Rail vehicle emergency braking device

Abstract

The present invention relates to the field of rail vehicle technology, and in particular to an emergency braking device for rail vehicles. The emergency braking device for rail vehicles comprises a driving mechanism, a connecting member and a braking member, wherein the braking member is arranged on the connecting member, the connecting member is adapted to be rotatably connected to a vehicle frame, the connecting member is driven and connected to the driving mechanism, and the driving mechanism is adapted to drive the braking member to reciprocate relative to the vehicle frame via the connecting member so as to press or release the braking member on the track. Thus, when it is necessary to brake the rail vehicle, the driving mechanism can press the braking member on the track by driving the connecting member, and after completing the braking of the rail vehicle, the driving mechanism can release the braking member by driving the connecting member, thereby achieving braking of the rail vehicle. Compared with the wheel-holding braking method in the prior art, pressing the braking member on the track to achieve braking can avoid the failure to completely lock the wheel, resulting in an excessively long braking distance for the vehicle, thereby improving the braking performance of the rail vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and in particular to an emergency braking device for a rail vehicle. Background Art

[0002] EMUs typically use wheel-holding braking for braking. Wheel-holding braking performance depends on the adhesion weight and adhesion coefficient between the wheels and rails. Higher adhesion weight and adhesion coefficient improve the EMU's braking performance, but this increases friction between the wheels and rails, resulting in reduced traction. Consequently, due to the adhesion weight and adhesion coefficient, wheel-holding braking results in long braking distances, which can be detrimental to driving safety. This is particularly true on temporarily laid tracks at construction sites, such as those in subway tunnel construction, where track laying standards are low and the track surface is slippery. This results in long braking distances for EMUs, posing a safety hazard. Furthermore, with increasing slopes in subway construction, wheel-holding brakes can be prone to wear and tear, and failure to replace brake shoes in a timely manner. Combined with the complex construction environment and slippery tracks, this can easily lead to brake failure and loss of control of the train. Although large-tonnage locomotives are typically equipped with emergency brake hooks for mechanical braking, these are highly destructive, damaging numerous rail sleepers and requiring time and effort to recover. Therefore, a non-destructive, safe, and reliable emergency braking device is urgently needed. Summary of the Invention

[0003] The problem solved by the present invention is how to increase the braking performance of a rail vehicle.

[0004] In order to solve the above problems, the present invention provides an emergency braking device for a rail vehicle, comprising a frame, a driving mechanism, a connecting member and a braking member, wherein the braking member is arranged on the connecting member, the connecting member is rotationally connected to the frame, the connecting member is drivingly connected to the driving mechanism, and the driving mechanism is used to drive the braking member to reciprocate relative to the frame through the connecting member so that the braking member tightens or loosens the track.

[0005] Optionally, the end of the connecting member close to the brake member is tilted relative to the side of the frame pointing toward the forward direction of the vehicle, so that the angle between the end of the connecting member close to the brake member and the brake member is an acute angle.

[0006] Optionally, the connecting member includes a stopper, which is located on the rotation path of the connecting member, and is used to fit with the frame when the connecting member rotates to a preset angle to limit the rotation angle of the connecting member.

[0007] Optionally, the rail vehicle emergency braking device includes a connecting arm, which is mounted on the frame and rotatably connected to the connecting member, and the stop member includes a first stop member and a second stop member, and the first stop member and / or the second stop member are respectively located on opposite sides of the connecting arm.

[0008] Optionally, the rail vehicle emergency braking device also includes a limit member, which is connected to the connecting arm, and a limit hole is opened on the first stop member or the second stop member, and the limit member is inserted into the limit hole, and the limit member is suitable for sliding in the limit hole.

[0009] Optionally, a cross-sectional area of ​​an end of the limiting member close to the limiting hole is larger than an area of ​​the limiting hole.

[0010] Optionally, the limiting member includes a rotating shaft, a connecting hole is opened on the connecting arm, the rotating shaft is passed through the connecting hole, and the rotating shaft is suitable for rotating in the connecting hole.

