Rail transit near rail deceleration device

Abstract

The present application relates to rail transit deceleration equipment technical field, especially rail transit near rail deceleration device, a kind of rail transit near rail deceleration device, including two symmetrical wheels, rotating shaft is arranged between two wheels, the end of the wheel near rotating shaft is provided with outer hub, the wheel shape is conical, the small mouth of two conical wheels is away from rotating shaft, the side of the wheel is provided with deceleration equipment, and control processor is arranged on deceleration equipment;The present application can be used when decelerating large deceleration tile and small deceleration tile to the two sides of conical wheel, then the deceleration of wheel can be carried out, so that the surface of wheel can be avoided to contact, the wear of the surface of wheel is reduced, and the service life of wheel is longer.

Description

Technical Field

[0001] This invention relates to the field of deceleration equipment technology for rail transit, and more particularly to a near-rail deceleration device for rail transit. Background Technology

[0002] Rail transit refers to a type of transportation or system where vehicles need to run on specific tracks. The most typical rail transit system is the railway system, which consists of traditional trains and standard railways. With the diversified development of train and railway technologies, rail transit has taken on more and more types, not only covering long-distance land transportation but also being widely used in short- and medium-distance urban public transportation.

[0003] Currently, most existing deceleration devices used for train deceleration rely on brake shoes. However, the material development of brake shoes alone is insufficient to meet deceleration requirements. Furthermore, they generate significant heat during deceleration, which can affect both deceleration speed and service life.

[0004] For example, the Chinese invention patent for a rail transit near-rail deceleration device with application number 202210187739.2 describes a device that uses a drive assembly to drive a brake shoe assembly to adhere to the wheel tread for deceleration. During deceleration, the arc-shaped brake shoe mounting base better conforms to the wheel tread, increasing the deceleration effect. During deceleration, the wheel tread and the friction parts of the movable and fixed brake shoes simultaneously rub against the wheel tread. When the movable brake shoe is subjected to friction, it stretches the second spring, and the deformation of the second spring bears part of the deceleration effect. Simultaneously, the movable brake shoe pushes the sealing part downwards, compressing the first spring downwards. The sealing part opens the liquid tank, and flame-retardant coolant begins to flow downwards to the vicinity of the wheel tread for cooling, thereby preventing friction. High temperatures affect friction and service life. When the pressure from the first spring slowly increases to the set value, the pressure switch starts the water pump, which begins to draw out flame-retardant coolant, increasing the spray of the coolant and thus enhancing the cooling effect. When the deceleration is reduced or canceled, the pressure from the first spring on the pressure switch decreases, and the water pump automatically stops. After deceleration stops, the first spring resets, causing the sealing part to reseal the liquid tank and automatically stop the flow of flame-retardant coolant. The advantage of setting the brake shoes as fixed and movable is that the fixed shoes are used to fix the whole, while the movable shoes achieve the above-mentioned effect. At the same time, for brake shoes that are prone to wear, only the movable and fixed shoes need to be replaced after wear, and the operation is very simple, thus saving costs.

[0005] While the aforementioned device can achieve braking by having the brake shoes adhere tightly to the wheel tread, train wheels are not designed as regular cylinders; they are generally conical. The advantages of a conical shape are: 1. When a train is moving, the forces it experiences are inclined, which can be decomposed into an upward supporting force and an inward compressive force. When the wheel is centered, the compressive forces on both sides are equal and cancel each other out. When the wheel is tilted off the track, the surface of action changes, resulting in a larger compressive force on one side and a smaller compressive force on the other. Under this force, the wheel will gradually correct itself towards the center until it returns to the center, making the compressive forces on both sides equal and maximizing the dynamic balance of the vehicle. If the wheel were cylindrical, it would not be able to correct the deviation, and there would be a high probability of derailment. Of course, the wheel's contour also plays a limiting role, but with long-term wear, it is easy for the wheel to be damaged. 2. When a train turns, the outer side of the track is longer than the inner side. For the train to pass normally, the outer wheels need to travel longer than the inner wheels. However, each pair of steel wheels is tightly fixed to the same axle, ensuring that wheels of the same size rotate at the same angular velocity. Therefore, the characteristic that the outer radius of a cone is smaller than the inner radius is utilized. When encountering a turn, centrifugal force will move the wheels outward. At this time, the inner side of the outer wheel is close to the rail, while the outer side of the inner wheel will contact the rail. At the same angular velocity, the outer wheel travels a longer distance than the inner wheel. As long as the distance traveled by both wheels corresponds to the length of the rail, the train will not drift, thus allowing it to turn.

