Rail car with auxiliary braking function

Abstract

The invention discloses a rail car with an auxiliary braking function, and relates to the technical field of rail car transportation, the rail car comprises a frame, a rail body and a driving wheel, the frame is provided with the driving wheel for driving the frame to move on the rail body, the side wall of the frame is provided with a first brake pad used for speed reduction and parking, and the first brake pad is arranged on the side wall of the rail body. The auxiliary braking device is characterized by further comprising an auxiliary braking unit, the auxiliary braking unit comprises driven plates, the portions, located on the side edges of the two driving wheels, of the side wall of the frame are each provided with a groove, the two grooves are each internally provided with a driven plate in a sliding mode, and the two driven plates are each provided with a second brake pad used for speed reduction and parking. The rail car has a first mode that only the first brake pad brakes and a second mode that the first brake pad and the auxiliary brake unit brake at the same time, when the temperature of the first brake pad is high, the driven plate drives the second brake pad to conduct auxiliary speed reduction on the driving wheel, and therefore auxiliary brake operation on the car frame is achieved.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle transportation technology, specifically a rail vehicle with auxiliary braking function. Background Technology

[0002] As is generally known, a railcar is a transportation or vehicle that runs on a specific track. Most railcars are electrically driven, powered by the track or cable (such as 750V DC). The electric motor converts electrical energy into mechanical energy, which is then amplified by a reducer to drive the wheels to rotate, thus enabling the railcar to move on the track. Railcars use a rigid chassis and running wheels, and the load is distributed through the support wheels to reduce track wear. When a railcar is running on the track, it needs to be decelerated and stopped, so a braking system needs to be installed on the railcar. When the railcar needs to decelerate or stop, the friction between the brake and the track causes the railcar to slow down or stop on the track.

[0003] The reason why most existing railcars use rubber tires is that rubber tires produce less noise and have better shock absorption during operation, and also have a certain climbing ability. Therefore, when transporting fragile items, most railcars use rubber tires to reduce the risk of breakage.

[0004] For example, the patent entitled "A Rail Vehicle with Auxiliary Braking" published on July 9, 2024, with announcement number CN118082908B, relates to the field of rail transportation technology and discloses a rail vehicle with auxiliary braking. The vehicle includes a chassis, displacement components for moving along the track surface installed at the four corners of the chassis bottom, a drive component for driving the vehicle body on the displacement components located at the front of the rail vehicle, a transmission component that drives the front displacement component between the two sets of displacement components, and speed measuring components mirror-distributed at the left and right ends of the transmission component. A braking component and a pressure control component are installed at the bottom of the speed measuring components. When the rail vehicle is speeding, a feed pump draws hydraulic oil from the inner cavity of the oil collection tank through a hose and injects it into the inner cavity of the tube between the left and right piston rods, forming a high-pressure fluid flow. The high-pressure fluid flow pushes the brake discs connected by the two misaligned piston rods to move towards each other until the brake discs lightly press against the track sidewall. The friction between the brake discs and the track reduces the vehicle speed, causing the speed to return to below the speed limit.

[0005] The shortcoming of the existing technology is that the brake pads on the railcar overheat and fail due to prolonged friction between the brake pads and the rail, which prevents the railcar from slowing down or stopping in time, thus causing the railcar to lose control. Summary of the Invention

[0006] The purpose of this invention is to provide a railcar with auxiliary braking function, thereby solving the technical problems in related technologies.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a railcar with auxiliary braking function, comprising a frame, a track body, and drive wheels. The frame is provided with drive wheels that drive the frame to move on the track body. The side wall of the frame is provided with a first brake pad for deceleration and stopping. The railcar also includes an auxiliary braking unit, which includes a driven plate. A groove is formed on the side wall of the frame at the side of each of the two drive wheels. A driven plate is slidably installed in each of the two grooves. A second brake pad for deceleration and stopping is provided on each of the two driven plates. The railcar has a first mode where only the first brake pad brakes and a second mode where the first brake pad and the auxiliary braking unit brake simultaneously.

[0008] As mentioned above, a temperature sensor is provided on the side of the first brake pad on the frame. When the temperature sensor detects that the temperature of the first brake pad reaches a preset temperature, the driven plate drives the second brake pad to assist in decelerating the drive wheel.