[0011] Optionally, the connecting member includes a first limiting plate and a second limiting plate, and the connecting arm is located between the first limiting plate and the second limiting plate and is rotatably connected to the first limiting plate and the second limiting plate respectively.

[0012] Optionally, the rail vehicle emergency braking device further includes a bracket, the bracket is mounted on the vehicle frame, and the driving mechanism is rotatably connected to the bracket.

[0013] Optionally, the rail vehicle emergency braking device further includes a baffle, which is connected to the brake component and is located on the side of the frame in the direction of vehicle travel, and is used to block metal particles generated by friction between the brake component and the track.

[0014] Compared with the prior art, the rail vehicle emergency brake device of the present invention has the following beneficial effects:

[0015] The present invention is connected to the driving mechanism and the braking member respectively through the connecting member. When the rail vehicle needs to be braked, the driving mechanism can press the braking member onto the rail by driving the connecting member. After completing the pressing of the braking member, the driving mechanism no longer needs to provide any pressing force. Since the braking member has entered the friction angle of rotational braking when contacting the rail top, the vehicle movement trend will continue to provide a braking force opposite to the movement direction, thereby achieving braking of the rail vehicle. Compared with the wheel-holding braking method in the prior art, pressing the braking member onto the rail to achieve braking can avoid the failure of the wheel to be completely locked, resulting in an excessively long braking distance of the vehicle, thereby improving the braking performance of the rail vehicle. The connecting member is rotatably connected to the frame, so that the frame can stabilize the connecting member to avoid the connecting member from bending sideways under the action of the friction between the brake member and the rail, resulting in brake failure, thereby making the braking performance of the rail vehicle more stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Schematic diagram of the structure of a rail vehicle emergency brake device in an embodiment of the present invention;

[0017] Figure 2 Schematic diagram of the structure of the driving mechanism and the connecting member in an embodiment of the present invention;

[0018] Figure 3 For the present invention Figure 1 A schematic diagram of the structure enlargement at point A;

[0019] Figure 4 For the present invention Figure 2 A magnified schematic diagram of the structure at point B in FIG.

[0020] Description of reference numerals:

[0021] 1-frame; 11-connecting arm; 2-driving mechanism; 3-connecting member; 31-stop member; 311-first stop member; 312-second stop member; 313-limiting hole; 32-first limiting plate; 33-second limiting plate; 34-first arm; 35-second arm; 4-brake member; 5-limiting member; 51-rotating shaft; 52-limiting protrusion; 6-bracket; 7-baffle. DETAILED DESCRIPTION

[0022] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0023] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; and direct or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0024] Throughout this specification, references to the terms "embodiment," "one embodiment," and "an implementation" indicate that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or implementation are included in at least one embodiment or implementation of the present invention. In this specification, schematic representations of these terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or implementations.

[0025] In the accompanying drawings, the Z-axis represents the vertical direction, that is, the up and down position, and the positive direction of the Z-axis (that is, the direction of the arrow of the Z-axis) represents the top, and the negative direction of the Z-axis (that is, the direction opposite to the positive direction of the Z-axis) represents the bottom; the X-axis in the accompanying drawings represents the horizontal direction and is designated as the left and right position, and the positive direction of the X-axis (that is, the direction of the arrow of the X-axis) represents the right side, and the negative direction of the X-axis (that is, the direction opposite to the positive direction of the X-axis) represents the left side; the Y-axis in the accompanying drawings represents the front and back position, and the positive direction of the Y-axis (that is, the direction of the arrow of the Y-axis) represents the front side, and the negative direction of the Y-axis (that is, the direction opposite to the positive direction of the Y-axis) represents the rear side; it should be noted that the aforementioned representations of the Z-axis, Y-axis, and X-axis are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention.

