Amusement ride emergency brake and automatic reset device and method

Abstract

This invention discloses an emergency braking and automatic reset device and method for amusement rides, relating to the field of amusement ride technology. The device includes a train body and a braking component. A plurality of connecting bases are arrayed between two guide rails, and a third fixing frame is provided between the connecting bases. A brake plate is installed at the bottom of the train body. The braking component is mounted on the third fixing frame, and triggering components are symmetrically arranged at both ends of the third fixing frame. The triggering component includes a triggering mechanism and a transmission mechanism. This invention employs purely mechanical triggering eddy current braking, requiring no electrical commands and avoiding the risk of electrical failure preventing triggering. It utilizes the non-contact eddy current effect to generate braking force, eliminating any wearing parts and the maintenance burden of frequent brake pad replacements. Simultaneously, it integrates an automatic reset function, automatically unlocking and resetting via sensors and electromagnets, significantly improving the reliability of emergency braking and the operational efficiency of the equipment.

Description

Technical Field

[0001] This invention relates to the field of amusement equipment technology, specifically to an emergency braking and automatic reset device and method for amusement equipment. Background Technology

[0002] In amusement rides, especially those involving gliding rides closely related to speed, such as suspended roller coasters, vertical lift roller coasters, and super twist roller coasters, safe operation heavily relies on reliable braking systems. During the lift phase of a roller coaster, if insufficient power, chain breakage, motor failure, or control system malfunction occurs, the vehicle may fail to successfully pass the highest point of the track, resulting in a rapid backward descent. This uncontrolled backward movement can easily lead to serious safety accidents such as vehicle collisions, derailments, and even passenger injuries or fatalities. Therefore, amusement rides must be equipped with emergency braking devices to intervene immediately upon detecting unexpected backward movement, reliably preventing the vehicle from falling at high speed and ensuring the safety of passengers and the equipment. Furthermore, the emergency braking device should also have an automatic reset function to allow for rapid resumption of operation after the fault is resolved.

[0003] Currently, most common emergency braking methods rely on the principle of physical friction deceleration. For example, brake pads are installed at the bottom of the roller coaster, and friction components are set in corresponding sections of the track, achieving deceleration through sliding friction between the two; or a structure similar to disc or drum brakes in automobiles is used, where the brake pads directly clamp the wheels to generate braking force. However, these friction braking methods all depend on the continuous friction between the brake pads and other structures. Long-term, high-frequency use will lead to severe wear on the surface of the brake pads, gradually reducing braking performance. When the brake pads are excessively worn, the emergency braking distance increases significantly, and braking ability may even be lost. Regularly inspecting and replacing brake pads not only increases the workload and difficulty of daily maintenance, but also poses safety hazards if maintenance is not timely or operation is improper. On the other hand, some equipment uses a braking device that combines magnetic brakes and mechanical brakes: during normal operation, the movable magnetic brake is in a non-working state; once backward movement is detected, the system controls the movable magnetic brake to deploy, using the eddy current effect to decelerate, and finally relying on the mechanical brake to achieve precise positioning. However, this solution is highly dependent on control system commands and has the risk of electrical failure; the magnetic brake may not deploy in time, leading to braking failure.

[0004] Based on this, an emergency braking and automatic reset device and method for amusement equipment are now provided, which can eliminate the drawbacks of existing devices. Summary of the Invention

[0005] The purpose of this invention is to provide an emergency braking and automatic reset device and method for amusement equipment to solve the problems in the prior art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: An emergency braking and automatic reset device for amusement rides includes a train body and a braking component. The train body has several sets of movable wheels arranged in an array at its bottom. These wheels are mounted on two guide rails. Several connecting bases are arranged between the two guide rails, and a third fixed frame is positioned between these connecting bases. A brake plate is mounted on the bottom of the train body via a connecting assembly. The third fixed frame has a braking component for emergency braking of the train body. Both ends of the third fixed frame have symmetrically arranged triggering components for activating the braking component. The braking component includes a movable frame, with two movable frames arranged symmetrically. Each movable frame has an upper magnetic plate and a lower magnetic plate installed inside, forming a braking channel through which the brake plate passes. The triggering component includes a triggering mechanism and a transmission mechanism.