[0009] As described above, two square slots are symmetrically opened on the frame, and a double-rod hydraulic cylinder is slidably installed in each of the two square slots. Each of the two output ends of the two double-rod hydraulic cylinders is connected to a square plate. Each square plate is slidably installed in its corresponding square slot, and each square plate is provided with a first brake pad.

[0010] As described above, each of the square grooves has a limiting groove on its side wall, and each of the square plates is connected to a limiting plate. Each limiting plate is slidably installed in its corresponding limiting groove.

[0011] As described above, each of the limiting plates has a limiting hole, each of the limiting slots has a first driving component installed, and each of the first driving components has an output end connected to a plug. Each plug is respectively connected to and adapted to its corresponding limiting hole.

[0012] As mentioned above, a cargo rack is provided on the top of the vehicle frame.

[0013] As described above, a support plate is provided at the front end of the vehicle frame, and a U-shaped plate is rotatably mounted at each end of the support plate, with a steering wheel rotatably mounted on the U-shaped plate.

[0014] As described above, each of the two U-shaped plates is provided with a transmission rod, a swing rod is rotatably installed in the middle of the support plate, and a connecting rod is rotatably installed at both ends of the swing rod. The ends of the two connecting rods are rotatably connected to their corresponding swing rods.

[0015] As described above, the support plate is provided with a steering active component, and the output end of the steering active component is connected to the swing rod.

[0016] As described above, two second drive components are symmetrically arranged on the frame, and the output ends of the two second drive components are respectively connected to their corresponding drive wheels. A brake disc is provided on the drive wheel, and the brake disc and the second brake pad are mutually adapted to each other.

[0017] The beneficial effects of this invention are as follows: the frame moves on the track body via the drive wheel. When the frame needs to decelerate and stop on the track body, the friction between the first brake pad and the track body enables the frame to decelerate or stop. When the friction temperature generated between the first brake pad and the track body increases, the driven plate is driven to move the second brake pad closer to the drive wheel, so that the second brake pad decelerates the drive wheel. Through the friction between the second brake pad and the drive wheel, the frame decelerates or stops on the track body, thereby providing auxiliary braking for the frame. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0019] Figure 1 This is a partial three-dimensional structural schematic diagram of an embodiment of the present invention;

[0020] Figure 2 A cross-sectional structural schematic diagram of one embodiment of the present invention;

[0021] Figure 3 This is a partial cross-sectional structural diagram of the location of the power component in this invention;

[0022] Figure 4 A cross-sectional structural schematic diagram of another embodiment of the present invention;

[0023] Figure 5 This is a partial cross-sectional structural schematic diagram of another embodiment of the present invention;

[0024] Figure 6 A partial three-dimensional structural schematic diagram from a first perspective of another embodiment of the present invention;

[0025] Figure 7 A partial three-dimensional structural schematic diagram from a second perspective of another embodiment of the present invention;

[0026] Figure 8 A partial three-dimensional structural schematic diagram from a first perspective of another embodiment of the present invention is provided;

[0027] Figure 9 A partial three-dimensional structural schematic diagram from a second perspective of another embodiment of the present invention;

[0028] Figure 10 A partial cross-sectional structural schematic diagram from a first perspective of another embodiment of the present invention;

[0029] Figure 11 This is a partial cross-sectional structural schematic diagram from a second perspective of another embodiment of the present invention.

[0030] Explanation of reference numerals in the attached figures:

[0031] 1. Frame; 2. Track body; 3. Drive wheel; 4. First brake pad; 5. Temperature sensor; 6. Driven plate; 7. Groove; 8. Second brake pad; 9. Carrier rack; 10. Second drive component; 11. Square groove; 12. Double-bar hydraulic cylinder; 13. Square plate; 14. Brake disc; 15. Power component; 16. Support plate; 17. U-shaped plate; 18. Steering wheel; 19. Transmission rod; 20. Swing rod; 21. Connecting rod; 22. Drive component; 23. Limiting groove ; 24. Limiting plate; 25. First driving component; 26. Insert block; 27. Clamping plate; 28. Through slot; 29. ​​Power storage rod; 30. Third brake pad; 31. Spring body; 32. Unlocking slot; 33. Mounting plate; 34. Z-shaped rod; 35. Elastic component; 36. Passive rod; 37. Flexible plate; 38. Flat plate; 39. Slide groove; 40. U-shaped plate; 41. Positioning round rod; 42. Supporting rod; 43. Auxiliary round rod; 44. Clamping plate; 45. Fourth brake pad. Detailed Implementation

[0032] To enable those skilled in the art to better understand the technical solution of the present invention, the following will be described in conjunction with the appendix. Figure 1 To be continued Figure 11 The present invention will now be described in further detail.