[0026] An emergency braking device for a railway vehicle according to an embodiment of the present invention is as follows: Figure 1 、 Figure 2 As shown, it includes a driving mechanism 2, a connecting member 3 and a braking member 4, the braking member 4 is arranged on the connecting member 3, the connecting member 3 is suitable for being rotatably connected to the frame 1, the connecting member 3 is drivingly connected to the driving mechanism 2, and the driving mechanism 2 is suitable for driving the braking member 4 to reciprocate relative to the frame 1 through the connecting member 3, so that the braking member 4 tightens or loosens the track.

[0027] The frame 1 can be a bogie or a steering rack on a motor vehicle or a traction locomotive, and the frame 1 is used to carry a carriage group and pull the rail vehicle to move on the track. The drive mechanism 2 is screwed or welded to the frame 1, and the drive mechanism 2 can be any one of a telescopic cylinder, a telescopic oil cylinder, a linear motor or an electric push rod. The drive mechanism 2 can be hinged, pinned or connected to the connecting member 3 through an axial hole. The brake member 4 is screwed or welded to the end of the connecting member 3 pointing in the negative direction of the Z axis. The brake member 4 can be any one of a brake pad or a C-type brake pad, and the contour of the brake member 4 close to the end of the track corresponds to the contour of the track.

[0028] In one embodiment, a first through-hole is defined on the driving end of the drive mechanism 2, a second through-hole is defined on the end of the connector 3 indicated in the positive direction of the Z-axis, and a rotating shaft is disposed through the first and second through-holes. A third through-hole is also defined on the connector 3, and a fourth through-hole is defined on the frame 1. A rotating shaft is disposed through the third and fourth through-holes to achieve a rotational connection between the connector 3 and the frame 1.

[0029] In one embodiment, when braking the rail vehicle, the driving end of the drive mechanism 2 drives one end of the connector 3 to move in the negative direction of the Y-axis. The connector 3 rotates around the frame 1 to press the brake member 4 against the track. The brake member 4 and the track form a frictional force to brake the rail vehicle. When braking is complete, the driving end of the drive mechanism 2 drives one end of the connector 3 to move in the positive direction of the Y-axis. The connector 3 rotates around the frame 1 to lift the brake member 4, which releases the track.

[0030] In one embodiment, there are two drive mechanisms 2 and two connectors 3. The two drive mechanisms 2 are symmetrically arranged at the two ends of the frame 1 in the X-axis direction. The two connectors 3 are respectively connected to the corresponding axial holes of the drive mechanisms 2, and the two brake members 4 are respectively connected to the corresponding connectors 3. When the rail vehicle needs to be braked, the two drive mechanisms 2 simultaneously drive the connectors 3 to press the brake members 4 against the track, so that the two brake members 4 can simultaneously press the two rails on the track, thereby evenly applying force to the frame 1, which is more stable than a unilateral force application method.

[0031] The advantage of such an arrangement is that, through the connecting member 3, the driving mechanism 2 and the brake member 4 are respectively connected, when it is necessary to brake the rail vehicle emergency brake device, the driving mechanism 2 can press the brake member 4 onto the rail by driving the connecting member 3. After completing the pressing of the brake member 4, the driving mechanism 2 no longer needs to provide any pressing force. Since the brake member 4 has entered the friction angle of rotational braking when contacting the rail top, the vehicle movement trend will continue to provide a braking force opposite to the movement direction, thereby achieving braking of the rail vehicle. Compared with the wheel-holding braking method in the prior art, pressing the brake member 4 onto the rail to achieve braking can avoid the vehicle braking distance being too long due to incomplete locking of the wheel, thereby improving the braking performance of the rail vehicle emergency brake device. By rotating the connecting member 3 with the frame 1, the frame 1 can stabilize the connecting member 3, thereby avoiding the connecting member 3 from bending sideways under the action of the friction force between the brake member 4 and the rail, thereby causing the brake to fail, thereby making the braking performance of the rail vehicle emergency brake device more stable.

[0032] like Figures 1 to 3 As shown, the end of the connecting member 3 close to the brake member 4 is tilted relative to the side of the frame facing the vehicle's forward direction, so that the angle between the end of the connecting member 3 close to the brake member 4 and the brake member 4 is an acute angle.