[0007] Based on the above technical solutions, the present invention also provides the following optional technical solutions: In one alternative: the connecting assembly includes a first fixing frame and a second fixing frame, the first fixing frame and the second fixing frame are respectively installed on both sides of the brake plate, the first fixing frame and the second fixing frame are fixedly connected by a plurality of first screws, and a plurality of first connecting frames are arranged in an array on the inner side of the second fixing frame, and the first connecting frames are all installed at the bottom end of the train body.

[0008] In one alternative: a second connecting frame is provided between each of the two connecting bases. The second connecting frame is installed on the mounting tube and the third fixing frame. The third fixing frame is installed on several connecting bases by first screws. Mounting plates are fixed at both ends of the second connecting frame. Limiting tubes are fixed at both ends of the mounting plates. Limiting slide rods are slidably provided in the limiting tubes. The limiting slide rods are fixed on one side of the movable frame.

[0009] In one alternative embodiment: the triggering mechanism includes a deflecting wheel, which is composed of an inner wheel and an outer wheel. The outer wheel has a guide groove on its inner side, and a fixed rod is slidably disposed within the guide groove. The fixed rod is fixedly mounted on the inner wheel. The deflecting wheel is mounted on a drive shaft, and a second end cap is mounted on the end of the drive shaft via a second screw. A first connecting seat is fixedly disposed on the upper end of the second end cap. A first actuating plate is fixedly disposed on the outer wheel of the deflecting wheel, and a first fixing ring is fixedly disposed on the upper end of the outer wheel. A second torsion ring is disposed between the upper end of the first fixing ring and one end of the first connecting seat. The transmission shaft is equipped with a spring, and a bearing is mounted on the transmission shaft. The bearing is mounted on a fixed seat, which is mounted on a connecting base and a third fixed frame. A first magnetic block is mounted on the side of the first actuating plate facing the direction of travel of the train body. Several second actuating plates are provided at the bottom of the train body. A second magnetic block is mounted on both ends of the second actuating plates. The first and second magnetic blocks have the same polarity. A second swing rod is fixed on the transmission shaft. A transmission connecting rod is hinged between the second swing rods on the same side. A locking component is provided on the fixed seat for locking the position of the transmission shaft.

[0010] In one alternative embodiment: the locking assembly includes a stop wheel, and each drive shaft is fixedly provided with a stop wheel. Each stop wheel has a stop groove, and a stop rod is inserted into the stop groove. The stop rod is slidably disposed inside the mounting box. A first return spring is provided between one end of the stop rod and one end inside the mounting box. A push rod is fixedly disposed at the bottom of each mounting box. The push rod is slidably disposed in a sliding hole at the upper end of the fixed base. A fixed plate is fixedly disposed at the end of the push rod. A mounting groove is provided at the bottom end of the fixed base and at the position of the fixed plate. A second return spring is provided between one side of the mounting groove and one side of the fixed plate.

[0011] In one alternative embodiment: the transmission mechanism includes a drive linkage and a first mounting wheel. The first mounting wheel is fixedly mounted on the transmission shaft. A first swing rod is fixedly mounted on the outer side of the first mounting wheel. The end of the first swing rod is hinged to a drive linkage. The other end of the drive linkage is hinged to the bottom end of the movable frame. A first end cap is mounted on the bottom end of the transmission shaft. A second connecting seat is fixedly mounted on the bottom end of the first end cap. A support frame is rotatably mounted on the other end of the second connecting seat. The support frame is mounted on a fixed seat. A first torsion spring is provided between the upper end of the support frame and the bottom end of the first end cap.

[0012] In one alternative: a second fixing ring is fixedly provided on the drive shaft, a limiting rod is fixedly provided on the second fixing ring, a limiting groove rod is provided on the outer side of the limiting rod, the limiting groove rod has an arc-shaped cross section, and the limiting groove rod is installed on the fixed seat.

[0013] In one alternative: a plurality of photoelectric sensors are arrayed on the upper end of the mobile frame; a reflector is fixedly mounted on the upper end of the brake plate at the working position of the photoelectric sensor; a permanent magnet is fixedly mounted on the end of the fixed plate; an electromagnet is fitted on one side of the permanent magnet; the electromagnet is fixedly mounted on the fixed base; and both the photoelectric sensor and the electromagnet are electrically connected to an external control component.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention employs a purely mechanically triggered eddy current braking method, eliminating reliance on electrical control systems. When the train unexpectedly reverses, the repulsion between the like poles of the second magnetic block at the bottom of the vehicle and the first magnetic block of the triggering mechanism directly drives the actuating wheel, drive shaft, and linkage mechanism, causing the upper and lower magnetic plates to automatically close and form a braking channel. This process requires no external commands, fundamentally avoiding the risk of brake failure due to electrical malfunction, and significantly improving the reliability and safety of emergency braking.