[0033] An embodiment of the present invention relates to a railcar with an auxiliary braking function, comprising a frame 1, a rail body 2, and drive wheels 3. The frame 1 is provided with drive wheels 3 for moving the frame 1 on the rail body 2. A first brake pad 4 for deceleration and stopping is provided on the side wall of the frame 1. A temperature sensor 5 is provided on the frame 1 next to the first brake pad 4. The invention is characterized by further including an auxiliary braking unit, which includes a driven plate 6. A groove 7 is formed on the side wall of the frame 1 next to each of the two drive wheels 3. A driven plate 6 is slidably installed in each of the two grooves 7. A second brake pad 8 for deceleration and stopping is provided on each of the two driven plates 6. The frame has a first mode where only the first brake pad 4 brakes and a second mode where the first brake pad 8 and the auxiliary braking unit brake simultaneously.

[0034] Specifically, a railcar is a transportation or vehicle that runs on a specific track. The track body 2 is the specific track along which the railcar moves. The railcar can move along the track body 2. A load rack 9 is provided on the top of the frame 1, on which goods or other items to be transported are stacked. Drive wheels 3 are provided on the frame 1, and two second drive components 10 are symmetrically arranged on the frame 1. The output ends of the two second drive components 10 are respectively connected to their corresponding drive wheels 3. The moving part 10 is a device whose output end can perform forward and reverse motion (preferably a motor) and can drive the drive wheel 3 to move on the track body 2. Two square slots 11 are symmetrically opened on the frame 1. A double-rod hydraulic cylinder 12 is slidably installed in each of the two square slots 11. Each of the two output ends of the double-rod hydraulic cylinder 12 is connected to a square plate 13. Each square plate 13 is slidably installed in its corresponding square slot 11. Each square plate 13 is provided with a first brake pad 4. When the frame 1 needs to decelerate or stop on the track body 2, the double-rod hydraulic cylinder is activated. Cylinder 12 (a double-rod hydraulic cylinder 12 is a hydraulic actuator with piston rods on both sides of the piston, capable of bidirectional constant-speed reciprocating motion) drives two square plates 13 to move towards one end of the track body 2. The square plates 13 drive the first brake pad 4 (the first brake pad 4 is composed of a steel plate, an adhesive heat insulation layer, and a friction block. The heat insulation layer is made of a non-heat-conducting material for heat insulation; the friction block is composed of friction material and adhesive. When braking, the friction block is squeezed to generate friction, thereby achieving the purpose of deceleration and braking) to press against the track body 2. Through the first brake pad 4 and the track body The friction between the two brake pads enables the frame 1 to decelerate or stop on the track body 2. This is the first mode, which is braking by the first brake pad 4. A temperature sensor 5 is provided on the side of the first brake pad 4 on the frame 1. The temperature sensor 5 is preferably provided on the square plate 13. The temperature sensor 5 (the temperature sensor 5 refers to a sensor that can sense temperature and convert it into a usable output signal) can monitor the temperature on the first brake pad 4. A brake disc 14 is provided on the drive wheel 3. The brake disc 14 and the second brake pad 8 are adapted to each other.On the side wall of the frame 1, a groove 7 is formed on the side of each of the two drive wheels 3. A driven plate 6 is slidably installed in each of the two grooves 7. A second brake pad 8 for deceleration and stopping is provided on each of the two driven plates 6. The driven plates 6 and the inner wall of the grooves 7 are connected by a power component 15. When the temperature sensor 5 detects that the temperature of the first brake pad 4 has reached a preset temperature (that is, the temperature on the first brake pad 4 reaches 300 degrees Celsius, and the preset temperature is generally set to 300 degrees Celsius), the power is activated. Component 15 (power component 15 is a device capable of linear reciprocating motion at the output end, preferably a hydraulic cylinder) drives the driven plate 6 to move within the groove 7 towards the end closer to the drive wheel 3. The driven plate 6 drives the second brake pad 8 (the second brake pad 8 is composed of a steel plate, an adhesive heat insulation layer, and a friction block, wherein the heat insulation layer is composed of a non-heat-conducting material for heat insulation; the friction block is composed of friction material and adhesive, and the friction block is squeezed during braking to generate friction, thereby achieving the purpose of deceleration and braking) to press against the brake disc 14 (brake disc 14) on the drive wheel 3. The second brake pad 8 and the brake disc 14 are fitted together on a disc that rubs against each other, causing the drive wheel 3 to decelerate or stop. The friction between the second brake pad 8 and the drive wheel 3 decelerates or stops the frame 1 on the track body 2, thus providing auxiliary braking for the frame 1. This is the second mode, where the first brake pad 4 and the second brake pad 8 simultaneously brake the frame 1. Preferably, after the first brake pad 4 reaches a preset temperature, the double-rod hydraulic cylinder 12 is activated, which, through the square plate 13, disengages the first brake pad 4 from the track body 2. This better protects the first brake pad 4. The second brake pad 8 and the brake disc 14 rub against each other to decelerate or stop the frame 1. When the temperature sensor 5 detects that the temperature on the first brake pad 4 has reached normal, the power component 15, through the driven plate 6, disengages the second brake pad 8 from the brake disc 14 on the drive wheel 3, releasing the second brake pad 8 from decelerating the drive wheel 3, and the first brake pad 4 returns to normal operation.

