Magnetic track braking device

Abstract

The invention relates to a magnetic rail braking device which comprises a suspension mechanism and a braking mechanism connected with the suspension mechanism, and the suspension mechanism is connected with a bogie of a vehicle and used for adjusting the distance between the braking mechanism and a steel rail. The braking mechanism can be attracted to a steel rail, the braking mechanism comprises rectangular braking frames defined by two electromagnets and two transverse pull rods, the suspension mechanism comprises suspension air cylinders connected to the rectangular braking frames respectively, and the ends, connected with the rectangular braking frames, of the suspension air cylinders are provided with connecting parts. According to engineering application of an existing magnetic track braking technology on an existing metro vehicle, the magnetic track braking device is installed on the lower portions of two side frames of a metro vehicle bogie and between two wheels on the same side, and the magnetic track braking device has the advantages of being high in strength, large in thrust and variable in direction.

Description

Technical Field

[0001] This invention relates to the field of magnetic track braking technology, and in particular to a magnetic track braking device. Background Technology

[0002] Currently, both air braking and dynamic braking in subway vehicles rely on wheel-rail adhesion, which leads to increased braking distance under low wheel-rail adhesion conditions. By installing non-adhesion braking (magnetic rail braking) equipment on subway vehicles, the braking force under low adhesion conditions can be improved, thus shortening the braking distance. Research will be conducted to develop non-adhesion braking equipment suitable for subway vehicles and its vehicle installation technology, which will be promoted and applied in subway vehicles operating on surface-level lines to reduce safety hazards associated with subway vehicle operation on such lines.

[0003] Early subway lines in China were all underground tunnels, and subway vehicles were designed based on these conditions, with little consideration given to the impact of surface-level tracks. Currently, with the rapid development of subway construction, many subway lines are now surface-level, making them susceptible to extreme weather conditions. Rain, snow, ice, frost, and other contaminants adhere to the rail surfaces, worsening wheel-rail adhesion. This results in reduced air and power braking forces, and longer braking distances, posing safety hazards to subway vehicle operation and seriously disrupting operational order. Therefore, the engineering integration and demonstration research of non-adhesion braking technology suitable for subway vehicles has extremely strong and urgent practical significance. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects existing in the prior art and provide a magnetic track braking device.

[0005] To achieve the above objectives, the technical solution of the present invention is to design a magnetic rail braking device, including a suspension mechanism and a braking mechanism connected to the suspension mechanism. The suspension mechanism is connected to the vehicle's bogie and is used to adjust the distance between the braking mechanism and the rail. The braking mechanism is capable of engaging with the rail. The braking mechanism includes a rectangular brake frame formed by two electromagnets and two transverse tie rods. The suspension mechanism includes suspension cylinders respectively connected to each of the rectangular brake frames. The end of each suspension cylinder that engages with the rectangular brake frame has a connecting portion, and the connecting portion can move relative to the rectangular brake frame.

[0006] In a further preferred embodiment, the connecting portion includes a flat portion at the end of the piston rod, the flat portion having a spherical hole orthogonal to the piston rod axis, the spherical hole containing a spherical connector, and the spherical connector having a connecting hole.

[0007] In a further preferred embodiment, the end of the suspension cylinder that connects to the bogie has a cylinder mounting seat, and the cylinder mounting seat and the suspension cylinder can also move relative to each other.

[0008] A further preferred technical solution is that the end cover of the suspension cylinder has an integral first hinge plate, and the first hinge plate is provided with hinge holes.

[0009] In a further preferred embodiment, the number of the first hinge plates is a pair, the pair of first hinge plates are symmetrically arranged, the first hinge plate is triangular in shape, wherein one side of the first hinge plate is attached to the end cap, and the apex of the side plate extends away from the end cap and the apex is made into an arc shape.

[0010] In a further preferred embodiment, the cylinder mounting base includes a plate-shaped base body with an integral second hinge plate. The second hinge plate is triangular in shape, with one side of the second hinge plate fitting against the base body. The apex of this side extends away from the base body and is rounded. The cylinder mounting base can be connected to the end cover via a hinge shaft.