[0015] 2. This invention differs from traditional friction brakes. This device utilizes the eddy current effect between a metal brake pad and a strong magnetic field to generate non-contact braking force. The braking force increases with speed, and there are no wearing parts. This completely eliminates the hidden dangers of brake pad wear, increased braking distance, or even failure after high-frequency use, significantly reducing the workload and difficulty of daily inspection and replacement of brake pads, and effectively extending the overall service life of the equipment.

[0016] 3. This invention integrates an automatic reset function. Through the cooperation of a photoelectric sensor and an electromagnet, the locking is automatically released after the train has completely left the braking area. The electromagnet is energized, pushing the stop rod out of the stop groove, and the torsion spring drives each component to precisely return to its original position, restoring the upper and lower magnetic plates to their non-braking state. The entire process requires no manual intervention, and the equipment can be quickly put into operation after the fault is cleared, greatly improving the operational efficiency and automation level of amusement equipment. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention.

[0018] Figure 2 This is a schematic diagram of the installation of the trigger component of the present invention.

[0019] Figure 3 This is a schematic diagram of the brake plate installation of the present invention.

[0020] Figure 4 This is a schematic diagram of the second actuating plate structure of the present invention.

[0021] Figure 5 This is a schematic diagram of the installation of the photoelectric sensor of the present invention.

[0022] Figure 6 This is a schematic diagram of the installation of the limiting slide bar of the present invention.

[0023] Figure 7 This is a schematic diagram of the braking state of the braking component of the present invention.

[0024] Figure 8 This is a schematic diagram of the installation of the drive linkage of the present invention.

[0025] Figure 9 This is a schematic diagram of the fixing base structure of the present invention.

[0026] Figure 10 This is a schematic diagram of the installation of the stop rod and electromagnet of the present invention.

[0027] Figure 11 This is a schematic diagram of the limiting rod and limiting groove rod of the present invention.

[0028] Figure 12 This is a schematic diagram of the triggering component structure of the present invention.

[0029] Figure 13 This is a schematic diagram of the deflection wheel structure of the present invention.

[0030] Figure reference numerals: 11 Train body, 12 Moving wheel set, 13 Guide rail, 14 Connecting base, 15 Mounting tube, 16 Braking component, 17 Triggering component, 18 Brake plate, 19 First fixed frame, 20 Second fixed frame, 21 First connecting frame, 22 Upper magnetic plate, 23 Lower magnetic plate, 24 Moving frame, 25 Limiting slide bar, 26 Second connecting frame, 27 Third fixed frame, 28 Drive linkage, 29 First swing rod, 30 First mounting wheel, 31 Drive shaft, 32 First end cover, 3 3 First torsion spring, 34 Support frame, 35 Fixed seat, 36 Bearing, 37 Deflection wheel, 38 First actuating plate, 39 First magnet, 40 Second end cover, 41 Second torsion spring, 42 Second swing rod, 43 Transmission link, 44 Stop wheel, 45 Stop rod, 46 Mounting box, 47 First return spring, 48 Push rod, 49 Second return spring, 50 Limiting rod, 51 Limiting groove rod, 52 Photoelectric sensor, 53 Reflector, 54 Electromagnet, 55 Second actuating plate, 56 Second magnet. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0032] Example 1