[0035] Similarly, another function of the temperature sensor 5 is to detect changes in external temperature. When an accident occurs on or outside the frame 1 (such as a fire) and the temperature rises, the temperature sensor 5 will also detect the temperature change, thereby activating the power component 15 to drive the second brake pad 8 to press against the brake disc 14 on the drive wheel 3 through the driven plate 6. This causes the second brake pad 8 and the brake disc 14 to press against each other and rub against each other, thereby slowing down or stopping the drive wheel 3 and preventing the frame 1 from moving from the track body 2 to a dangerous area.

[0036] The shortcoming of the existing technology is that the brake pads on the railcar overheat and fail due to prolonged friction between the brake pads and the rail, which prevents the railcar from slowing down or stopping in time, thus causing the railcar to lose control.

[0037] The beneficial effects of this embodiment are as follows: the frame 1 is driven by the drive wheel 3 to move on the track body 2. When the frame 1 needs to decelerate and stop on the track body 2, the friction between the first brake pad 4 and the track body 2 is used to decelerate or stop the frame 1 on the track body 2. When the friction temperature generated between the first brake pad 4 and the track body 2 increases, the driven plate 6 is driven to move the second brake pad 8 towards the end closer to the drive wheel 3, so that the second brake pad 8 decelerates the drive wheel 3. Through the friction between the second brake pad 8 and the drive wheel 3, the frame 1 is decelerated or stopped on the track body 2, thereby performing auxiliary braking operation on the frame 1.

[0038] Preferably, the front end of the frame 1 is provided with a support plate 16, and a U-shaped plate 17 is rotatably mounted at each end of the support plate 16. A steering wheel 18 is rotatably mounted on the U-shaped plate 17. A transmission rod 19 is provided on each of the two U-shaped plates 17. A swing rod 20 is rotatably mounted in the middle of the support plate 16. A connecting rod 21 is rotatably mounted at each end of the swing rod 20. The ends of the two connecting rods 21 are rotatably connected to their corresponding transmission rods 19. A steering drive component 22 is provided on the support plate 16, and the output end of the steering drive component 22 is connected to the swing rod 20.

[0039] Specifically, since the track body 2 has certain curves, a steering wheel 18 needs to be installed at the front end of the frame. When there is a curve on the track body 2, the steering drive 22 (the steering drive 22 is a device whose output end can perform forward and reverse motion, preferably a motor) is activated to drive the swing rod 20 to rotate in the direction of the curve. The swing rod 20 drives the connecting rod 21 to rotate in the direction of the curve. The connecting rod 21 drives the transmission rod 19 to rotate in the direction of the curve. The transmission rod 19 drives the U-shaped plate 17 to rotate in the direction of the curve on the support plate 16. The U-shaped plate 17 drives the steering wheel 18 to rotate in the direction of the curve, so that the steering wheel 18 can turn along the curve trajectory of the track body 2, thereby improving the adaptability of the frame 1 to the movement on the track body 2.