[0006] The above-mentioned device is suitable for providing deceleration on cylindrical wheels, but it will cause many problems when used on conical train wheels: when decelerating conical wheels, the design of the device will reduce the contact area between the arc-shaped brake shoe and the wheel. Even if the brake shoe is designed to fully contact the conical wheel, the contact area between the fixed and movable brake shoes and the wheel is still very small, resulting in poor deceleration effect.

[0007] Because the contact surface between the wheel and the track needs to rub against each other, the surface of the wheel will wear down over time, which will affect the service life of the wheel.

[0008] To avoid the above problems, a new rail transit near-rail deceleration device is needed to solve them. Summary of the Invention

[0009] To solve the above-mentioned technical problems, the present invention provides a rail transit near-rail deceleration device.

[0010] This invention provides a near-rail deceleration device for rail transit, comprising two symmetrical wheels with a rotating shaft between them. Each wheel has an outer hub near the rotating shaft. The wheels are conical in shape, with the small openings of both conical wheels located away from the rotating shaft. A deceleration device is mounted on one side of each wheel, and a control processor is mounted on the deceleration device. The deceleration device includes a deceleration assembly for limiting the sides of the wheel and a pushing assembly for pushing the deceleration assembly. The deceleration assembly includes deceleration plates for adhering to the sides of the wheel, a driving assembly for driving the deceleration plates closer to or away from the wheel, and a support assembly for supporting the deceleration plates and the driving assembly. The support assembly is connected to the pushing assembly. The pushing assembly includes a mounting component for fixing to an external train and a pushing assembly mounted on the mounting component. One end of the pushing assembly is connected to the mounting component, and the other end is connected to the support assembly. The control processor controls the driving assembly and the pushing assembly. The control processor can control the driving assembly to move the deceleration plates closer to or away from the wheel, and the control processor can also control the pushing assembly to move the deceleration assembly closer to or away from the wheel.

[0011] Preferably, the number of the reduction brake pads is two, located on both sides of the wheel, with one reduction brake pad being larger than the other. The reduction brake pad closer to the rotating shaft is the large reduction brake pad, and the other reduction brake pad is the small reduction brake pad.

[0012] Preferably, the support component is a fixed plate, and the fixed plate is provided with two sets of support plates, with each set of support plates consisting of two plates.

[0013] Preferably, the drive assembly includes a large mounting housing for mounting large reduction gear tiles, a small mounting housing for mounting small reduction gear tiles, a motor mounted on a support plate, and a bidirectional lead screw mounted on the motor output shaft. The two ends of the bidirectional lead screw are threadedly connected to the large mounting housing and the small mounting housing, respectively, and the control processor controls the motor.

[0014] Preferably, the large and small deceleration tiles are crescent-shaped, with grooves on their upper and lower sides. The large and small mounting shells are provided with protrusions that can be adapted to the grooves. The large deceleration tile can be inserted into the large mounting shell, and the small deceleration tile can be inserted into the small mounting shell.

[0015] Preferably, the large speed reduction bearing is fixed to the large mounting shell by bolts, and the small speed reduction bearing is fixed to the small mounting shell by bolts.

[0016] Preferably, the large mounting housing is equipped with a temperature detector capable of detecting the temperature of the large deceleration tile, and the small mounting housing is also equipped with a temperature detector capable of detecting the temperature of the small deceleration tile.