[0033] In one embodiment, such as Figures 1-13As shown, the amusement ride emergency braking and automatic reset device includes a braking component 16 and a train body 11. Multiple movable wheel sets 12 are arranged on two guide rails 13, and the movable wheel sets 12 are arrayed at the bottom of the train body 11. Several connecting bases 14 are arrayed between the two guide rails 13, and a third fixing frame 27 is provided between the connecting bases 14. A brake plate 18 is mounted on the bottom of the train body 11 via a connecting assembly. The braking component 16 is provided on the third fixing frame 27 for emergency braking of the train body 11 via the brake plate 18; simultaneously, triggering components 17 are symmetrically provided at both ends of the third fixing frame 27 to trigger the braking component 16 to operate. This device can automatically achieve emergency braking when the train is traveling in reverse. The braking component 16 includes two symmetrically arranged movable frames 24. Each movable frame 24 has an upper magnetic plate 22 and a lower magnetic plate 23 installed inside, forming a braking channel through which the brake plate 18 passes. The triggering component 17 includes a triggering mechanism and a transmission mechanism. The triggering mechanism is used to detect whether the train body 11 is in a normal driving state. When the train body 11 reverses direction, the triggering mechanism promptly drives the braking component 16 to move via the transmission mechanism, causing the brake plate 18 to enter the braking channel for emergency braking and deceleration. This process utilizes the eddy current effect to generate braking force, ensuring rapid train deceleration.

[0034] The connecting assembly includes a first fixing frame 19 and a second fixing frame 20, which are respectively installed on both sides of the brake plate 18 and fixedly connected by a plurality of first screws. During installation, the brake plate 18 is first placed between the first fixing frame 19 and the second fixing frame 20, and then the brake plate 18 is tightened with bolts. A plurality of first connecting frames 21 are arrayed on the inner side of the second fixing frame 20, and these first connecting frames 21 are all installed at the bottom of the train body 11. The entire connecting assembly is then fixed to the bottom of the train body 11 through the first connecting frames 21, ensuring that the brake plate 18 is accurately positioned in the braking channel. This installation ensures that the brake plate is subjected to uniform force during braking.

[0035] A second connecting frame 26 is provided between each of the two connecting bases 14. The second connecting frame 26 is mounted on the mounting tube 15 and the third fixing frame 27. The third fixing frame 27 is mounted on several connecting bases 14 by first screws. Mounting plates are fixed at both ends of the second connecting frame 26, and limiting tubes are fixed at both ends of each mounting plate. Limiting slide rods 25 are slidably provided inside the limiting tubes, and these limiting slide rods 25 are fixed on one side of the moving frame 24. During operation, the multiple limiting slide rods 25 cooperate with the corresponding limiting tubes to laterally limit the moving frame 24, so that the moving frame 24 can only drive the upper magnetic plate 22 and the lower magnetic plate 23 to move laterally. This allows for flexible switching between the braking and non-braking states of the upper magnetic plate 22 and the lower magnetic plate 23, realizing rapid switching of braking modes.

[0036] The triggering mechanism includes a deflection wheel 37, which consists of an inner wheel and an outer wheel. A guide groove is provided on the inner side of the outer wheel, and a fixed rod slides within the guide groove, with the fixed rod fixed to the inner wheel. The deflection wheel 37 is mounted on a drive shaft 31, and a second end cap 40 is mounted on the end of the drive shaft 31 via a second screw. A first connecting seat is fixed to the upper end of the second end cap 40, and a first actuating plate 38 is fixed to the outer wheel of the deflection wheel 37. A first fixing ring is also fixed to the upper end of the outer wheel, and a second torsion spring 41 is provided between the first fixing ring and one end of the first connecting seat. A bearing 36 is mounted on the drive shaft 31, and the bearing 36 is mounted on a fixed seat 35, which is fixed to the connecting base 14 and the third fixing frame 27. A first magnetic block 39 is mounted on the side of the first actuating plate 38 facing the direction of travel of the train body 11.

[0037] The bottom of the train body 11 is provided with several second actuation plates 55. Each second actuation plate 55 has a second magnetic block 56 installed at both ends, and the first magnetic block 39 and the second magnetic block 56 have the same polarity. A second swing rod 42 is fixedly installed on the drive shaft 31, and a transmission connecting rod 43 is hinged between the second swing rods 42 on the same side. When the train body 11 is running normally, the second actuation plates 55 move with the train. When they approach the first magnetic block 39 on the first actuation plate 38, the repulsion of polarities causes the first actuation plate 38 to drive the outer wheel of the deflection wheel 37 to rotate independently, while the drive shaft 31 does not rotate. After the second magnetic block 56 passes the first actuation plate 38, the second torsion spring 41 resets the first actuation plate 38. If the train body 11 retracts, the other side of the second actuating plate 55 is in close contact with the end of the first actuating plate 38, pushing the first actuating plate 38 to drive the outer wheel to rotate. The outer wheel drives the inner wheel and the transmission shaft 31 to rotate through the fixed rod. At the same time, the two transmission shafts 31 on the same side are linked through the transmission connecting rod 43, so that the four transmission shafts 31 rotate synchronously. The fixed base 35 is also provided with a locking component for locking the position of the transmission shafts 31.