[0040] In another embodiment of the present invention, a limiting groove 23 is provided on the side wall of each of the square grooves 11, and a limiting plate 24 is connected to each of the square plates 13. Each limiting plate 24 is slidably installed in its corresponding limiting groove 23. Each limiting plate 24 is uniformly provided with a plurality of protrusions. A first driving member 25 is installed on each of the limiting grooves 23. An insertion block 26 is connected to the output end of each of the first driving members 25. Each insertion block 26 is respectively abutted and adapted to the protrusions on its corresponding limiting plate 24.

[0041] Specifically, when the frame 1 needs to decelerate or stop while moving on the track body 2, the double-rod hydraulic cylinder 12 needs to be activated to drive the first brake pad 4 to press against the track body 2 via the square plate 13. The friction between the first brake pad 4 and the track body 2 achieves deceleration or stopping of the frame 1 on the track body 2. However, since the pressing force on both the first brake pad 4 and the track body 2 acts on the double-rod hydraulic cylinder 12, the reaction force experienced by the first brake pad 4 and the track body 2 during frictional pressing also acts on the double-rod hydraulic cylinder 12. This results in excessive force on the double-rod hydraulic cylinder 12. Excessive force on the hydraulic cylinder 12 can easily cause damage to the double-rod hydraulic cylinder 12. In this embodiment, when the frame 1 needs to decelerate or stop while moving on the track body 2, the double-rod hydraulic cylinder 12 drives the first brake pad 4 to press against the track body 2 via the square plate 13. Simultaneously, the square rod drives the limiting plate 24 to slide within the limiting groove 23. After the first brake pad 4 presses against the track body 2, the first driving component 25 (the first driving component 25 is a device whose output end can perform linear reciprocating motion, preferably a hydraulic cylinder) is activated, causing it to drive the insert block 26 to press against the protrusion on the limiting plate 24. Through the insert block 26 and the limiting plate 24, the hydraulic cylinder 12 can decelerate or stop the movement of the first brake pad 4. The protrusions on plate 24 abut against each other, causing the insert block 26 to perform a clamping and positioning operation on the limiting plate 24. This causes the reaction force generated by the friction between the first brake pad 4 and the track body 2 to act on the insert block 26 and the limiting plate 24, thereby reducing the reaction force on the double-rod hydraulic cylinder 12 caused by the friction between the first brake pad 4 and the track body 2. This improves the service life of the double-rod hydraulic cylinder 12. Even if the double-rod hydraulic cylinder 12 causes damage due to the first brake pad 4 and the track body 2 clamping against each other, the insert block 26 and the limiting plate 24 can still provide support for the square plate 13, ensuring the square plate 13 remains stable. The first brake pad 4 and the track body 2 are driven to rub against each other, thereby stopping the frame 1 on the track body 2, so as to replace the double-rod hydraulic cylinder 12. When it is necessary to release the friction between the first brake pad 4 and the track body 2, the first drive component 25 is activated to drive the insert 26 to disengage from the protrusion on the limit plate 24, so that the insert 26 will not perform the clamping and positioning operation on the limit plate 24. Then, the double-rod hydraulic cylinder 12 is activated to drive the square plate 13 and the first brake pad 4 and the track body 2 to disengage from each other, thereby releasing the deceleration effect of the friction between the first brake pad 4 and the track body 2.

[0042] In another embodiment provided by the present invention, such as Figure 5 , Figure 6 and Figure 7As shown, two clamping plates 27 are symmetrically installed on both sides of the drive wheel 3 on the frame. Each clamping plate 27 has a through groove 28. A slidable accumulator rod 29 is installed within the through groove 28. A third brake pad 30 is connected to one end of the accumulator rod 29 near the drive wheel 3. A spring body 31 is sleeved on the outer wall of the accumulator rod 29. One end of the spring body 31 is connected to the third brake pad 30, and the other end is connected to the inner wall of the through groove 28. The other end of the accumulator rod 29 is located outside the through groove 28 and has an unlocking groove 32. A mounting plate 33 is provided at the end of the card plate 27 away from the third brake pad 30. A Z-shaped rod 34 is rotatably mounted on the mounting plate 33. The middle part of the Z-shaped rod 34 is rotatably mounted on the mounting plate 33. One end of the Z-shaped rod 34 is adapted to the unlocking groove 32. The Z-shaped rod 34 and its corresponding card plate 27 are connected by an elastic element 35. A passive rod 36 is provided at the other end of the Z-shaped rod 34. A flexible plate 37 is provided on the outer wall of the square plate 13. The passive rod 36 and its corresponding square plate 13 are arranged in a one-to-one correspondence.