[0011] In a further preferred embodiment, the cylinder body of the suspension cylinder is provided with an adjusting shim, an elastic element inside the cylinder body abuts against the adjusting shim, the outer periphery of the adjusting shim slides against the inner wall of the cylinder body, an adjusting screw is provided on the side of the adjusting shim away from the elastic element, the adjusting screw is hinged to the adjusting shim, the adjusting screw is threaded into the inner wall of the cylinder body, a pair of symmetrical and radially arranged adjusting rods are provided on the side of the adjusting screw away from the adjusting shim, the adjusting rods penetrate the cylinder body radially to the outer side of the cylinder body, and a spiral through hole is provided on the cylinder body corresponding to the adjusting rods.

[0012] In a further preferred embodiment, an alignment component is connected to the rectangular brake frame, and the alignment component can be detachably connected to the bogie.

[0013] In a further preferred embodiment, the centering assembly includes a limiting cone sleeve and a centering pin. The centering pin is connected to a rectangular brake frame, and the limiting cone sleeve is connected to a bogie. The limiting cone sleeve is provided with an axial cone hole, and the centering pin is detachably inserted into the axial cone hole.

[0014] In a further preferred embodiment, a bushing is embedded in the axial tapered hole, and the bushing has a tapered hole with an inner diameter that gradually decreases from top to bottom. The upper part of the centering pin is tapered and adapted to the bushing. The centering pin is detachably inserted into the tapered hole.

[0015] The advantages and beneficial effects of this invention are as follows: Based on research and practice in the field of subway vehicle braking technology, this project focuses on the installation of magnetic track brakes on existing vehicle platforms. By overcoming the integrated design technology of magnetic track brakes under the spatial constraints of existing bogies and breaking through the compatibility modification technology of existing undercarriage electrical systems, a feasible solution for mechanical structure installation is formed. This achieves the engineering application of magnetic track brake technology on existing subway vehicles, installed on the lower part of the two side frames of the subway vehicle bogie, between the two wheels on the same side, offering advantages such as high strength, large thrust, and variable direction.

[0016] By rationally designing the cross-sectional area or thickness of the pole shoes, the magnetic flux can be maximized while reducing magnetic leakage between the two pole shoes. This allows for the provision of maximum electromagnetic attraction within limited space and ampere-turns, while maintaining stability. This enables the magnetic track braking device to better control the train's braking force parameters and facilitates more precise distribution of braking force. Attached Figure Description

[0017] Figure 1 This is an isometric view of the present invention; Figure 2 This is an isometric view of the suspension mechanism of the present invention; Figure 3 This is the front view of the present invention; Figure 4 This is a side view of the present invention; Figure 5 This is a diagram illustrating the centering component of the present invention; Figure 6 This is a diagram illustrating the braking mechanism of the present invention; Figure 7 This is a cross-sectional view of the adjustable suspension mechanism of the present invention; Figure 8 This is a diagram illustrating the adjustable suspension mechanism of the present invention; In the diagram: 100, suspension mechanism; 110, end cap; 111, first hinge plate; 120, cylinder body; 130, piston rod; 131, connecting part; 132, ball joint; 140, air inlet; 150, elastic element; 160, adjusting shim; 170, adjusting screw; 180, adjusting rod; 190, through hole; 200. Horizontal tie rod; 201. Connecting bracket; 202. Mounting bracket; 203. Guide plate; 300. Alignment assembly; 301. Limiting tapered sleeve; 311. Axial tapered hole; 302. Alignment pin; 400. Braking mechanism; 401. Coil frame; 402. Excitation coil; 403. Baffle; 404. Pole shoe; 405. Magnetic shielding plate; 500, Cylinder mounting base; 501, Second hinge plate. Detailed Implementation

[0018] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings and examples. The following examples are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0019] like Figure 1-7 As shown, a magnetic rail braking device includes a suspension mechanism 100 and a braking mechanism 400 connected to the suspension mechanism 100. The suspension mechanism 100 is connected to the bogie of a vehicle and is used to adjust the distance between the braking mechanism 400 and the rail. The braking mechanism 400 is capable of engaging with the rail.