[0033] In one embodiment, the connector 3 includes a first arm 34 and a second arm 35. The first arm 34 and the second arm 35 are integrally connected. The first arm 34 extends from the hinged connection of the connector 3 to the frame 1 to the connection to the drive mechanism 2, while the second arm 35 extends from the hinged connection of the connector 3 to the frame 1 to the connection to the brake 4. The first arm 34 is tilted toward the side of the frame 1 indicated by the negative Y-axis. The vehicle's forward direction refers to the direction of movement of the vehicle on the track; for example, the vehicle's forward direction can be the negative Y-axis. The tilting of the end of the connector 3 near the brake 4 toward the side indicated by the vehicle's forward direction means that the angle between the line connecting the contact point between the brake 4 and the rail top and the hinged connection point of the connector 3 to the frame 1 and the horizontal plane of the rail top is between 75° and 88°. Specifically, the angle can be 75°, 79°, 83°, or 88°. If the angle is less than 75°, the self-locking function may not be achieved and braking is required with the help of the thrust of the drive device. If the angle is close to 90°, the brake arm may easily rotate past the lowest point when rotating and braking may not be possible.

[0034] During the braking process, a friction force opposite to the forward direction of the rail vehicle will be generated between the brake member 4 and the track. At this time, the connecting member 3 can be regarded as a lever, and the brake member 4 is in contact with the top of the track. At this time, the line between the contact point between the brake member 4 and the rail top and the hinge point between the connecting member 3 and the frame 1 is a lever arm. When the angle between the lever arm and the horizontal plane of the rail top is greater than the complementary angle of the friction angle of the brake member 4 (that is, the angle between the total reaction force of the track plane on the brake member 4 and the horizontal plane of the track), the brake member 4 is always subjected to an unbalanced bending moment, that is, because the product of the friction force generated when the brake member 4 contacts the rail top and its lever arm (that is, the line between the hinge point between the connecting member 3 and the frame 1 and the brake member 4) is always greater than the product of the positive pressure of the rail top on the brake member 4 and its lever arm, the connecting member 3 will continue to rotate, that is, there is a tendency for the brake member 4 to be continuously tightened to realize the self-locking function of the emergency braking device.

[0035] Thus, by tilting the end of the connecting member 3 close to the brake member 4 toward the side of the vehicle's forward direction, the angle between the line connecting the brake member 4 and the hinge point of the connecting member 3 and the frame 1 and the plane where the track vertex is located is greater than the complementary angle of the friction angle of the brake member 4 (that is, the angle between the total reaction force of the track plane on the brake member 4 and the horizontal plane of the track). When the brake member 4 generates friction with the track, the resistance arm (that is, the line connecting the brake member 4 and the hinge point of the connecting member 3 and the frame 1) will produce deformation in the opposite direction of the vehicle's forward direction (that is, the positive direction of the Y axis) under the action of the friction force of the brake member 4. At this time, the straight-line distance between the resistance arm and the hinge point of the frame 1 will increase. When the friction between the brake member 4 and the track is greater, the deformation of the resistance arm will be greater (that is, the straight-line distance between the resistance arm and the hinge point of the frame 1 is greater), thereby increasing the force of the resistance arm on the brake member 4, achieving the effect that the greater the speed of the rail vehicle, the greater the clamping force between the brake member 4 and the track.

[0036] like Figure 2 As shown, the connecting member 3 includes a stopper 31, which is located on the rotation path of the connecting member 3. The stopper 31 is used to fit with the frame 1 when the connecting member 3 rotates to a preset angle to limit the rotation angle of the connecting member 3.

