Subway electric hydraulic emergency car arrester and operation method thereof

Abstract

The invention belongs to the technical field of subway transportation safety, and provides a subway electric hydraulic emergency car arrester and an operation method thereof in order to solve the problems that an existing car arresting device is long in car arresting response time, low in efficiency and the like. The multi-stage damping mechanism is arranged at the top of the bottom plate and used for conducting multi-stage speed reduction on a train till the train stops running, the stopping block is connected to the end, close to a train head, of the multi-stage damping mechanism and rotates the stopping block to the position above a train rail to stop the train, and the driver is installed on the bottom plate and connected to the side, away from the multi-stage damping mechanism, of the stopping block. And the stop block is directionally rotated. The car arrester can quickly absorb and counteract the kinetic energy of train operation, the response time is greatly shortened, the car arresting effect is improved, and the safety of subway train operation is ensured.

Description

Technical Field

[0001] This invention relates to the field of subway transportation safety technology, and in particular to a subway electro-hydraulic emergency vehicle stopper and its operating method. Background Technology

[0002] In the railway transportation industry, wheel stops (also known as "wheel stoppers" or "stopping devices") are installed at the end of the track or at specific locations. They absorb the kinetic energy of the train through friction, hydraulic pressure, or material displacement, specifically designed to prevent trains from moving unexpectedly or running off the track. They serve as the last line of defense to ensure the safety of passengers, staff, and the public. Although wheel stops are not involved in routine train operations, they prevent vehicles from accidentally running off the track due to factors such as gradients, or from exceeding the stopping point due to signal malfunctions, operational errors, or brake failure. They protect the end of the track and safeguard personnel and equipment in maintenance workshops, at intersections of different tracks, or other areas requiring isolation.

[0003] Currently used vehicle stoppers mainly rely on mechanical structures or simple hydraulic systems. For example, a safety vehicle stopper with patent number CN220031961U includes a support base, a lever, a connecting assembly, and a vehicle stop assembly. The lever and the vehicle stop assembly are mounted on the support base, and the connecting assembly is located at the lower end of the support base. The connecting assembly is connected to the lever and the vehicle stop assembly. A rotating rod is mounted on the vehicle stop assembly, and a spring is sleeved on the rod body to achieve stable pulling at the end of the rotating rod. This ensures that the L-shaped block and the connecting plate change accordingly when the rotating rod changes, thereby improving the stability of the equipment operation.

[0004] However, existing vehicle stoppers rely on mechanical structures or simple hydraulic systems. In case of emergencies such as signal failures, foreign object intrusion on the track, or sudden personnel safety incidents, they require manual operation. Furthermore, due to the large number of mechanical transmission components, the response time is long. At the same time, mechanical wear affects the stability of the vehicle stopping force, resulting in a prolonged vehicle stopping time. In extreme environments, the vehicle stopping force may weaken or fail.

[0005] Therefore, we researched and developed a multi-stage progressive electro-hydraulic emergency vehicle stopper to achieve rapid triggering of the vehicle stop action and stable vehicle stop effect, shorten the response time of the vehicle stop process, and improve the safety of subway operation and the timeliness of emergency response. Summary of the Invention

[0006] To address the shortcomings of the existing technologies, this invention aims to provide a subway electro-hydraulic emergency train stopper and its operating method. By setting up a multi-stage damping mechanism, the kinetic energy of the train during operation is quickly and stepwise to be offset, enabling the train stop action to be triggered quickly and stopped stably. At the same time, the electric drive of the blocking block rotation replaces the complex mechanical transmission structure in traditional train stoppers, significantly reducing the response time and effectively solving the problems existing in the background technology.

[0007] The present invention achieves the above-mentioned technical objectives through the following technical solutions: In a first aspect, the present invention discloses a subway electro-hydraulic emergency vehicle stopper, comprising two vehicle stoppers respectively positioned on opposite sides of two train tracks, each vehicle stopper comprising: The base plate is set on the rail base; A multi-stage damping mechanism is installed on the top of the base plate to reduce the speed of the train in multiple stages until the train stops. The blocking block is connected to the end of the multi-stage damping mechanism near the front of the train. The blocking block is rotated to the top of the train rails to block the train. The driver, mounted on the base plate and connected to the side of the stop block away from the multi-stage damping mechanism, is used to rotate the stop block in a specific direction.