[0038] The locking assembly includes a stop wheel 44, which is fixedly mounted on each drive shaft 31. Each stop wheel 44 has a stop groove. A stop rod 45 can be inserted into the stop groove. The stop rod 45 is slidably disposed inside the mounting box 46, and a first return spring 47 is provided between one end of the stop rod 45 and one end inside the mounting box 46. A push rod 48 is fixedly mounted at the bottom of the mounting box 46. The push rod 48 is slidably fitted into a sliding hole at the upper end of the fixing seat 35, and a fixing plate is fixedly mounted at the end of the push rod 48. A mounting groove is provided at the bottom of the fixing seat 35 corresponding to the position of the fixing plate, and a second return spring 49 is provided between one side of the mounting groove and one side of the fixing plate. When the drive shaft 31 is in a non-braking state, the end of the stop rod 45 is pressed tightly against the outside of the stop wheel 44 and retracted into the mounting box 46. When the deflection wheel 37 enters the emergency braking state, it drives the transmission shaft 31 to rotate at a specific angle, and the stop wheel 44 rotates accordingly. After the stop groove is aligned with the end of the stop rod 45, the first return spring 47 pushes the stop rod 45 into the stop groove, thereby locking the transmission shaft 31.

[0039] The transmission mechanism includes a drive link 28 and first mounting wheels 30. First mounting wheels 30 are fixedly mounted on the transmission shaft 31, and a first swing rod 29 is fixedly mounted on the outer side of each first mounting wheel 30. The drive link 28 is hinged to one end of the first swing rod 29, and the other end of the drive link 28 is hinged to the bottom end of the movable frame 24. A first end cap 32 is mounted on the bottom end of the transmission shaft 31, and a second connecting seat is fixedly mounted on the bottom end of the first end cap 32. A support frame 34 is rotatably mounted on the other end of the second connecting seat. The support frame 34 is mounted on a fixed base 35, and a first torsion spring 33 is provided between the upper end of the support frame 34 and the bottom end of the first end cap 32.

[0040] When the deflection wheel 37 drives the drive shaft 31 to rotate, the drive shaft 31 causes the first swing rod 29 to rotate via the first mounting wheel 30. The first swing rod 29 then pushes the moving frame 24 to move via the drive linkage 28. Once the drive shaft 31 is locked in position, the moving frame 24 is in a braking state, at which point the brake plate 18 is located within the braking channel. The brake plate 18 is made of metal and interacts with the upper magnetic plate 22 and lower magnetic plate 23 to generate eddy currents and magnetic fields, ensuring that the braking force is always opposite to the direction of motion. The train body 11 initially moves slowly during reversal, then gradually accelerates. This device can quickly apply emergency braking to decelerate the train body 11, allowing it to move smoothly to its lowest point.

[0041] A second fixing ring is fixedly mounted on the drive shaft 31, and a limiting rod 50 is fixedly mounted on the second fixing ring. A limiting groove rod 51 is fitted on the outer side of the limiting rod 50. The limiting groove rod 51 has an arc-shaped cross-section and is mounted on the fixing seat 35. During operation, the cooperation between the limiting rod 50 and the limiting groove rod 51 facilitates the limiting of the deflection angle of the drive shaft 31, preventing excessive rotation.

[0042] Example 2

[0043] The difference from Embodiment 1 is that the reset mechanism includes a photoelectric sensor 52 and an electromagnet 54. Multiple photoelectric sensors 52 are arrayed on the upper end of the movable frame 24, and a reflector 53 is fixedly mounted on the upper end of the brake plate 18 corresponding to the working position of the photoelectric sensor 52. A permanent magnet is fixedly mounted at the end of the fixed disk, and an electromagnet 54 is fitted on one side of the permanent magnet. The electromagnet 54 is fixedly mounted on the fixed base 35. Both the photoelectric sensor 52 and the electromagnet 54 are electrically connected to external control components. When the upper magnetic plate 22 and the lower magnetic plate 23 are in a non-braking state, there is no object in the detection area, and the emitting end of the photoelectric sensor 52 continuously emits a light beam. Since the receiving end is on the same side as the emitting end, the light naturally diffuses or attenuates, and the receiving end cannot receive enough reflected light, therefore the sensor is not triggered.