[0020] The suspension mechanism 100 can drive the braking mechanism 400 to rise and fall, so that the braking mechanism 400 can move down to contact the track and generate friction braking force, or move the braking mechanism 400 up to separate from the track, so as not to affect the normal operation of the rail vehicle.

[0021] The suspension mechanism 100 includes a suspension cylinder. The top of the suspension cylinder is connected to a cylinder mounting seat 500 that can connect to the bogie. Specifically, the top of the suspension cylinder is connected to the cylinder mounting seat 500, which can be connected to the bogie by bolts. This allows the suspension cylinder to be suspended below the bogie via the cylinder mounting seat 500, thereby suspending the braking mechanism 400 below the bogie. The suspension cylinder can drive the braking mechanism 400 to move toward or away from the bogie. That is, in non-braking conditions (when the rail vehicle is running normally), the suspension cylinder supports the weight of the entire magnetic rail braking device, making the distance between the magnetic rail braking device and the top surface of the rail on which the rail vehicle travels greater than 60mm. In braking conditions, the suspension cylinder drives the braking mechanism 400 to move away from the bogie (i.e., toward the rail), so that the braking mechanism 400 can engage with the rail to generate frictional braking force.

[0022] In actual use, the cylinder mounting seat 500 is connected to the bogie with bolts, so that the braking mechanism 400 is suspended below the bogie by four suspension cylinders, and the distance between the braking mechanism 400 and the top surface of the track is greater than 60mm. During the operation of the rail vehicle, the magnetic rail braking device is suspended at a high position and does not come into contact with the rail. When the rail vehicle brakes, the suspension cylinders drive the braking mechanism 400 to move toward the rail. The braking mechanism 400 is energized and attracts the rail to generate friction braking force, so as to achieve the purpose of braking and deceleration. After braking, simply de-energize the braking mechanism 400 and then let the suspension cylinders drive the braking mechanism 400 to move upward.

[0023] The suspension cylinder includes a cylinder body 120, a piston, a piston rod 130, and an end cap 110. The end cap 110 is provided at the end of the cylinder body 120 to form a sealed cavity. The piston is disposed inside the cylinder body 120. The piston rod 130 extends into the cylinder body 120 from the outside of the end cap and is connected to the piston. A sealing ring is provided on the outer periphery of the piston to divide the cylinder body 120 into an elastic cavity and an inflation cavity that are isolated from each other. The elastic cavity is provided with an elastic element 150 that abuts against the inner wall of the end cap 110 and the piston, respectively. An inflation port 140 is provided on the end cap of the cylinder body 120 away from the piston rod. The inflation port 140 communicates with the inflation cavity. In some embodiments, a pressure relief port may also be provided in the middle of the cylinder body 120. The piston selectively blocks the pressure relief port so that the pressure relief port selectively communicates with the inflation cavity.

[0024] In this embodiment, air is first introduced into the inflation chamber through the inflation port. Under the action of air pressure, the piston moves towards the direction of compressing the elastic chamber and compresses the elastic element 150 in the elastic chamber. When the stroke is completed, the inflation port is converted into a pressure relief port or the pressure relief port is directly used to relieve pressure in the inflation chamber. The elastic element 150 in the elastic chamber is released from the compressed state. Under the elastic force of the elastic element 150, the piston moves towards the direction of compressing the inflation chamber and returns to the initial state. Then the inflation action is performed again, realizing the automatic reciprocating action of the piston.

[0025] It should be noted that in this embodiment, the cylinder body 120 has a cylindrical structure. The two ends of the cylinder body are provided with end caps 110. The two end caps 110 are locked to the ends of the cylinder body 120 by four parallel screws and nuts. Each screw passes through the end caps 110 at both ends. The air inlet 140 is provided on the outer circumferential surface of the end cap near the air chamber. The air inlet 140 is connected to an air inflation device, such as an air pump with an air inflation hose, etc., which is not specifically limited here.

[0026] In this embodiment, the elastic element 150 is a return spring, which is sleeved on the end of the piston rod 130 that extends into the cylinder 120 and abuts against the inner wall of the end cap 110 and the piston, respectively. When the piston is in the initial position, the return spring is also in the initial position and is in an extended state. When the piston moves in the extended direction, the return spring is compressed. Of course, the elastic element 150 can also be an elastic rubber column or a spring sheet, etc., and is not specifically limited here.