[0008] As a preferred embodiment of the above technical solution, the multi-stage damping mechanism includes: The damping cylinder is installed on the base plate, and the damping cylinder and the blocking block are spaced apart. The first-stage push rod passes through the damping cylinder and is movably connected to the stop block; The secondary push rod passes through the damping cylinder and is simultaneously sleeved on the outer wall of the primary push rod.

[0009] Based on the above technical solution, the damping cylinder is further provided with a first cavity and a second cavity inside, and an annular boss is provided between the first cavity and the second cavity. In the initial state, the end of the secondary push rod extends into the second cavity and abuts against the annular boss.

[0010] A further preferred embodiment is that a sealing disc is integrally provided in the middle of the secondary push rod, and the sealing disc fits against the inner wall of the first cavity.

[0011] As a further preferred embodiment, a first elastic element is also provided in the first cavity, with its two ends abutting against the annular boss and the sealing disc, respectively.

[0012] A further preferred embodiment is that a hydraulic chamber is nested within the second cavity, and in the initial state, the end of the first-stage push rod is located in the hydraulic chamber.

[0013] Based on the above technical solution, an annular baffle is further provided between the hydraulic chamber and the second cavity, and multiple through holes are circumferentially opened at the end of the hydraulic chamber away from the first-stage push rod. The through holes are located between the annular baffle and the bottom wall of the damping cylinder.

[0014] Based on the above technical solution, a second elastic element is further provided between the end of the first-stage push rod connected to the blocking block and the second-stage push rod.

[0015] As a further preferred embodiment, the blocking block has an L-shaped structure and is connected to the driver via a chuck.

[0016] Secondly, the present invention also discloses an operation method for a subway electro-hydraulic emergency vehicle stopper, comprising the following steps: a. When the train speed is abnormal, activate the drive to rotate the stop block above the train rail; b. When the train reaches the contact block, it pushes the block and the first-stage push rod to move synchronously. The first piston squeezes the hydraulic oil in the hydraulic chamber. As the hydraulic oil is squeezed into the second cavity, it offsets part of the train's kinetic energy. c. After the first-stage push rod moves to contact the second-stage push rod, the two move synchronously. When the second-stage push rod moves, it compresses the first elastic element, which offsets part of the train's kinetic energy. At the same time, the second piston squeezes the gas in the second cavity, and the gas heats up to offset part of the train's kinetic energy, ultimately bringing the train to a stop.

[0017] Compared with the prior art, the present invention can produce the following beneficial effects: 1. By setting up a multi-stage damping mechanism, the first-stage push rod and the second-stage push rod work together with the blocking block to achieve a second-level triggering of the train blocking action. During the blocking process, the damping effect of hydraulic oil, gas and elastic components is used to quickly absorb and offset the kinetic energy of the train, which greatly shortens the response time. In emergency situations, it can quickly stop the train and improve the safety of subway train operation.

