wheels (52) are connected or disconnected with each other through axles, and the number of the second motors is one or multiple.

12. The high speed train emergency braking apparatus of claim 9, wherein: the upper end of the second driving lifting mechanism (3) is movably connected with the bracket (1).

13. The high speed train emergency braking apparatus of claim 9, wherein: the bracket (1) is provided with a second elastic element, and the second elastic element acts on the second seat body (51) by elastic force so as to keep the downward movement trend.

14. The high speed train emergency braking apparatus of claim 9, wherein: the lifting driving mechanism comprises a plurality of second driving lifting mechanisms (3), and the friction parts comprise a plurality of second friction parts (5).

15. The high speed train emergency braking apparatus of claim 1, wherein: the support (1) comprises a cantilever beam (11), two ends of the cantilever beam (11) are respectively and flexibly connected to a train chassis (62), and the lifting driving mechanism is arranged on the cantilever beam (11).

16. The high speed train emergency braking apparatus according to any one of claims 1 to 8, wherein: the system further comprises a control unit and a first sensor, wherein the first sensor is used for monitoring the pressure between two adjacent train carriages (63), and the first sensor and the lifting driving mechanism are connected with the control unit.

17. The high speed train emergency braking apparatus according to any one of claims 1 to 8, wherein: the front side and the rear side of the friction resistance part are both rotationally connected with a water scraping wheel.

18. The high speed train emergency braking apparatus of claim 2, wherein: a first speed reducer is mounted on the first motor (44).

19. The high speed train emergency braking apparatus of claim 9, wherein: a second speed reducer is mounted on the second motor (53).

20. The high speed train emergency braking apparatus of claim 11, wherein: the second pedestal (51) rotates and is connected with the braking axle, second resistance wheel (52) quantity is two and connects respectively the braking axle both ends, second motor (53) quantity be a plurality of and with the braking axle links to each other, second motor (53) power is arranged in proper order by little to big, second motor (53) include shell (531), are located stator (533), rotor (534), switching device (7) in shell (531), shell (531) with be equipped with a plurality of elastic mechanism between stator (533), stator (533) for trigger behind the rotation when shell (531) produces reaction force switching device (7), switching device (7) of second motor (53) that the power is little are used for opening second motor (53) that the power is big.

21. The high speed train emergency braking apparatus of claim 20, wherein: the elastic mechanism comprises two elastic components (8), wherein one elastic component (8) drives the stator (533) to rotate forwards by elastic force, and the other elastic component (8) drives the stator (533) to rotate reversely by elastic force; the elastic component (8) include sleeve (81), arrange in reset spring (82) in sleeve (81), peg graft in piston rod (83) in sleeve (81), the one end of reset spring (82) acts on sleeve (81) and the other end acts on piston rod (83), piston rod (83) articulate in stator (533), movable groove (535) have been seted up to shell (531), the one end of sleeve (81) peg graft in movable groove (535).

22. The high speed train emergency braking apparatus of claim 21, wherein: the elastic assembly (8) further comprises a buffer (84), wherein the buffer (84) is positioned between the piston rod (83) and the inner wall of the sleeve (81).

23. The high speed train emergency braking apparatus of claim 20, wherein: a needle bearing (9) is arranged between the shell (531) and the stator (533).