[0027] The working principle of the cylinder in this embodiment is as follows: When the piston is in the initial position, the piston is in the extreme position, and the air inlet 140 of the air chamber begins to intake air. Under the action of air pressure, the piston moves towards the elastic chamber. As the piston moves towards the elastic chamber and compresses the elastic element 150, the elastic element 150 provides a reverse and increasing elastic force. By controlling the valve, the air inlet is switched to the pressure relief port, and the air chamber is depressurized instantly. Under the action of the elastic force of the elastic element 150 in the elastic chamber, the piston moves quickly towards the air chamber side to reset. At this time, the air chamber continues to be filled with air, and the piston begins to move towards the elastic chamber and enters the next reciprocating cycle.

[0028] The piston includes a load-bearing part and a sealing ring. The sealing ring is fixedly disposed on the outer peripheral surface of the load-bearing part and seals against the inner peripheral wall of the cylinder 120. The piston rod 130 is fixedly connected to one end of the load-bearing part, and the other end of the load-bearing part reciprocates in the inflation chamber and selectively abuts against the inner wall of the end cap.

[0029] In this embodiment, the end cap 110, which is away from the piston rod 130, can move relative to the bogie. The relative movement includes free rotation or displacement along the X, Y, and Z directions, so that when the end cap 110 is connected to the bogie, the bogie will move relative to the cylinder. If the end cap is rigidly connected to the bogie, the cylinder will be deformed by force, and the entire cylinder will fail to work. However, when the end cap 110 is connected to the bogie, the end cap can move relative to the bogie, thus preventing the cylinder from deforming. Specifically, the end cap 110 has an integral first hinge plate 111, which has a hinge hole. In this embodiment, there is a pair of first hinge plates 111, which are symmetrically arranged. The first hinge plate 111 is triangular in shape, with one side of the first hinge plate 111 fitting against the end cap 110. The apex of this side extends away from the end cap 110 and is rounded. The system also includes a cylinder mounting base 500, which includes a plate-shaped seat. The system has an integral second hinge plate 501, which is triangular in shape. One side of the second hinge plate 501 is in contact with the seat body, and the apex of the side extends away from the seat body and is made into an arc shape. In this way, the cylinder mounting seat 500 can be connected to the end cover 110 through the hinge shaft and rotate relative to it. Moreover, when the pin is connected to the hinge hole, a certain gap can be reserved in the axial direction to form a certain clearance space. Then, the cylinder mounting seat 500 and the bogie allow the suspension mechanism to move relative to the bogie.

[0030] In this embodiment, the piston rod 130 has a connecting portion 131 at its end. The connecting portion 131 can move relative to the braking mechanism. The relative movement includes free rotation or displacement along the X, Y, and Z directions, so that when the piston rod is connected to the braking mechanism, the braking mechanism is displaced relative to the cylinder. If the piston rod 130 is rigidly connected to the braking mechanism, the piston rod 130 will be deformed by force, causing the piston rod 130 to get stuck on the end cover 110, resulting in the failure of the entire cylinder. However, when connected to the braking mechanism through the connecting portion 131, the piston rod 130 can move relative to the braking mechanism 400, avoiding deformation of the piston rod 130. Specifically, the connecting part 131 includes a flat part at the end of the piston rod. The flat part can be a square, rectangle, or other polygonal structure. A spherical hole orthogonal to the piston rod axis is provided on the flat part. A spherical connector 132 is provided in the spherical hole. The spherical connector 132 has a connecting hole. The external connector is connected to the connecting hole of the spherical connector 132 through a pin. The spherical connector 132 is hinged to the flat part of the piston rod 130. In this way, the spherical connector can rotate relative to the flat part. Moreover, when the pin is connected to the connecting hole, a certain gap can be reserved in the axial direction to form a certain clearance space.

[0031] Furthermore, the spherical connector 132 and the flat portion can be connected by filling with rubber. The rubber is elastic, and the elasticity of the rubber can be used to allow the connector to move relative to the outside when connected.