[0017] Preferably, the mounting component is a connecting plate for fixing to the train, the pushing component is a hydraulic push rod mounted on at least one of the connecting plates, the control processor controls the pushing component, and the fixing plate is provided with four fixing legs, each fixing leg penetrating the connecting plate.

[0018] Preferably, a first limiting member and a second limiting member are provided between the large mounting shell and the small mounting shell. The first limiting member includes a T-groove formed on the large mounting shell and the small mounting shell, and a T-shaped strip installed on the fixing plate and adapted to the T-groove. The second limiting member includes a mounting hole formed on the large mounting shell and the small mounting shell, and a connecting rod passing through the two mounting holes. The two ends of the connecting rod are threaded with nuts. There are two second limiting members, which are symmetrical to each other.

[0019] Preferably, the mounting plate is provided with a cooling assembly for cooling the wheels; the cooling assembly includes a cooling housing mounted on the mounting plate, a spray nozzle mounted on the cooling housing, and a pipe mounted on the cooling housing. The other end of the pipe is connected to an external cooling box. The cooling box is equipped with a water pump and flame-retardant coolant. The control processor can control the switch of the water pump. The cooling housing is equipped with a touch switch, and a touch fixing rod that can be touched is fixedly installed on the train.

[0020] Compared with related technologies, the rail transit near-rail deceleration device provided by the present invention has the following beneficial effects: When decelerating, the present invention can use large and small deceleration pads to press against both sides of the conical wheel, and then decelerate the wheel. This avoids contact with the surface of the wheel, reduces wear on the wheel surface, and extends the service life of the wheel.

[0021] The large and small speed reduction bearings are crescent-shaped, with grooves on both the top and bottom sides. The large and small mounting shells have protrusions that fit into these grooves. The large speed reduction bearing is fixed to the large mounting shell with bolts, and the small speed reduction bearing is fixed to the small mounting shell with bolts. To assemble or disassemble the large and small speed reduction bearings, simply remove the bolts and pull out the bearing. The groove and protrusion design prevents misalignment due to insecure installation.

[0022] The cooling assembly is designed so that during deceleration, the large and small reduction brake pads convert the kinetic energy of the wheel into heat energy. Most of this heat dissipates into the air and evaporates. Spraying flame-retardant coolant at this point helps to cool the vehicle more effectively. Simultaneously, a hydraulic push rod moves the fixing plate forward to align it with the wheel. As the deceleration assembly further slows the wheel, the cooling housing moves forward as well, triggering a touch switch that engages the fixing rod, thus opening the spray nozzles. After deceleration, simply pulling the fixing plate back with the hydraulic push rod releases the touch switch, which automatically resets and closes the spray nozzles.

[0023] Temperature detectors can detect the temperature of the large and small reduction gears during deceleration, providing a monitoring effect. When unsatisfactory temperatures occur, the entire equipment can be inspected to identify any problems, such as whether the large and small reduction gears need to be replaced or if there is a problem with the cooling components. Attached Figure Description

[0024] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0025] Figure 2 This is a schematic diagram of the deceleration component structure of the present invention;

[0026] Figure 3 This is a schematic diagram of the large deceleration tile and large mounting shell structure of the present invention;

[0027] Figure 4 This is a schematic diagram of the small speed reduction tile and small mounting shell structure of the present invention;

[0028] Figure 5 This is a three-dimensional structural diagram of the present invention (excluding the wheels);

[0029] Figure 6 for Figure 5 Enlarged view of point A in the middle;

[0030] Figure 7 This is a schematic diagram of the drive component, support component, and push component of the present invention.

[0031] The diagram shows the following components: 1. Outer hub; 2. Wheel; 3. Fixing plate; 4. Hydraulic push rod; 5. Fixing leg; 6. Connecting plate.