[0044] When the upper magnetic plate 22 and the lower magnetic plate 23 are in the braking state, the reflector 53 is located below the photoelectric sensor 52. The light beam emitted from the transmitter shines on the upper end of the reflector 53, and the reflector 53 scatters the light in all directions. The receiver captures the reflected light. Once the intensity of the reflected light exceeds the internal preset threshold, the sensor is immediately triggered, detecting that the brake plate 18 is inside the third fixed frame 27. When the train body 11 detaches from one third fixed frame 27 and enters another third fixed frame 27, the photoelectric sensor 52 cannot receive light. The external control component determines that the train has left the corresponding area and then controls the electromagnet 54 to start generating magnetic force. The electromagnet 54 cooperates with the permanent magnet plate, and the magnetic force pushes the mounting box 46 upward through the push rod 48. The mounting box 46 drives the stop rod 45 to disengage from the stop groove. Under the action of the first torsion spring 33, the drive shaft 31 deflects back to the initial position, and at the same time, the first swing rod 29 drives the moving frame 24 to the non-braking position through the drive linkage 28. Subsequently, the electromagnet 54 is de-energized, and the second reset spring 49 causes the mounting box 46 to descend and reset, thereby completing the automatic reset of the braking component 16 and the triggering component 17.

[0045] The above embodiments disclose an emergency braking and automatic reset device for amusement equipment. When the train body 11 is running normally, the train body 11 drives the second deflector plate 55 to move. When the second deflector plate 55 is close to the first magnetic block 39 on the side of the first deflector plate 38, the first magnetic block 39 and the second deflector plate 55 repel each other due to their similar polarity. The first deflector plate 38 drives the outer wheel of the deflection wheel 37 to rotate. At this time, the outer wheel of the deflection wheel 37 rotates independently, and the transmission shaft 31 does not rotate. When the position of the second magnetic block 56 exceeds the first deflector plate 38, the first deflector plate 38 rotates to the initial position under the action of the second torsion spring 41. At this time, the upper magnetic plate 22 and the lower magnetic plate 23 are in the non-braking position. When the train body 11 retracts, the other side of the second actuating plate 55 is in close contact with the end of the first actuating plate 38, so that the second actuating plate 55 drives the outer wheel of the deflection wheel 37 to rotate through the first actuating plate 38. The outer wheel drives the inner wheel to rotate through the fixed rod. The inner wheel drives the transmission shaft 31 to rotate. The two transmission shafts 31 on the same side are connected by the transmission link 43, so that the four transmission shafts 31 rotate simultaneously. The transmission shaft 31 drives the first swing rod 29 to rotate through the first mounting wheel 30. The first swing rod 29 pushes the moving frame 24 to move along the axis of the limit slide rod 25 through the drive link 28. The deflection wheel 37 drives the transmission shaft 31 to rotate at a fixed angle. The transmission shaft 31 drives the stop wheel 44 to rotate. When the stop groove on the stop wheel 44 is aligned with the end of the stop rod 45, under the action of the first return spring 47, the stop rod 45 is inserted into the stop groove, thereby locking the transmission shaft 31. At this time, the upper magnetic plate 22 and the lower magnetic plate 23 are in the braking position. The brake plate 18 is located within the braking channel. The brake plate 18 is made of metal, which allows the brake plate 18 to cooperate with the upper magnetic plate 22 and the lower magnetic plate 23. It is generated by the interaction of eddy currents and magnetic fields, and the direction is always opposite to the direction of movement. The train body 11 initially moves back at a slow speed, and then gradually accelerates, which can quickly perform emergency braking and deceleration on the train body 11, so that the train body 11 moves smoothly to the lowest position. At the same time, the photoelectric sensor 52 moves with the moving frame 24. The reflector 53 is located below the photoelectric sensor 52. The light beam emitted by the transmitting end shines on the upper end of the reflector 53, and the reflector 53 will scatter part of the light in various directions. The receiving end captures the reflected light. When the intensity of the reflected light exceeds the internally preset threshold, the sensor will be triggered immediately, detecting that the brake plate 18 is inside the third fixed frame 27. When the train body 11 leaves one third fixed frame 27 and enters another third fixed frame 27, the photoelectric sensor 52 cannot receive light. The external control component determines that the train body 11 has left the corresponding third fixed frame 27, causing the external control component to control the electromagnet 54 to start. The electromagnet 54 generates magnetic force. The electromagnet 54 cooperates with the magnetic sheet, so that the magnetic force pushes the mounting box 46 upward through the push rod 48. The mounting box 46 drives the stop rod 45 upward. The stop rod 45 leaves the stop groove. Under the action of the first torsion spring 33, the drive shaft 31 deflects to the initial position. At the same time, the first swing rod 29 drives the moving frame 24 to move to the non-braking position through the drive linkage 28. Then the electromagnet 54 disconnects the power supply. Under the action of the second reset spring 49, the mounting box 46 descends to the initial position, thereby completing the automatic reset of the braking component 16 and the triggering component 17.