[0032] In one embodiment, an adjusting shim 160 is provided in the elastic chamber, and the elastic element 150 abuts against the adjusting shim 160. The outer periphery of the adjusting shim 160 slides in cooperation with the inner wall of the cylinder 120. The core of the adjusting shim 160 is provided with a core hole for the piston rod 130 to pass through. An adjusting screw 170 is provided on the side of the adjusting shim 160 away from the elastic element 150. The adjusting screw 170 is hinged to the adjusting shim 160. The adjusting screw 170 is threaded in cooperation with the inner wall of the cylinder 120. The core of the adjusting screw 170 is connected to the core hole for the piston rod 130 to pass through. A pair of symmetrical and radially arranged adjusting rods 180 are provided on the side of the adjusting screw 170 away from the adjusting shim 160. The adjusting rods 180 radially penetrate the body of the cylinder 120 to the outside of the cylinder 120. A spiral through hole 190 is provided on the cylinder 120 corresponding to the adjusting rods 180.

[0033] The adjusting rod 180 can rotate the adjusting screw 170 along the spiral through hole 190 to drive the adjusting shim 160 to reciprocate, adjusting the distance between the adjusting shim 160 and the piston. This adjusts the extension length of the piston rod 130 to form suspension cylinders with different strokes. Simultaneously, the compression of the elastic element 150 can be adjusted to regulate its elastic recovery force. By adjusting the stroke of the suspension cylinder, the magnetic track braking device can adapt to different rail vehicles. Generally, the distance between the magnetic track braking device and the top surface of the rail on which the rail vehicle travels needs to be greater than 60mm, and the cylinder stroke redundancy design is greater than 85mm. With the suspension cylinder having the adjusting shim 160, only the distance between the adjusting shim 160 and the piston needs to be adjusted to the actual required distance, making it very convenient to use.

[0034] Another embodiment provides a suspension cylinder system, including an air inlet pipe, a solenoid valve, and a suspension cylinder. The basic structure and principle of the suspension cylinder and the resulting technical effects are the same as those in the above embodiment. For the sake of brevity, any parts not mentioned in this embodiment can be referred to the corresponding content in the above embodiments.

[0035] The suspension cylinder includes a cylinder body 120, a piston, a piston rod 130, and an end cap 110. The cylinder body 120 has an end cap at one end, forming a sealed cavity. The piston is disposed within the cylinder body 120. The piston rod 130 extends into the cylinder body 120 from the outside of the end cap and connects to the piston. A sealing ring is provided on the outer periphery of the piston, dividing the cylinder body 120 into an isolated elastic cavity and an inflation cavity. The elastic cavity is provided with elastic elements 150 that abut against the inner wall of the cylinder body 120 and the piston, respectively. An inflation port 140 is provided on the end cap at the end of the cylinder body 120 away from the piston rod, communicating with the inflation cavity. A pressure relief port is also provided in the middle of the cylinder body 120. The piston selectively seals the pressure relief port, allowing it to selectively communicate with the inflation cavity. An inflation pipe is connected to the inflation port 140, and a solenoid valve is disposed on the inflation pipe.

[0036] In some embodiments, the cylinder body 120 does not have a pressure relief port in the middle, and the cylinder body 120 is a sealed structure. The pressure relief process of its inflation chamber is also completed by the inflation pipe. Specifically, the inflation chamber of the cylinder is depressurized by means of a machine control valve. The suspension cylinder provided in this embodiment can be used directly.

