11results about "Brakes for specific applications" patented technology

The present invention discloses an overhead rail and trolley apparatus and method. The apparatus provides an overhead rail having one or more tracks. A wheeled trolley having a wheel or wheels travels upon the tracks. A stop unit on the rail is positioned to selectively halt the trolley. There is a cutout section on the rail and an insert that is attached to the rail at the cutout. The trolley wheels engage the upper surface of the insert when the trolley is halted by the stop unit. A plating on the insert increases the hardness of the insert upper surface. The insert helps prevent and / or at least lessens wear of apparatus when the trolley is halted by the stop unit.

A braking interface, braking system, and braking method suitable for a heavy-haul freight train. A front contact of a relay is connected in parallel to a dry contact of a locomotive braking system. When a failure occurs in a main control computer or the main control computer loses external power, the relay is de-energized, causing the front contact to open and the dry contact to open accordingly, thereby preventing an unintended emergency braking command from being outputted to a train, so that the potential safety hazard of output of an unintended emergency braking command to a normally running heavy-haul freight train caused by a failure or loss of external power in a main control computer is solved. In addition, by additionally providing an acousto-optic alarm apparatus and performing an automatic minimum equipment list check on the main control computer before commissioning, it is ensured that an automatic protection function of the train still complies with the fail-safe principle specified in "TB / T 2615-2018: Fail-safe principle of railway signaling".

A lightweight lever braking system, belonging to the field of railway freight car technology, includes interconnected tie rod assemblies and lever assemblies. The tie rod assembly is disposed inside the web of the middle beam. A lower cover plate of the middle beam is connected to the bottom of the web. The lower cover plate has symmetrical first through holes on both sides. The tie rod assembly passes through the first through holes and is connected to the basic brake lever via a flexible connection structure. Two second through holes are opened on the web of the middle beam. The lever assembly passes through the second through holes and is connected to the drive assembly. In this invention, the brake tie rod assembly is arranged inside the middle beam cavity, while the brake cylinder and brake adjuster are arranged outside the middle beam. The overall structure is compact, without a conversion device, significantly reducing the auxiliary components of the braking system, reducing the weighing weight, and lowering costs. At the same time, it can effectively reduce the loss of braking force during movement.

Example embodiments relate to custom bearing adapters and techniques for retrofitting a railway vehicle with a bearing adapter to enable one or more accessories to be coupled to the axle of the railway vehicle. An example bearing adapter can include an upper structure configured to extend over an upper portion of a rail bearing coupled to an axle of the railway vehicle and one or more mounting elements located on the upper structure that are configured to enable the accessory to be coupled onto the railway vehicle. In some cases, the bearing adapter can further include a. lower structure configured to extend below' a lower portion and a. set of fasteners configured, to couple the structure and the lower structure in a fixed position around the rail bearing to form a mount for coupling the accessory' to the drive axle of the railway vehicle. In some instances, the accessory is a motor, sensor, or braking component.

The application relates to a mine underground overhead track transportation device, and relates to the material transportation technical field.The device comprises a mobile mechanism and a transportation mechanism which are arranged on a track, the mobile mechanism is arranged on the track, the transportation mechanism is arranged on the mobile mechanism, a falling prevention mechanism is arranged between the mobile mechanism and the transportation mechanism, the transportation device is arranged on the track, the ground environment interference is avoided, and the influence of underground water, silt and falling stones on the transportation device is reduced; the falling prevention mechanism is arranged between the mobile mechanism and the transportation mechanism, the transportation mechanism can be prevented from falling under heavy load transportation or sudden conditions, and the transportation safety and stability are improved.

This invention relates to the field of rail vehicle technology, and provides a rail-clamping drive device for traveling along a track. The track includes a rack and a load-bearing rail arranged parallel to the rack. The rail-clamping drive device includes a car body, a first frame, a second frame, and a drive unit. The first and second frames are rotatably mounted on the bottom of the car body about a vertical axis. The first and second frames are spaced apart along the front-rear direction of the car body and are used to move along the load-bearing rail. The drive unit is mounted on the car body and engages with the rack to drive the car body to move along the track. In this invention, the first and second frames can cooperate with the load-bearing rail to support and guide the car body. Furthermore, the first and second frames can rotate flexibly relative to the car body when cornering, preventing the rail-clamping drive device from jamming when passing through small-radius curves, effectively improving the rail-clamping drive device's ability to navigate curves.

The application discloses a kind of rack rail car with brake car for matching, including car body frame, the bottom of the car body frame both sides is provided with walking frame assembly, the car body frame is installed with guide wheel assembly and walking wheel assembly by walking frame assembly, the bottom of the car body frame is installed with brake device, the brake device is connected with speed limiting assembly by hydraulic system, the bottom of the car body frame is provided with rail, the guide wheel assembly, brake device, walking wheel assembly are connected with rail cooperation.This application relates to the technical field of mine machinery, solves the problem that the brake trolley for matching rack rail car in the prior art has poor pressure maintaining effect, the user needs to frequently supplement pressure to continue using, and the brake trolley has small braking force, brake shoe and rail contact surface are less, when locomotive overspeed or fault occurs, brake trolley may not brake in time and other phenomena.

A multi-stage friction brake assembly includes a primary rotating body and a secondary rotating body rotatable relative to the primary rotating body. The primary rotating body and the secondary rotating body are configured such that, in normal use of the multi-stage brake assembly, the secondary rotating body remains in a first rotational position relative to the primary rotating body. The primary rotating body and the secondary rotating body are further configured such that, if a rotational force above a predetermined threshold is encountered, the secondary rotating body will rotate relative to the primary rotating body through a predetermined rotational travel distance. The multi-stage friction brake assembly can be installed in a fall protection device.

This disclosure provides a braking system, method, apparatus, and locomotive system for multiple-unit locomotives. The system includes: a first brake with a first signal receiving point and a second signal receiving point for receiving driver's cab activation signals; the first signal receiving point is directly connected to the driver's cab activation signal terminal of the first locomotive and is connected to the multiple-unit port via a first diode; the second signal receiving point is directly connected to the multiple-unit port. A second brake with a third and a fourth signal receiving point for receiving driver's cab activation signals is also provided. The third signal receiving point is directly connected to the driver's cab activation signal terminal of the second locomotive and is connected to the multiple-unit port via a second diode; the fourth signal receiving point is directly connected to the multiple-unit port. This disclosure ensures that even in the event of abnormal signal transmission and reception in the brake network, the multiple-unit locomotive still has the ability to switch operating modes normally.