[0018] 2. This invention utilizes electric drive and multi-stage hydraulic damping design to replace the complex mechanical transmission structure in traditional vehicle blocking devices, reducing mechanical transmission components, reducing the impact of mechanical wear on the stability of the vehicle blocking force, ensuring stable vehicle blocking effect under extreme working conditions, and is easy to operate without manual operation, reducing the difficulty of operation and labor intensity, and improving the timeliness of emergency handling. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0020] Figure 1 This is a schematic diagram of the overall structure of a subway electro-hydraulic emergency vehicle stopper according to the present invention; Figure 2 This is another schematic diagram of the overall structure of the present invention; Figure 3 This is a schematic diagram of the structure of one side of the vehicle stopper of the present invention; Figure 4 This is a cross-sectional plan view of the overall structure of the vehicle stopper of the present invention; Figure 5This is a perspective cross-sectional view of the overall structure of the vehicle stopper of the present invention; Figure 6 This is an enlarged cross-sectional view of the second cavity of the present invention; Figure 7 This is a cross-sectional view of the second cavity of the present invention from another angle; Figure 8 This is a schematic diagram showing the connection relationship between the multi-stage damping mechanism, the blocking block, and the driver of the present invention; Figure 9 This is a schematic diagram showing the connection relationship between the multi-stage damping mechanism and the blocking block of the present invention; Figure 10 This is a schematic diagram of the vehicle stopper of the present invention in use. In the diagram: 1. Base plate; 2. Multi-stage damping mechanism; 21. Damping cylinder; 211. First cavity; 212. Second cavity; 213. Annular boss; 214. Hydraulic chamber; 2141. Through hole; 215. Annular baffle; 22. First-stage push rod; 221. First piston; 23. Second-stage push rod; 231. Sealing disc; 232. Groove; 233. Second piston; 3. Block; 4. Driver; 5. First elastic element; 6. Second elastic element; 7. Chuck; 71. Connecting rod; 100. Train rail; 200. Rail base. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0022] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] Example 1: Reference Figures 1-10This invention proposes an electro-hydraulic emergency train stopper for subways. Two train stoppers are provided, and the two train stoppers are respectively arranged on opposite sides of two train tracks 100. Each train stopper includes a base plate 1, a multi-stage damping mechanism 2, a blocking block 3, and a driver 4. The base plate 1 is fixedly installed on the top of the rail base 200. The multi-stage damping mechanism 2 is arranged on the top of the base plate 1 and is used to decelerate the train in multiple stages until the train stops. The blocking block 3 is connected to the end of the multi-stage damping mechanism 2 near the front of the train. The blocking block 3 is rotated to the top of the train track 100 to block the train. The driver 4 is installed on the base plate 1 and is connected to the side of the blocking block 3 away from the multi-stage damping mechanism 2. The driver 4 is used to rotate the blocking block 3.

[0024] Specifically, the base plate 1 is a rectangular strip structure made of metal, and the base plate 1 is fixedly connected to the rail base 200 on the outside of the train rail 100 by bolts.

[0025] like Figures 3-7 As shown, the multi-stage damping mechanism 2 includes a damping cylinder 21, a primary push rod 22, and a secondary push rod 23. The damping cylinder 21 and the base plate 1 are made of the same material and are integrally formed. One end of the damping cylinder 21 is closed and the other end is open. The damping cylinder 21 and the blocking block 3 are spaced apart. The proximal end of the primary push rod 22 (the end closer to the train head) is movably connected to the blocking block 3. The distal end of the primary push rod 22 (the end farther from the train head) passes through the damping cylinder 21. The distal end of the secondary push rod 23 also passes through the damping cylinder 21, and the secondary push rod 23 is simultaneously sleeved on the outer wall of the primary push rod 22. In this embodiment, both the primary push rod 22 and the secondary push rod 23 are made of rigid material.

[0026] Furthermore, the damping cylinder 21 has a first cavity 211 and a second cavity 212 arranged sequentially from near to far inside, and an annular boss 213 is provided between the first cavity 211 and the second cavity 212. In the initial state, the distal end of the secondary push rod 23 extends into the second cavity 212 and abuts against the annular boss 213. The end of the secondary push rod 23 is connected to a second piston 233. The diameter of the second piston 233 is the same as the inner diameter of the second cavity 212, so that the outer wall of the second piston 233 abuts against the inner wall of the second cavity 212. A sealing disc 231 is integrally connected to the middle of the secondary push rod 23. The sealing disc 231 is made of the same material as the secondary push rod 23, and the diameter of the sealing disc 231 is the same as the inner diameter of the first cavity 211, so that the outer wall of the sealing disc 231 abuts against the inner wall of the first cavity 211.

[0027] like Figure 5As shown, a first elastic element 5 is also provided in the first cavity 211. The two ends of the first elastic element 5 abut against the end faces of the annular boss 213 and the sealing disk 231, respectively. In this embodiment, the first elastic element 5 is a spring with high stiffness. When the secondary push rod 23 is subjected to pressure and moves in the same direction as the train's travel direction, the sealing disk 231 compresses the first elastic element 5 and absorbs part of the train's kinetic energy.

[0028] like Figures 6-7 As shown, the second cavity 212 is configured as a double-layer cavity, that is, the second cavity 212 is nested inside the hydraulic cavity 214, the hydraulic cavity 214 is filled with hydraulic oil, and the second cavity 212 outside the hydraulic cavity 214 is filled with gas. In the initial state, the end of the first-stage push rod 22 extends into the proximal end of the hydraulic cavity 214, and the distal end of the first-stage push rod 22 is connected to the first piston 221. The diameter of the first piston 221 is the same as the inner diameter of the hydraulic cavity 214, so that the outer wall of the first piston 221 abuts against the inner wall of the hydraulic cavity 214.