[0046] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An emergency braking and automatic reset device for amusement equipment, comprising a train body (11) and a braking component (16), wherein the bottom end of the train body (11) is provided with a plurality of movable wheel sets (12), the movable wheel sets (12) are configured on two guide rails (13), a plurality of connecting bases (14) are arranged between the two guide rails (13), and a third fixing frame (27) is provided between the plurality of connecting bases (14), characterized in that, The bottom of the train body (11) is equipped with a brake plate (18) through a connecting assembly. The third fixed frame (27) is provided with a braking component (16) for emergency braking of the train body (11). Both ends of the third fixed frame (27) are symmetrically provided with triggering components (17) for triggering the operation of the braking component (16). The braking component (16) includes a moving frame (24). The two moving frames (24) are symmetrically arranged. The moving frame (24) is equipped with an upper magnetic plate (22) and a lower magnetic plate (23). A braking channel for the brake plate (18) to pass through is formed between the upper magnetic plate (22) and the lower magnetic plate (23). The triggering component (17) includes a triggering mechanism and a transmission mechanism. The moving frame (24) is provided with a reset mechanism for stopping and resetting the upper magnetic plate (22) and the lower magnetic plate (23).

2. The amusement equipment emergency braking and automatic reset device according to claim 1, characterized in that, The connecting assembly includes a first fixing frame (19) and a second fixing frame (20). The first fixing frame (19) and the second fixing frame (20) are respectively installed on both sides of the brake plate (18). The first fixing frame (19) and the second fixing frame (20) are fixedly connected by a number of first screws. A number of first connecting frames (21) are arranged in an array on the inner side of the second fixing frame (20). The first connecting frames (21) are all installed at the bottom of the train body (11).

3. The amusement equipment emergency braking and automatic reset device according to claim 1, characterized in that, A second connecting frame (26) is provided between each of the two connecting bases (14). The second connecting frame (26) is installed on the mounting tube (15) and the third fixing frame (27). The third fixing frame (27) is installed on several connecting bases (14) by first screws. Mounting plates are fixed at both ends of the second connecting frame (26). Limiting tubes are fixed at both ends of the mounting plates. Limiting slide rods (25) are slidably provided in the limiting tubes. The limiting slide rods (25) are fixed on one side of the moving frame (24).

4. The amusement equipment emergency braking and automatic reset device according to claim 1, characterized in that, The triggering mechanism includes a deflection wheel (37), which is composed of an inner wheel and an outer wheel. The outer wheel has a guide groove on its inner side, and a fixed rod is slidably arranged in the guide groove. The fixed rod is fixedly arranged on the inner wheel. The deflection wheel (37) is mounted on a transmission shaft (31). A second end cap (40) is installed at the end of the transmission shaft (31) by a second screw. A first connecting seat is fixedly arranged at the upper end of the second end cap (40). A first actuating plate (38) is fixedly arranged on the outer wheel of the deflection wheel (37). A first fixing ring is fixedly arranged at the upper end of the outer wheel of the deflection wheel (37). A second torsion spring (41) is arranged between the upper end of the first fixing ring and one end of the first connecting seat. A bearing (36) is mounted on the transmission shaft (31). 36) Installed on a fixed seat (35), the fixed seat (35) is installed on a connecting base (14) and a third fixed frame (27). The first actuating plate (38) is equipped with a first magnetic block (39) on the side facing the train body (11) in the direction of travel. The bottom of the train body (11) is provided with several second actuating plates (55). The two ends of the second actuating plates (55) are equipped with second magnetic blocks (56). The first magnetic block (39) and the second magnetic block (56) have the same polarity. The transmission shaft (31) is fixed with a second swing rod (42). The second swing rods (42) on the same side are hinged with a transmission connecting rod (43). The fixed seat (35) is provided with a locking component for locking the position of the transmission shaft (31).