[0032] 7. Connecting rod; 8. Large reduction gear bearing; 9. Small reduction gear bearing; 10. Small mounting housing; 11. Large mounting housing; 12. Support plate;

[0033] 13. T-groove; 14. Mounting hole; 15. Temperature sensor; 16. Motor; 17. Cooling housing; 18. Touch switch;

[0034] 19. Spray nozzle; 20. Two-way lead screw; 21. T-shaped strip. Detailed Implementation

[0035] 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. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0036] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0037] Please see Figure 1 As shown in the figure, an embodiment of the present invention provides a rail transit near-rail deceleration device, including two symmetrical wheels 2, with a rotating shaft between the two wheels 2. An outer hub 1 is provided at one end of each wheel 2 near the rotating shaft. The wheels 2 are conical in shape, with the small openings of both conical wheels 2 located away from the rotating shaft. A deceleration device is provided on one side of each wheel 2, and a control processor is provided on the deceleration device. The deceleration device includes a deceleration assembly for limiting the two sides of the wheel 2 and a pushing assembly for pushing the deceleration assembly. The deceleration assembly includes deceleration plates for pressing against the two sides of the wheel 2, a driving assembly for driving the deceleration plates closer to or away from the wheel 2, and a support assembly for supporting the deceleration plates and the driving assembly. The support assembly is connected to the pushing assembly. The pushing assembly includes a mounting component for fixing to an external train and a pushing assembly mounted on the mounting component. One end of the pushing assembly is connected to the mounting component, and the other end is connected to the support assembly. The control processor controls the driving assembly and the pushing assembly. The control processor can control the driving device to move the deceleration plates closer to or away from the wheel 2, and the control processor can also control the pushing assembly to move the deceleration assembly closer to or away from the wheel 2.

[0038] In this embodiment, the wheel 2 can be decelerated by a deceleration device. At the same time as deceleration, the drive component and the push component can be controlled by the control processor. When the control processor receives a deceleration command, it first issues a command to the push component, which then moves the entire deceleration component closer to the wheel 2. When the deceleration pads of the deceleration component are on the same horizontal plane as the wheel 2, the control processor issues a command to the drive component, which tightens the deceleration pads on both sides of the wheel 2, allowing them to fit tightly against the wheel 2, thus decelerating the wheel 2.

[0039] Please see Figure 3 and Figure 4As shown, there are two reduction brake pads located on both sides of wheel 2. One reduction brake pad is larger than the other. The reduction brake pad closer to the rotating shaft is the large reduction brake pad 8, and the other reduction brake pad is the small reduction brake pad 9.

[0040] In this embodiment, since the wheel 2 is provided with an outer hub 1 and the wheel 2 is conical, the two sides of the wheel 2 are one large and one small. According to the different sizes of the wheel 2 sides, different sizes of speed reduction tiles can be set, which can save more materials.

[0041] Please see Figure 7 As shown, the support assembly is a fixed plate 3, and two sets of support plates 12 are provided on the fixed plate 3. Each set of support plates 12 consists of two plates. The drive assembly includes a large mounting shell 11 for mounting the large reduction gear 8, a small mounting shell 10 for mounting the small reduction gear 9, a motor 16 mounted on the support plate 12, and a bidirectional lead screw 20 mounted on the output shaft of the motor 16. The two ends of the bidirectional lead screw 20 are threadedly connected to the large mounting shell 11 and the small mounting shell 10, respectively. The control processor controls the motor 16.

[0042] In this embodiment, the motor 16 can be mounted on the support plate 12, and another support plate 12 is used to support the bidirectional lead screw 20. When the motor 16 is turned on, because the thread on the bidirectional lead screw 20 has two sections, which are threads with different torque directions, the large mounting shell 11 and the small mounting shell 10 can be driven to move closer to each other or separate from each other at the same time.

[0043] In other embodiments, the motor 16 can be replaced with other reciprocating structures or machines, such as pressure push rods, which can also achieve deceleration of the wheel 2.