[0029] Furthermore, the hydraulic chamber 214 has multiple through holes 2141 circumferentially opened at its distal end, and an annular baffle 215 is provided between the hydraulic chamber 214 and the second cavity 212. The through holes 2141 are located between the annular baffle 215 and the bottom wall of the damping cylinder 21. When the first-stage push rod 22 is subjected to pressure and moves in the same direction as the train's travel direction, the first piston 221 moves from the proximal end to the distal end in the hydraulic chamber 214 to compress the hydraulic oil. A small portion of the hydraulic oil in the hydraulic chamber 214 flows into the second cavity 212 through the through holes 2141. Due to the effect of the through holes 2141, the temperature of the hydraulic oil rises sharply after being squeezed, and the hydraulic oil can absorb part of the train's kinetic energy.

[0030] like Figure 8 As shown, a second elastic element 6 is sleeved on the proximal end of the first-stage push rod 22, and a groove 232 is opened on the proximal end of the second-stage push rod 23. The two ends of the second elastic element 6 abut against the bottom of the first-stage push rod 22 and the groove 232, respectively. In this embodiment, the second elastic element 6 is also a spring. When the first-stage push rod 22 is subjected to pressure, it will compress the second elastic element 6 simultaneously.

[0031] In this embodiment, the primary push rod 22 and the blocking block 3 are rotatably connected by a bearing, such as Figures 8-9 As shown, the blocking block 3 has an L-shaped structure and is located above the base plate 1. The blocking block 3 is connected to the driver 4 through a chuck 7. Specifically, the chuck 7 is fixedly installed on the output shaft of the driver 4. Two connecting rods 71 ​​are provided on the chuck 7. Both connecting rods 71 ​​are movably inserted into the blocking block 3. When the train contacts the blocking block 3, the blocking block 3 separates from the connecting rods 71 ​​and moves synchronously with the first-stage push rod 22.

[0032] In this embodiment, the driver 4 is a servo motor, which can be the ES6004A-40S30B1 / B2 or ES6005A-20S30N1-T model produced by Changzhou Hetai Electric Co., Ltd.

[0033] In some preferred embodiments, the driver 4 in this embodiment is communicatively connected to the remote control system. A speed sensor is also configured near the train track 100, and the speed sensor is also communicatively connected to the remote control system to monitor the train speed. When the speed sensor detects an abnormal train speed, it transmits a signal to the remote control system, which then sends a start command to the driver 4 to stop the train. At the same time, the remote control system can monitor the working status of the train stopper in real time to ensure that the train stopper works normally when needed.

[0034] Example 2:

[0035] An electro-hydraulic emergency train stop device for subways according to the present invention is arranged on opposite sides of two train tracks 100 via a rail base 200, as shown in the figure. Figure 10 Its working principle in application is as follows: The train's running speed is monitored by a speed sensor. When an abnormal train speed is detected, the driver 4 is activated. The driver 4 drives the turntable to rotate, causing the blocking block 3 to rotate above the train rail 100. When the train comes into contact with the blocking block 3, the blocking block 3 is impacted by the train and begins to drive the first-stage push rod 22 to move in the same direction as the train. When the first-stage push rod 22 moves, it compresses the second elastic element 6 and compresses the hydraulic oil in the hydraulic chamber 214 through the first piston 221. The hydraulic oil is squeezed into the second cavity 212 through the through hole 2141. During the compression process, the hydraulic oil heats up rapidly and absorbs heat, converting part of the train's kinetic energy into heat energy. After the first-stage push rod 22 moves a certain distance, it will contact the second-stage push rod 23 and exert a squeezing force on it. At this time, the first-stage push rod 22 and the second-stage push rod 23 begin to move synchronously. When the second-stage push rod 23 moves, it compresses the first elastic element 5, which absorbs part of the kinetic energy from the train's movement. During the movement of the second-stage push rod 23, the gas pressure in the second cavity 212 is increased through the second piston 233. The gas temperature rises to offset part of the kinetic energy from the train. Finally, with the cooperation of the first-stage push rod 22, the second-stage push rod 23, the second cavity 212, the hydraulic cavity 214, etc., the train is brought to a stop, achieving a fast and stable braking effect and improving the safety of train operation.