[0037] In one embodiment, the connecting member 3 is hinged to the side wall of the frame 1, and an arc-shaped limit groove (not shown) is provided on the side wall of the frame 1 near the connecting member 3. The stopper 31 is integrally connected or welded to the connecting member 3. The stopper 31 is located on the side wall of the connecting member 3 near the frame 1. The stopper 31 is a columnar structure. The stopper 31 is inserted into the arc-shaped limit groove and can slide in the arc-shaped limit groove. The arc-shaped limit groove can limit the range of motion of the stopper 31. Thus, during braking, when the connecting member 3 rotates under the driving action of the brake member 4, the stopper 31 can slide in the arc-shaped limit groove. When the connecting member 3 rotates clockwise to a certain angle, the stopper 31 fits with one end of the arc-shaped limit groove to prevent the connecting member 3 from rotating in the clockwise direction. When the connecting member 3 rotates to a certain angle in the counterclockwise direction, the stop member 31 fits into the other end of the arc-shaped limiting groove to prevent the connecting member 3 from rotating in the counterclockwise direction, thereby limiting the rotation angle of the connecting member 3 and preventing the connecting member 3 from rotating too much and causing damage to the driving mechanism 2.

[0038] In one embodiment, the stopper 31 is a long strip structure, and the stopper 31 is located on the side of the workshop pointing to the negative direction of the Y-axis. When the connecting member 3 rotates to a certain angle in the clockwise direction, the stopper 31 fits with the frame 1, and the frame 1 blocks the stopper 31, thereby limiting the rotation angle of the connecting member 3.

[0039] During the braking process of the rail vehicle, the braking member 4 will drive the connecting member 3 to rotate under the action of friction force, and the connecting member 3 will drive the driving end of the driving mechanism 2 to move in the negative direction of the Y-axis. When the rotation angle of the connecting member 3 is too large, the driving end of the driving mechanism 2 will extend too long, causing damage to the driving mechanism 2. The stop member 31 cooperates with the stop of the frame 1, so that the stop member 31 can limit the rotation angle of the connecting member 3 to prevent the connecting member 3 from rotating too much and causing damage to the driving mechanism 2.

[0040] like Figure 2 As shown, it also includes a connecting arm 11, which is installed on the frame 1 and is rotatably connected to the connecting member 3. The stop member 31 includes a first stop member 311 and a second stop member 312, and the first stop member 311 and the second stop member 312 are respectively located on opposite sides of the connecting arm 11.

[0041] The frame 1 also includes a frame body 1, and the connecting arm 11 is screwed or welded to the frame body 1. The connecting arm 11 is located on the side of the frame body 1 indicated by the negative direction of the Y-axis. The connecting arm 11 is connected to the axial hole of the connecting member 3, and the connecting member 3 can rotate relative to the connecting arm 11. The first stopper 311 is located above the connection point between the connecting member 3 and the connecting arm 11, and the second stopper 312 is located below the connection point between the connecting member 3 and the connecting arm 11. During the rotation of the connecting member 3, when the connecting member 3 rotates clockwise to a certain angle, the second stopper 312 fits against the connecting arm 11 to form a stop for the connecting member 3. When the connecting member 3 rotates counterclockwise to a certain angle, the first stopper 311 fits against the connecting arm 11 to form a stop for the connecting member 3.

[0042] The advantage of such a setting is that, by the rotational connection between the connecting arm 11 and the connecting member 3, the connecting member 3 can be located on the side of the frame 1 indicated by the negative direction of the Y-axis, and by the first stop member 311 and the second stop member 312 being located on opposite sides of the connecting arm 11 respectively, the first stop member 311 can limit the rotation angle of the connecting member 3 in the counterclockwise direction, and the second stop member 312 can limit the rotation angle of the connecting member 3 in the clockwise direction, thereby realizing the limitation of the rotation angle of the connecting member 3 and avoiding damage to the driving mechanism 2 caused by excessive rotation angle of the connecting member 3.

[0043] like Figure 2 、 Figure 4 As shown, the rail vehicle emergency braking device also includes a limit member 5, which is connected to the connecting arm 11, and a limit hole 313 is opened on the first stop member 311 or the second stop member 312, and the limit member 5 is passed through the limit hole 313, and the limit member 5 is suitable for sliding in the limit hole 313.