[0044] Please see Figures 2 to 4 As shown, the large reduction gear 8 and the small reduction gear 9 are crescent-shaped. Grooves are provided on the upper and lower sides of the large reduction gear 8 and the small reduction gear 9. The large mounting shell 11 and the small mounting shell 10 are provided with protrusions that can be matched with the grooves. The large reduction gear 8 can be inserted into the large mounting shell 11, and the small reduction gear 9 can be inserted into the small mounting shell 10. The large reduction gear 8 is fixed to the large mounting shell 11 by bolts, and the small reduction gear 9 is fixed to the small mounting shell 10 by bolts.

[0045] In this embodiment, the large reduction gear 8 and the small reduction gear 9 are crescent-shaped, and grooves are provided on the upper and lower sides of the large reduction gear 8 and the small reduction gear 9. The large mounting shell 11 and the small mounting shell 10 are provided with protrusions that can be adapted to the grooves. The large reduction gear 8 is fixed to the large mounting shell 11 by bolts, and the small reduction gear 9 is fixed to the small mounting shell 10 by bolts. When assembling or disassembling the large reduction gear 8 and the small reduction gear 9, it is only necessary to remove the bolts and pull out the large reduction gear 8 or the small reduction gear 9. The design of the grooves and protrusions can prevent misalignment caused by insecure installation.

[0046] Please see Figures 1 to 7 As shown, a temperature detector 15 for detecting the temperature of the large deceleration tile 8 is provided on the large mounting housing 11, and a temperature detector 15 for detecting the temperature of the small deceleration tile 9 is also provided on the small mounting housing 10.

[0047] In this embodiment, the temperature detector 15 can know the temperature of the large deceleration plate 8 and the small deceleration plate 9 during deceleration, which has a monitoring effect. When an undesirable temperature occurs, the entire equipment can be tested to see if there is a problem, such as whether the large deceleration plate 8 and the small deceleration plate 9 need to be replaced or if there is a problem with the cooling components.

[0048] Please see Figures 1 to 7 As shown, the mounting component is a connecting plate 6 that is fixed to the train, the pushing component is at least one hydraulic push rod 4 installed on the connecting plate 6, the control processor controls the pushing component, and the fixing plate 3 is provided with four fixing legs 5, each fixing leg 5 penetrating the connecting plate 6.

[0049] In this embodiment, the hydraulic push rod 4 can push the connecting plate 6 closer to or further away from the wheel 2. At the same time, the fixed leg 5 has a supporting effect. Without the fixed leg 5, the connection between the fixed plate 3 and the connecting plate 6 is the hydraulic push rod 4. The entire hydraulic push rod 4 supports the weight of the deceleration assembly, which would reduce the service life of the hydraulic push rod 4. The design with the fixed leg 5 can reduce the pressure on the hydraulic push rod 4.

[0050] Please see Figure 1 or Figure 5 As shown, a first limiting member and a second limiting member are provided between the large mounting shell 11 and the small mounting shell 10. The first limiting member includes a T-groove 13 formed on the large mounting shell 11 and the small mounting shell 10, and a T-strip 21 installed on the fixing plate 3 and adapted to the T-groove 13.

[0051] The second limiting component includes mounting holes 14 opened on the large mounting shell 11 and the small mounting shell 10, and a connecting rod 7 passing through the two mounting holes 14. The two ends of the connecting rod 7 are threaded with nuts. There are two second limiting components, which are symmetrical to each other.

[0052] In this embodiment, through the design of the first and second limiting components, when the motor 16 drives the large mounting shell 11 and the small mounting shell 10, because of the threaded relationship between the bidirectional lead screw 20 and the large mounting shell 11 and the small mounting shell 10, without the first and second limiting components, the large mounting shell 11 and the small mounting shell 10 would directly rotate. When the first and second limiting components are designed, the large mounting shell 11 and the small mounting shell 10 can only move in a translational manner.