[0036] Simulation test verification: This invention relates to an electro-hydraulic emergency braking device for subway trains, used during emergency braking. The train weight is set to 150 tons, and the maximum speed to 5 km / h. The diameter d1 of the first-stage push rod 22 is 60 mm, and its maximum displacement in the first stage is 70 mm. The diameter d2 of the second-stage push rod 23 is 120 mm, and its maximum displacement when both push rods 22 and 23 move simultaneously is 80 mm. There are 10 through holes 2141 with a diameter of 1 mm each, and the hydraulic chamber has a volume of 2000 cm³. 3 .

[0037] The braking process is divided into two stages: First stage: Only the first-stage push rod 22 moves, with a displacement of 70 mm (0.07 m), and the hydraulic oil absorbs energy through the through hole 2141; Second stage: When the first-stage push rod 22 abuts against the end of the second-stage push rod 23, the first-stage push rod 22 and the second-stage push rod 23 move synchronously, with a displacement of 80 mm (0.08 m). The hydraulic oil continues to absorb energy, and at the same time, the first elastic element 5 is compressed and absorbs energy.

[0038] The initial velocity v0 is 5 km / h. After conversion, v0 = 5 × 1000 / 3600 m / s = 5000 / 3600 = 25 / 18 ≈ 1.3889 m / s; Initial kinetic energy = 0.5 × m × v0^2 = 0.5 × 150000 × (1.3889)^2 ≈ 0.5 × 150000 * 1.929 = 0.5 × 289350 = 144675 J, approximately 144.675 kJ; In the first stage, only the first-stage push rod 22 moves 70 mm, while the second-stage push rod 23 and the first elastic element 5 remain stationary. The hydraulic oil is compressed and flows out through the through-hole 2141, absorbing energy. The energy absorption capacity of the hydraulic oil is calculated using the damping force. The damping force is proportional to the square of the velocity. Based on the first-stage push rod diameter of 60 mm, the damping hole diameter of 1 mm, the number of damping holes of 10, the hydraulic oil density of 870 kg / m³, and the flow coefficient of 0.7, the damping force coefficient k is calculated to be 325300 N·s. 2 / m 2 ; In the second stage, the first-stage push rod 22 and the second-stage push rod 23 move together by 80mm. At this time, the hydraulic oil continues to be compressed, and the first elastic element 5 is compressed to absorb energy. The first stage begins braking from a velocity of v0 = 1.3889 m / s. The velocity v1 at the end of the first stage is obtained by solving the equation of motion: m dv / dt = - k· v^2. After integration, the velocity at the end of the first stage is v1 = v0 ·e^{- (k / m) s1}, where: k / m = 325300 / 150000 = 2.16867, so (k / m) s1 = 2.16867×0.07 =0.1518069; We obtain: v1 = v0 e^{-0.1518069} = 1.3889 × 0.8593 ≈ 1.193 m / s; e^{-0.1518} = 1 / e^{0.1518} ≈ 1 / 1.164 = 0.859; Therefore, v1 ≈ 1.3889 × 0.859 = 1.193 m / s; Therefore, the braking time for the first stage is calculated as follows: Initial velocity v0 = 1.3889 m / s, final velocity v1 = 1.193 m / s. Average speed v = (v0 + v1) / 2 = (1.3889 + 1.193) / 2 = 1.3889 + 1.193 = 1.29095 m / s.

[0039] Braking time t1 = displacement / average velocity = 0.07 / 1.29095 ≈ 0.0542 s.

[0040] The braking time for the first stage is calculated as follows: In the second stage, the first-stage push rod and the second-stage push rod move simultaneously, with a displacement of 80 mm (0.08 m). Initial velocity v1 = 1.193 m / s, final velocity v2 = 0 m / s The average velocity v' = (v1 + v2) / 2 = (1.193 + 0) / 2 = 0.5965 m / s; Braking time t2 = displacement / average velocity = 0.08 / 0.5965 ≈ 0.134s.