5. The amusement equipment emergency braking and automatic reset device according to claim 4, characterized in that, The locking assembly includes a stop wheel (44), and a stop wheel (44) is fixedly provided on the transmission shaft (31). The stop wheel (44) is provided with a stop groove, and a stop rod (45) is inserted into the stop groove. The stop rod (45) is slidably disposed inside the mounting box (46). A first return spring (47) is provided between one end of the stop rod (45) and one end inside the mounting box (46). A push rod (48) is fixedly provided at the bottom of the mounting box (46). The push rod (48) is slidably disposed in the sliding hole at the upper end of the fixed seat (35). A fixed plate is fixedly provided at the end of the push rod (48). A mounting groove is provided at the bottom end of the fixed seat (35) and the fixed plate. A second return spring (49) is provided between one side of the mounting groove and one side of the fixed plate.

6. The amusement equipment emergency braking and automatic reset device according to claim 5, characterized in that, The transmission mechanism includes a drive link (28) and a first mounting wheel (30). The first mounting wheel (30) is fixedly mounted on the transmission shaft (31). The first swing rod (29) is fixedly mounted on the outer side of the first mounting wheel (30). The drive link (28) is hinged to the end of the first swing rod (29). The other end of the drive link (28) is hinged to the bottom end of the moving frame (24). The bottom end of the transmission shaft (31) is equipped with a first end cap (32). The bottom end of the first end cap (32) is fixedly equipped with a second connecting seat. The other end of the second connecting seat is rotatably equipped with a support frame (34). The support frame (34) is mounted on a fixed seat (35). A first torsion spring (33) is provided between the upper end of the support frame (34) and the bottom end of the first end cap (32).

7. The amusement equipment emergency braking and automatic reset device according to claim 6, characterized in that, A second fixing ring is fixed on the drive shaft (31), and a limiting rod (50) is fixed on the second fixing ring. A limiting groove rod (51) is provided on the outside of the limiting rod (50). The limiting groove rod (51) has an arc-shaped cross section and is installed on the fixed seat (35).

8. The amusement equipment emergency braking and automatic reset device according to claim 7, characterized in that, The reset mechanism includes a photoelectric sensor (52) and an electromagnet (54). Several photoelectric sensors (52) are arrayed on the upper end of the moving frame (24). A reflector (53) is fixed on the upper end of the brake plate (18) at the working position of the photoelectric sensor (52). A permanent magnet is fixed on the end of the fixed plate. An electromagnet (54) is provided on one side of the permanent magnet. The electromagnet (54) is fixed on the fixed base (35). The photoelectric sensor (52) and the electromagnet (54) are both electrically connected to the external control components.

9. A method of using the emergency braking and automatic reset device for amusement equipment as described in any one of claims 1-8, characterized in that, Includes the following steps: Step 1: When the train is running normally, the second deflector plate (55) and the first magnetic block (39) repel each other, and the outer wheel of the deflection wheel (37) spins freely; when the train is reversing, the second deflector plate (55) deflects the first deflector plate (38), causing the inner wheel of the deflection wheel (37) to drive the transmission shaft (31) to rotate, and through the transmission link (43) synchronously drive the four shafts to push the moving frame (24) to the upper magnetic plate (22) and the lower magnetic plate (23) to the braking position; Step 2: The drive shaft (31) drives the stop wheel (44) to rotate, and the stop rod (45) is inserted into the stop groove to lock; the brake plate (18) generates eddy current braking with the upper magnetic plate (22) and the lower magnetic plate (23), so that the train decelerates and moves smoothly to the lowest point; Step 3: After the photoelectric sensor (52) detects that the train has detached from the third fixed frame (27), the electromagnet (54) is activated to push the mounting box (46) to rise, the stop rod (45) disengages from the stop groove, the transmission shaft (31) is reset to make the moving frame (24) return to the non-braking position, and after the electromagnet (54) is de-energized, the mounting box (46) is lowered and reset by the second reset spring (49).

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