[0053] Please see Figure 6 As shown, a cooling assembly for cooling the wheel 2 is provided on the fixing plate 3;

[0054] The cooling assembly includes a cooling housing 17 mounted on a fixed plate 3, a spray nozzle 19 mounted on the cooling housing 17, and a pipe mounted on the cooling housing 17. The other end of the pipe is connected to an external cooling box. A water pump is installed inside the cooling box, and flame-retardant coolant is installed inside the cooling box. The control processor can control the switch of the water pump. A touch switch 18 is installed on the cooling housing 17, and a touch fixing rod that can be touched by the touch switch 18 is fixedly installed on the train.

[0055] In this embodiment, the cooling assembly is designed so that during deceleration, the large deceleration pad 8 and the small deceleration pad 9 convert the kinetic energy of the wheel 2 into heat energy. Most of this heat energy dissipates into the air and evaporates. At this time, it is necessary to spray flame-retardant coolant to better cool down the wheel 2. Simultaneously, during deceleration, the hydraulic push rod 4 pushes the fixing plate 3 forward to keep it at the same level as the wheel 2. The deceleration assembly then decelerates the wheel 2. During the push, the cooling shell 17 moves forward as well, and the touch switch 18 touches the fixing rod, thus opening the spray nozzle 19. After deceleration is complete, the hydraulic push rod 4 simply pulls the fixing plate 3 back, releasing the touch switch 18, which automatically resets and closes the spray nozzle 19.

[0056] In use, the present invention first receives a deceleration signal transmitted from the outside. When the control processor receives the deceleration command, it first issues a command to the pushing component, which then moves the entire deceleration assembly closer to the wheel 2. When the deceleration pads of the deceleration assembly are on the same horizontal plane as the wheel 2, the control processor issues a command to the drive component, which tightens the deceleration pads on both sides of the wheel 2, allowing them to adhere tightly to the wheel 2, thus decelerating the wheel 2. Simultaneously, during deceleration, the hydraulic push rod 4 pushes the fixing plate 3 forward, maintaining it on the same horizontal plane as the wheel 2. The deceleration assembly then decelerates the wheel 2. During the pushing process, the cooling housing 1... 7 will move forward, and then the touch switch 18 will touch the fixed rod, which will open the spray nozzle 19. At the same time, the control processor will send a signal to the water pump in the cooling tank, and then the water pump will start. The spray nozzle 19 will then spray out flame-retardant coolant to cool the wheel 2. After deceleration, the control processor will first send a signal to the motor 16 to make the tightly attached deceleration pads leave the wheel 2. Then the water pump will send a shut-off signal, and at the same time, a pull-back signal will be sent to the hydraulic push rod 4. The hydraulic push rod 4 will then pull back the fixed plate 3, which will release the touch switch 18 and automatically reset it, thus closing the spray nozzle 19.