[0037] The braking mechanism 400 includes a rectangular brake frame formed by two electromagnets and two transverse tie rods 200. The two electromagnets are arranged opposite each other, specifically corresponding to the two rails of the track on which the rail vehicle travels. The electromagnets can generate an attractive force, which causes the electromagnets to engage with the rails, generating frictional braking force to achieve braking and deceleration. The two transverse tie rods 200 are arranged opposite each other, specifically, both ends of the transverse tie rods 200 are connected to the ends of the two electromagnets on the same side, so that the position of the transverse tie rods 200 does not affect the overall structure of the bogie. The length of the tie rod 200 is equal to the distance between the two rails of the track on which the rail vehicle travels. The two transverse tie rods 200 limit the distance between the two electromagnets to ensure that the distance between the two electromagnets is equal to the distance between the two rails of the track. This allows the two electromagnets to generate the same braking force with each of the two rails, thereby ensuring the stability of the magnetic rail braking device during braking. Furthermore, the transverse tie rod 200 includes a connecting frame 201 and mounting frames 202 connected to both ends of the connecting frame 201. The two mounting frames 202 are respectively connected to the ends of the two electromagnets located on the same side. The electromagnet includes an excitation coil body and pole shoes 404. The excitation coil body includes a coil frame 401 and an excitation coil 402 wound on the coil frame 401. Baffles 403 are provided on both sides of the coil frame 401 along its length. Preferably, the baffles 403 and the coil frame 401 are an integral structure. The excitation coil 112 uses Class 200 insulation and can withstand high temperatures. The coil frame 401 is made of welded stainless steel plates. A junction box is connected to the upper end of the coil frame 401. The excitation coil 402 is connected to the power supply cable through the junction box. The coil frame 401 is connected to the mounting frame 202. A pole shoe 404 is provided below each baffle 403 along the length of the baffle. When the rail vehicle brakes, the pole shoe 404 can contact the rail to form a magnetic circuit, so as to attract the rail and generate braking force by friction.

[0038] Furthermore, the upper ends of the two pole shoes 404 are connected to the corresponding baffles 403 by screws, and a magnetic shielding plate 405 is sandwiched between the lower ends of the two pole shoes 404. A cylindrical pin is provided between the lower end of the pole shoes 404 and the magnetic shielding plate 405. Specifically, a pin hole for inserting the cylindrical pin is provided at the lower end of the pole shoes 404. The cylindrical pin is inserted into the pin hole, and the magnetic shielding plate 405 is snapped between the two cylindrical pins, thereby making the installation of the magnetic shielding plate 405 simple and convenient.

[0039] Furthermore, the thickness of the pole shoe 404 is 30mm to 35mm, the width of the pole shoe 40 is selected between 80mm and 100mm depending on the application, and the thickness of the magnetic shielding plate 405 is 7mm to 10mm. By optimizing the thickness of the pole shoe 404, the magnetic flux can be maximized while reducing magnetic leakage between the two pole shoes 404. Under limited space and ampere-turns conditions, the maximum electromagnetic attraction force can be provided and kept stable, thereby enabling the magnetic rail braking device to control the braking force parameters of the train well and making it more conducive to precise distribution of braking force.

[0040] When the rail vehicle needs to resume operation, the power supply cable is disconnected, the electromagnet is de-energized, the attraction is eliminated (ignoring the influence of residual magnetism), the suspension cylinder exhausts, and the return spring of the suspension cylinder overcomes the gravity of the magnetic rail braking device to reset, thereby driving the piston rod 130 to move upward. The upward movement of the piston rod 130 drives the braking mechanism 404 to move upward under the guidance of the guide plate 203 and separate from the rail, so that the gap between the electromagnet and the top surface of the rail is still greater than 60mm.

[0041] In summary, the magnetic track braking device provided by the present invention, by setting a transverse tie rod 200 between the two electromagnets, makes the distance between the two electromagnets equal to the distance between the two rails of the track, thereby enabling the two electromagnets to generate the same braking force with the two rails respectively, thus ensuring the stability of the magnetic track braking device during braking.