[0044] The limiting member 5 is screwed or welded to the connecting arm 11. The limiting member 5 is located on the side of the connecting arm 11 that is pointed in the negative direction of the Y-axis. The limiting member 5 is a columnar structure or an elongated structure. The limiting member 5 is inserted into the limiting hole 313. The limiting hole 313 is an elongated hole or a waist-shaped hole. The two opposite side walls of the limiting hole 313 in the X-axis direction are in contact with the outer wall of the limiting member 5. The limiting hole 313 can limit the displacement of the limiting member 5 in the X-axis direction. In one embodiment, the limiting hole 313 is provided on the first stopper 311. The limiting member 5 is connected to the end of the connecting arm 11 that is pointed in the positive direction of the Z-axis so that the position of the limiting member 5 corresponds to that of the limiting hole 313. In another embodiment, the limiting hole 313 is opened on the second stopper 312 , and the limiting member 5 is connected to the end of the connecting arm 11 pointing in the negative direction of the Z axis so that the position of the limiting member 5 corresponds to that of the limiting hole 313 .

[0045] The advantage of this arrangement is that, by passing the limiting member 5 through the limiting hole 313, the limiting hole 313 can limit the displacement of the limiting member 5 in the X-axis direction, thereby constraining the movement direction of the connecting member 3 and preventing the connecting member 3 from slipping or tilting in the X-axis direction, resulting in brake failure.

[0046] like Figure 2 、 Figure 4 As shown, the cross-sectional area of ​​one end of the limiting member 5 close to the limiting hole 313 is larger than the area of ​​the limiting hole 313 .

[0047] In one embodiment, the limiting hole 313 is formed on the first stopper 311. The limiting member 5 is connected to the end of the connecting arm 11 pointing in the positive direction of the Z axis. The end of the limiting member 5 away from the frame 1 is located on the side of the limiting hole 313 pointing in the negative direction of the Y axis. When the connecting member 3 rotates to a certain angle, the end of the limiting member 5 away from the frame 1 abuts against the first stopper 311 to form a stop for the connecting member 3. In another embodiment, a limiting protrusion 52 is provided on the end of the limiting member 5 away from the frame 1. The limiting protrusion 52 is located on the side of the first stopper 311 pointing in the negative direction of the Y axis. At least a portion of the limiting protrusion 52 is located on the side of the limiting hole 313 pointing in the negative direction of the Y axis. The cross-sectional area of ​​the limiting protrusion 52 is larger than the area of ​​the limiting hole 313.

[0048] The advantage of such a setting is that, by setting the cross-sectional area of ​​the end of the limiting member 5 away from the frame 1 to be larger than the area of ​​the limiting hole 313, when the connecting member 3 rotates a certain angle under the drive of the brake member 4, the end of the limiting member 5 away from the frame 1 and the second stop member 312 can simultaneously form a stop for the rotation of the connecting member 3, so that the first arm 34 and the second arm 35 of the connecting member 3 are subjected to force at the same time, so that the internal stress of the connecting member 3 is more uniform, the structural stability of the connecting member 3 is increased, and the deformation of the connecting member 3 and the resulting brake failure are avoided.

[0049] like Figure 2 、 Figure 4 As shown, the limiting member 5 includes a rotating shaft 51 , a connecting hole is opened on the connecting arm 11 , the rotating shaft 51 is passed through the connecting hole, and the rotating shaft 51 is suitable for rotating in the connecting hole.

[0050] The connecting arm 11 includes a connecting ear located at the end of the connecting arm 11 pointing in the negative direction of the Y-axis. The connecting hole is formed in the connecting ear, and the rotating shaft 51 is disposed in the connecting hole. The limiting member 5 can rotate relative to the connecting arm 11. During the rotation of the connecting member 3, when the connecting member 3 rotates clockwise around the X-axis, the limiting member 5 can rotate clockwise with the connecting member 3 around the X-axis; when the connecting member 3 rotates counterclockwise around the X-axis, the limiting member 5 can rotate counterclockwise with the connecting member 3 around the X-axis.