[0057] The above are merely embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A rail transit near-rail deceleration device, comprising two symmetrical wheels (2), a rotating shaft disposed between the two wheels (2), an outer hub (1) disposed at the end of each wheel (2) near the rotating shaft, the wheels (2) being conical in shape, and the small openings of both conical wheels (2) being far from the rotating shaft, characterized in that, A deceleration device is provided on one side of the wheel (2), and a control processor is provided on the deceleration device; The deceleration device includes a deceleration assembly for limiting the two sides of the wheel (2) and a push assembly for pushing the deceleration assembly; The deceleration assembly includes deceleration pads for pressing against both sides of the wheel (2), a drive assembly for driving the deceleration pads to move closer to or away from the wheel (2), and a support assembly for supporting the deceleration pads and the drive assembly. The support assembly is connected to the push assembly. One end of the pushing component is connected to the mounting component that fixes the external train, and the other end is connected to the support component. The support component is a fixing plate (3), and two sets of support plates (12) are provided on the fixing plate (3). The mounting component is a connecting plate (6) that fixes the train. The pushing component is at least one hydraulic push rod (4) installed on the connecting plate (6). The control processor controls the drive assembly and the push assembly. The control processor can control the drive assembly to move the deceleration pad closer to or away from the wheel (2). The control processor can also control the push assembly to move the deceleration pad closer to or away from the wheel (2). There are two deceleration pads, located on both sides of the wheel (2). One deceleration pad is larger than the other. The deceleration pad closer to the rotating shaft is the large deceleration pad (8), and the other deceleration pad is the small deceleration pad (9). The drive assembly includes a large mounting housing (11) for mounting the large reduction gear (8), a small mounting housing (10) for mounting the small reduction gear (9), a motor (16) mounted on a support plate (12), and a bidirectional lead screw (20) mounted on the output shaft of the motor (16). The two ends of the bidirectional lead screw (20) are threadedly connected to the large mounting housing (11) and the small mounting housing (10) respectively. The control processor controls the motor (16). The fixed plate (3) is provided with a cooling assembly for cooling the wheel (2); the cooling assembly includes a cooling shell (17) installed on the fixed plate (3), a spray nozzle (19) installed on the cooling shell (17) and a pipe, the other end of the pipe is connected to an external cooling box, the cooling box is provided with a water pump and flame-retardant coolant, the control processor can control the switch of the water pump, the cooling shell (17) is provided with a touch switch (18), and a touch fixing rod that can touch the touch switch (18) is fixedly installed on the train; In use, the control processor controls the hydraulic push rod (4) to push the fixed plate (3) forward, so that the deceleration pads and the wheel (2) are on the same horizontal plane. Then, the wheel (2) is decelerated by the deceleration assembly. When pushing, the cooling shell (17) will move forward. Then the touch switch (18) touches the fixed rod and turns on the spray nozzle (19). At the same time, the control processor sends a signal to the water pump in the cooling box. Then the water pump turns on and the spray nozzle (19) sprays out flame-retardant coolant to cool the wheel (2). After the deceleration is completed, the control processor sends a signal to the motor (16) to make the tightly attached deceleration pads leave the wheel (2). Then it sends a signal to the water pump to turn off and sends a signal to the hydraulic push rod (4) to pull back. The hydraulic push rod (4) pulls back the fixed plate (3) and releases the touch switch (18). The touch switch (18) automatically resets and turns off the spray nozzle (19).

2. The rail transit near-rail deceleration device according to claim 1, characterized in that, The number of each set of support plates (12) is two.

3. The rail transit near-rail deceleration device according to claim 1, characterized in that, The large deceleration tile (8) and the small deceleration tile (9) are crescent-shaped. The large deceleration tile (8) and the small deceleration tile (9) have grooves on their upper and lower sides. The large mounting shell (11) and the small mounting shell (10) are provided with protrusions that can be adapted to the grooves. The large deceleration tile (8) can be inserted into the large mounting shell (11), and the small deceleration tile (9) can be inserted into the small mounting shell (10).

4. A rail transit near-rail deceleration device according to claim 3, characterized in that, The large deceleration plate (8) is fixed to the large mounting shell (11) by bolts, and the small deceleration plate (9) is fixed to the small mounting shell (10) by bolts.

5. A rail transit near-rail deceleration device according to claim 4, characterized in that, The large mounting housing (11) is equipped with a temperature detector (15) that can detect the temperature of the large deceleration tile (8), and the small mounting housing (10) is also equipped with a temperature detector (15) that can detect the temperature of the small deceleration tile (9).

6. A rail transit near-rail deceleration device according to claim 5, characterized in that, The fixing plate (3) is provided with four fixing legs (5), and each fixing leg (5) passes through the connecting plate (6).

7. A rail transit near-rail deceleration device according to claim 6, characterized in that, A first limiting member and a second limiting member are provided between the large mounting shell (11) and the small mounting shell (10). The first limiting member includes a T-groove (13) formed on the large mounting shell (11) and the small mounting shell (10), and a T-strip (21) installed on the fixing plate (3) and adapted to the T-groove (13). The second limiting component includes mounting holes (14) opened on the large mounting shell (11) and the small mounting shell (10), and a connecting rod (7) passing through the two mounting holes (14). The two ends of the connecting rod (7) are threaded with nuts. There are two second limiting components, which are symmetrical to each other.

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