[0041] Since the second stage involves hydraulic damping and spring force, the equation of motion is nonlinear. Numerical integration verifies that the average velocity method is reasonable. Under the assumption of uniform deceleration, the time is approximately 0.134 s. Therefore, the total braking time t = t 1+ t2 = 0.0542 + 0.134 = 0.1882 s.

[0042] This verifies that the damper of the present invention can achieve second-level braking, which can quickly stop the train and improve the timeliness of emergency handling.

[0043] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A subway electro-hydraulic emergency vehicle stopper, characterized in that, There are two car stoppers, which are respectively installed on opposite sides of the two train tracks (100). Each car stopper includes: The base plate (1) is set on the rail base (200); A multi-stage damping mechanism (2) is installed on the top of the base plate (1) to reduce the speed of the train in multiple stages until the train stops. The blocking block (3) is connected to the end of the multi-stage damping mechanism (2) near the head of the train. The blocking block (3) is rotated to the top of the train rail (100) to block the train. The driver (4) is mounted on the base plate (1) and connected to the side of the blocking block (3) away from the multi-stage damping mechanism (2) for directional rotation of the blocking block (3).

2. The subway electro-hydraulic emergency vehicle stopper according to claim 1, characterized in that, The multi-stage damping mechanism (2) includes: The damping cylinder (21) is set on the base plate (1), and the damping cylinder (21) and the blocking block (3) are spaced apart; The first-stage push rod (22) passes through the damping cylinder (21) and is movably connected to the blocking block (3); The secondary push rod (23) is inserted inside the damping cylinder (21) and simultaneously sleeved on the outer wall of the primary push rod (22).

3. A subway electro-hydraulic emergency vehicle stopper according to claim 2, characterized in that, The damping cylinder (21) has a first cavity (211) and a second cavity (212) inside, and an annular boss (213) is provided between the first cavity (211) and the second cavity (212). In the initial state, the end of the secondary push rod (23) extends into the second cavity (212) and abuts against the annular boss (213).

4. A subway electro-hydraulic emergency vehicle stopper according to claim 2, characterized in that, A sealing disc (231) is integrally provided in the middle of the secondary push rod (23), and the sealing disc (231) is in contact with the inner wall of the first cavity (211).

5. A subway electro-hydraulic emergency vehicle stopper according to claim 4, characterized in that, The first cavity (211) is also provided with a first elastic element (5), and the two ends of the first elastic element (5) abut against the annular boss (213) and the sealing disc (231) respectively.

6. A subway electro-hydraulic emergency vehicle stopper according to claim 2, characterized in that, The second cavity (212) contains a hydraulic cavity (214). In the initial state, the end of the first-stage push rod (22) is located in the hydraulic cavity (214).

7. A subway electro-hydraulic emergency vehicle stopper according to claim 6, characterized in that, An annular baffle (215) is provided between the hydraulic chamber (214) and the second cavity (212). Multiple through holes (2141) are provided circumferentially at the end away from the first-stage push rod (22). The through holes (2141) are located between the annular baffle (215) and the bottom wall of the damping cylinder (21).

8. A subway electro-hydraulic emergency vehicle stopper according to claim 7, characterized in that, A second elastic element (6) is also provided between the end of the first-stage push rod (22) connected to the blocking block (3) and the second-stage push rod (23).

9. A subway electro-hydraulic emergency vehicle stopper according to claim 2, characterized in that, The blocking block (3) has an L-shaped structure and is connected to the driver (4) via a chuck (7).

10. The operating method of a subway electro-hydraulic emergency vehicle stopper according to any one of claims 1-9, characterized in that, Includes the following steps: a. When the train speed is abnormal, start the drive (4) to rotate the blocking block (3) above the train rail (100); b. When the train runs to the contact block (3), it pushes the block (3) and the first-stage push rod (22) to move synchronously. The first piston (221) squeezes the hydraulic oil in the hydraulic chamber (214). During the process of the hydraulic oil being squeezed into the second cavity (212), part of the train's kinetic energy is offset. c. When the first-stage push rod (22) moves to contact the second-stage push rod (23), the two move synchronously. When the second-stage push rod (23) moves, it compresses the first elastic element (5), which offsets part of the train's kinetic energy. At the same time, the second piston (233) squeezes the gas in the second cavity (212), and the gas heats up to offset part of the train's kinetic energy, thus finally bringing the train to a stop.

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