[0051] The advantage of this arrangement is that, by opening a connecting hole on the connecting arm 11, the rotating shaft 51 is passed through the connecting hole, so that the limiting member 5 can rotate relative to the connecting arm 11. During the rotation of the connecting member 3, the limiting member 5 can rotate with the connecting member 3, thereby avoiding the limiting member 5 from interfering with the rotation of the connecting member 3 around the X-axis direction.

[0052] like Figure 2 As shown, the connecting member 3 includes a first limiting plate 32 and a second limiting plate 33 , and the connecting arm 11 is located between the first limiting plate 32 and the second limiting plate 33 and is rotatably connected to the first limiting plate 32 and the second limiting plate 33 respectively.

[0053] The first limiting plate 32 and the second limiting plate 33 are arranged side by side, and the opposite side walls of the first limiting plate 32 and the second limiting plate 33 are in contact with the side walls of the connecting arm 11. The first limiting plate 32 and the second limiting plate 33 are each provided with a through hole. The connecting arm 11 includes a rotating shaft that passes through the through hole, allowing the first limiting plate 32 and the second limiting plate 33 to rotate relative to the connecting arm 11. The ends of the first limiting plate 32 and the second limiting plate 33 pointing in the positive direction of the Z axis are connected to the driving mechanism 2, and the ends of the first limiting plate 32 and the second limiting plate 33 pointing in the negative direction of the Z axis are connected to the brake member 4.

[0054] The advantage of such a setting is that, by setting the first limiting plate 32 and the second limiting plate 33, the lateral stiffness of the connecting member 3 can be increased, and the structural stability of the connecting member 3 is increased. By positioning the connecting arm 11 between the first limiting plate 32 and the second limiting plate 33 and respectively connected to the first limiting plate 32 and the second limiting plate 33, the first limiting plate 32 and the second limiting plate 33 can clamp the connecting arm 11 to prevent the connecting member 3 from lateral displacement.

[0055] like Figure 1 、 Figure 2 As shown, the rail vehicle emergency braking device further includes a bracket 6 , which is mounted on the vehicle frame 1 , and the driving mechanism 2 is rotatably connected to the bracket 6 .

[0056] The bracket 6 is screwed or welded to the frame 1. A through hole is formed in the bracket 6. A connecting shaft is provided at one end of the drive mechanism 2, which is in the positive and negative directions of the Y-axis. The connecting shaft passes through the through hole, allowing the drive mechanism 2 to rotate about the bracket 6. A gap is defined between the lower end surface of the drive mechanism 2 and the upper end surface of the frame 1. The gap is between 5 cm and 20 cm, specifically, 5 cm, 10 cm, 15 cm, or 20 cm.

[0057] Since the connecting member 3 rotates around the connecting arm 11, in the process of the driving mechanism 2 driving the connecting member 3 to move, the end of the connecting member 3 connected to the driving mechanism 2 makes an arc movement, and the driving end of the driving mechanism 2 follows the connecting member 3 to make an arc movement. The driving mechanism 2 is rotatably connected to the bracket 6, so that the driving mechanism 2 has the freedom of movement in the Z-axis direction, avoiding the interference of the bracket 6 with the operation of the driving mechanism 2. The driving mechanism 2 and the frame 1 are arranged at a distance, so that there is a certain movement space between the driving mechanism 2 and the frame 1, avoiding the interference of the frame 1 with the movement of the driving mechanism 2.

[0058] like Figure 1 、 Figure 2 As shown, the rail vehicle emergency braking device also includes a baffle 7, which is connected to the brake member 4. The baffle 7 is located on the side of the forward direction of the frame 1, and is used to block metal particles generated by friction between the brake member 4 and the track.

[0059] The baffle 7 is welded or integrally connected to the upper end surface of the brake member 4. The baffle 7 is located on the side of the frame 1 indicated by the negative direction of the Y-axis. The baffle 7 is tilted relative to the brake member 4 and is tilted toward the positive direction of the Y-axis. The position of the baffle 7 relative to the wheel means that the baffle 7 is located in front of the wheel.