[0042] The magnetic track braking device provided by the present invention, by setting a centering component on the transverse tie rod 200, ensures that the magnetic track braking device will not sway left and right with the bogie during the operation of the rail vehicle, thus ensuring the safety of the magnetic track braking device during vehicle operation. The mounting bracket 202 is connected to the centering component 300, which can be detachably connected to the bogie. Specifically, during vehicle operation, the centering component 300 can prevent the magnetic rail braking device from swaying left and right with the bogie, so as to ensure that the electromagnet and the rail are always vertically aligned, thereby ensuring the safety of the magnetic rail braking device during vehicle operation. During braking, the centering component 300 can be detached from the bogie, so as not to affect the lifting and lowering movement of the braking mechanism 400. The centering assembly 300 includes a limiting cone sleeve 301 and a centering pin 302. The centering pin 302 is connected to the mounting bracket 202, and the limiting cone sleeve 301 is connected to the bogie. The limiting cone sleeve 301 is provided with an axial cone hole 311, and the centering pin 302 is detachably inserted into the axial cone hole 311. In use, the bottom of the centering pin 302 is fixed to the mounting bracket 202 with bolts. During the operation of the rail vehicle, because the braking mechanism 400 is kept in a high position, the centering pin 302... The centering pin 302 is kept in the axial tapered hole 311, thus preventing the magnetic rail brake from swaying left and right with the bogie. When the rail vehicle brakes, the centering pin 302 moves down with the braking mechanism 400, causing the centering pin 302 to gradually move out of the axial tapered hole 311, thus not affecting the downward movement of the braking mechanism. When the rail vehicle runs again, the centering pin moves up with the braking mechanism, causing the centering pin 302 to re-insert into the axial tapered hole 311, thus preventing the magnetic rail brake from swaying left and right with the bogie.

[0043] Furthermore, considering that repeated insertion of the centering pin 302 into the axial tapered hole 311 will cause wear on the inner wall of the axial tapered hole 311, resulting in the centering assembly 3 being unable to restrict the shaking of the magnetic rail brake device, and that replacing the centering assembly is costly and time-consuming, in order to solve the above problems, a bushing is embedded in the axial tapered hole 311. The bushing has a tapered hole with an inner diameter that gradually decreases from bottom to top. The upper part of the centering pin 302 is tapered and adapted to the bushing. The centering pin 302 can be separably inserted into the tapered hole. When the tapered hole of the bushing is worn, only a new bushing needs to be replaced. Compared with replacing the limiting tapered sleeve, replacing the bushing is less costly and the replacement operation is simple and convenient. The fit between the tapered hole and the upper tapered centering pin 302 allows the centering pin 302 to be smoothly reinserted into the axial tapered hole 311 when the centering pin 302 moves upward with the brake mechanism 400.

[0044] The magnetic track braking device provided by this invention, by setting a transverse tie rod 200 between two electromagnets, ensures that the distance between the two electromagnets is equal to the distance between the two rails of the track, thereby enabling the two electromagnets to generate the same braking force with the two rails respectively, thus ensuring the stability of the magnetic track braking device during braking and guaranteeing vehicle safety. By setting a centering component 300 on the transverse tie rod 200, the magnetic track braking device will not sway left and right with the bogie during the operation of the rail vehicle, ensuring the safety of the magnetic track braking device during vehicle operation. By using a suspension cylinder to connect the braking device to the bogie of the rail vehicle, the braking mechanism is kept in a high position during the operation of the rail vehicle, preventing contact and collision with the rails, ensuring driving safety. When the rail vehicle brakes, the suspension cylinder drives the braking mechanism 400 to move down onto the rail, and when the rail vehicle resumes operation, the suspension cylinder drives the braking mechanism 400 to move up to the initial position, eliminating the need to adjust the gap between the electromagnets and the rails, reducing maintenance workload and improving the reliability of the magnetic track braking device.

[0045] Furthermore, the mounting frame 202 is provided with a guide plate 203. Preferably, the guide plate 203 is integrally formed with the mounting frame 202. The guide plate 203 can contact the bogie, thereby guiding the movement of the braking mechanism 400, so that the electromagnet can always correspond to the rail during the movement, thus ensuring the stability of the magnetic rail braking device during braking. A junction box for connecting to the power cable is provided on the horizontal tie rod 200. The junction box is located in the middle of the horizontal tie rod 200 and is connected to the horizontal tie rod 200 by two bolts and a mounting plate. The junction box is connected to the electromagnet through the power supply cable, that is, the electromagnet is connected to the power cable through the junction box. The setting of the junction box makes the wiring connection simple and convenient, and the junction box can also protect the wiring connection.

[0046] The magnetic rail braking device provided by the present invention, by setting a guide plate 203, can not only guide the movement of the electromagnet so that the electromagnet and the rail are always vertically aligned, but also transmit the generated frictional braking force to the bogie, thereby ensuring the stability of the magnetic rail braking device during braking and thus ensuring driving safety.