[0060] During the braking process of the rail vehicle emergency brake device, the connecting member 3 will be deformed in the positive direction of the Y axis. When the inertia of the rail vehicle emergency brake device is too large, the braking member 4 will be embedded in the track and damage the track. The metal slag generated by the damaged track will enter the gap between the wheel and the track, causing the risk of vehicle derailment. By setting the baffle 7, the baffle 7 can form a stop for the metal slag, thereby preventing the metal slag from entering the gap between the wheel and the track.

[0061] Although the present disclosure is disclosed as above, the protection scope of the present disclosure is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present disclosure, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A rail vehicle emergency braking device, characterized in that: The invention comprises a driving mechanism (2), a connecting member (3) and a braking member (4), wherein the braking member (4) is arranged on the connecting member (3), the connecting member (3) is suitable for being rotatably connected to the vehicle frame (1), the connecting member (3) is rotatably connected to the driving mechanism (2), and the driving mechanism (2) is suitable for driving the braking member (4) to reciprocate relative to the vehicle frame (1) through the connecting member (3), so that the braking member (4) presses or loosens the track; and further comprises a connecting arm (11), the connecting arm (11) is mounted on the vehicle frame (1) and rotatably connected to the connecting member (3); an end of the connecting member (3) close to the braking member (4) is tilted relative to the vehicle frame (1) toward the side of the vehicle forward direction, so that the angle between the end of the connecting member (3) close to the braking member (4) and the braking member (4) is an acute angle.

2. The rail vehicle emergency braking device according to claim 1, characterized in that: The vehicle further comprises a stopper (31), the stopper (31) being connected to the connecting member (3), the stopper (31) being located on the rotation path of the connecting member (3), and the stopper (31) being used to fit with the vehicle frame (1) when the connecting member (3) is rotated to a preset angle so as to limit the rotation angle of the connecting member (3).

3. The rail vehicle emergency braking device according to claim 2, characterized in that: The stopper (31) comprises a first stopper (311) and a second stopper (312), wherein the first stopper (311) and the second stopper (312) are respectively located on opposite sides of the connecting arm (11).

4. The rail vehicle emergency braking device according to claim 3, characterized in that: The invention also includes a limiting member (5), wherein the limiting member (5) is connected to the connecting arm (11), and a limiting hole (313) is provided on the first stop member (311) and / or the second stop member (312), and the limiting member (5) is inserted into the limiting hole (313), and the limiting member (5) is suitable for sliding in the limiting hole (313).

5. The rail vehicle emergency braking device according to claim 4, characterized in that: The cross-sectional area of ​​one end of the limiting member (5) close to the limiting hole (313) is larger than the area of ​​the limiting hole (313).

6. The rail vehicle emergency braking device according to claim 5, characterized in that: The limiting member (5) comprises a rotating shaft (51), a connecting hole is provided on the connecting arm (11), the rotating shaft (51) is passed through the connecting hole, and the rotating shaft (51) is suitable for rotating in the connecting hole.

7. The rail vehicle emergency braking device according to claim 3, characterized in that: The connecting member (3) comprises a first limiting plate (32) and a second limiting plate (33); the connecting arm (11) is located between the first limiting plate (32) and the second limiting plate (33) and is rotatably connected to the first limiting plate (32) and the second limiting plate (33), respectively.

8. The rail vehicle emergency braking device according to claim 1, characterized in that: It also includes a bracket (6), the bracket (6) is mounted on the vehicle frame (1), and the driving mechanism (2) is rotatably connected to the bracket (6).

9. The rail vehicle emergency braking device according to claim 1, characterized in that: The invention also includes a baffle (7), which is connected to the brake member (4). The baffle (7) is located on the side of the vehicle frame (1) pointing in the forward direction of the vehicle, and is used to block metal particles generated by friction between the brake member (4) and the track.

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