[0047] The magnetic track braking device provided by this invention uses a suspension cylinder to drive the braking mechanism 400 to move up and down, ensuring that the braking mechanism 400 remains in a high position and does not contact or collide with the rail during the operation of the rail vehicle, thus guaranteeing driving safety. When the rail vehicle brakes, the suspension cylinder drives the braking mechanism to move down onto the rail to generate frictional braking force. When the rail vehicle resumes operation, the suspension cylinder drives the braking mechanism to move up to the initial position, which allows the magnetic track braking device to have a gap of more than 60mm between it and the top surface of the rail. This eliminates the need to adjust the gap between the electromagnet and the rail, reducing maintenance workload and improving the reliability of the magnetic track braking device. The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A magnetic track braking device, characterized in that, The system includes a suspension mechanism and a braking mechanism connected to the suspension mechanism. The suspension mechanism is connected to the vehicle's bogie and is used to adjust the distance between the braking mechanism and the rail. The braking mechanism is capable of engaging with the rail. The braking mechanism includes a rectangular brake frame formed by two electromagnets and two lateral tie rods. The suspension mechanism includes suspension cylinders respectively connected to each of the rectangular brake frames. The end of the suspension cylinder that connects to the rectangular brake frame has a connecting part, and the connecting part and the rectangular brake frame can move relative to each other.

2. The magnetic track braking device according to claim 1, characterized in that, The connecting part includes a flat portion at the end of the piston rod, on which a spherical hole orthogonal to the piston rod axis is provided, and a spherical connector is provided in the spherical hole, the spherical connector having a connecting hole.

3. A magnetic track braking device according to claim 1, characterized in that, The end of the suspension cylinder that connects to the bogie has a cylinder mounting seat, and the cylinder mounting seat and the suspension cylinder can also move relative to each other.

4. A magnetic track braking device according to claim 3, characterized in that, The end cover of the suspension cylinder has an integral first hinge plate, and the first hinge plate is provided with hinge holes.

5. A magnetic track braking device according to claim 4, characterized in that, The number of the first hinge plates is a pair, and the pair of first hinge plates are symmetrically arranged. The first hinge plate is triangular in shape, wherein one side of the first hinge plate is attached to the end cap, and the apex of the side extends away from the end cap and the apex is made into an arc shape.

6. A magnetic track braking device according to claim 5, characterized in that, The cylinder mounting base includes a plate-shaped base body with an integral second hinge plate. The hinge plate is triangular in shape, with one side of the second hinge plate fitting against the base body. The apex of this side extends away from the base body and is rounded. The cylinder mounting base can be connected to the end cover via a hinge shaft.

7. A magnetic track braking device according to claims 1-6, characterized in that, The cylinder body of the suspension cylinder is provided with an adjusting shim. An elastic element inside the cylinder body abuts against the adjusting shim. The outer periphery of the adjusting shim slides against the inner wall of the cylinder body. An adjusting screw is provided on the side of the adjusting shim away from the elastic element. The adjusting screw is hinged to the adjusting shim and threaded to the inner wall of the cylinder body. A pair of symmetrical and radially arranged adjusting rods are provided on the side of the adjusting screw away from the adjusting shim. The adjusting rods penetrate the cylinder body radially to the outer side of the cylinder body. A spiral through hole is provided on the cylinder body corresponding to the adjusting rods.

8. A magnetic track braking device according to claim 1, characterized in that, The rectangular brake frame is connected to an alignment component, which can be detachably connected to the bogie.

9. A magnetic track braking device according to claim 8, characterized in that, The centering assembly includes a limiting cone sleeve and a centering pin. The centering pin is connected to a rectangular brake frame, and the limiting cone sleeve is connected to a bogie. The limiting cone sleeve is provided with an axial cone hole, and the centering pin is detachably inserted into the axial cone hole.

10. A magnetic track braking device according to claim 9, characterized in that, A bushing is embedded in the axial tapered hole. The bushing has a tapered hole with an inner diameter that gradually decreases from top to bottom. The upper part of the centering pin is tapered and adapted to the bushing. The centering pin is detachably inserted into the tapered hole.

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