[0043] Specifically, when the first brake pad 4 and the track body 2 are pressed together, the reaction force generated by the pressing of the first brake pad 4 and the track body 2 also acts on the square plate 13, resulting in a large reaction force on the square plate 13. This causes fatigue in the square plate 13 after prolonged use, leading to breakage. In this embodiment, a flexible plate 37 is provided on the outer wall of the square plate 13. The flexible plate 37 is made of a high-temperature resistant flexible material, giving it greater flexibility. The accumulator rod 29 on plate 27, in its initial position, compresses the spring body 31, placing it in a compressed state. At this time, the Z-shaped rod 34 inserts into the unlocking slot 32 on the accumulator rod 29, fixing the accumulator rod 29 in place. When the square plate 13 breaks while providing a clamping force to the first brake pad 4, it experiences reaction forces from the first brake pad 4 and the track body 2. These reaction forces cause the square plate 13 to... The broken portion swings under the connecting action of the flexible plate 37. When the square plate 13 breaks, the flexible plate 37 will still connect to the square plate 13. However, the flexible plate 37 is flexible, causing the connection between the square plate 13 and the first brake pad 4 to swing when the square plate 13 breaks. The swing of the square plate 13 will collide with the passive rod 36. Under the swing action of the square rod, the passive rod 36 drives the Z-shaped rod 34 to rotate around the rotational installation position of the mounting plate 33. The Z-shaped rod 34 affects the elastic element 35 (elastic element). 35 is a component capable of telescopic reset, preferably a spring) to perform a stretching operation, so that the elastic element 35 is in a stretched state. Simultaneously, the Z-shaped rod 34 releases the positioning operation of the unlocking groove 32 on the accumulator rod 29. At the instant the Z-shaped rod 34 releases the positioning operation of the accumulator rod 29, under the rebound action of the spring body 31, the spring body 31 pushes the third brake pad 30 (the third brake pad 30 is composed of a steel plate, an adhesive heat insulation layer and a friction block, wherein the heat insulation layer is composed of a non-heat-conducting material for the purpose of heat insulation).The friction block, composed of friction material and adhesive, is squeezed and generates friction during braking, thus achieving deceleration and braking. It abuts against the brake disc 14 on the drive wheel 3. Under the elastic force of the spring body 31, the third brake pad 30 abuts against the brake disc 14 on the drive wheel 3, thus achieving the function of decelerating or stopping the drive wheel 3. Even after the square plate 13 breaks, the first brake pad 4 cannot stop or decelerate the frame 1, but the swinging action caused by the breakage of the square plate 13 still provides a clamping force to the third brake pad 30 through the spring body 31, thereby achieving the stopping and deceleration of the frame 1. This ensures the stability and safety of the frame 1 during deceleration and stopping, thus improving the driving safety of the frame 1. Furthermore, during the deceleration and friction between the third brake pad 30 and the drive wheel 3, the third brake pad 30 abuts against the brake disc 14, generating friction and thus achieving the function of decelerating or stopping the drive wheel 3. The spring body 31 provides elastic force to the third brake pad 30, causing intermittent friction between the third brake pad 30 and the track body 2. This effectively prevents the third brake pad 30 from locking onto the drive wheel 3. Furthermore, the intermittent elastic force provided by the spring body 31 to the third brake pad 30 results in intermittent braking between the third brake pad 30 and the drive wheel 3. This intermittent braking prevents the increased braking distance caused by the drive wheel 3 locking up, improving the stability of the vehicle frame 1 during parking and deceleration. As those skilled in the art will know, even if the square plate 13 does not collide with the driven rod 36 after its initial swing, it will still collide with the track body 2 multiple times, eventually leading to a collision between the square plate 13 and the driven rod 36. This achieves the parking and deceleration operation of the vehicle frame 1, ensuring the stability and safety of the vehicle frame 1 during deceleration and parking.

[0044] In another embodiment provided by the present invention, such as Figure 8-11 As shown, each of the square plates 13 is provided with a flat plate 38. Two sliding grooves 39 are symmetrically opened in the middle of each flat plate 38. A U-shaped plate 40 is slidably installed in each sliding groove 39. A positioning rod 41 is provided at each end of each flat plate 38. Two positioning rods 41 are symmetrically installed on each U-shaped plate 40. A support rod 42 is rotatably installed on each positioning rod 41. The support rods 42 are arranged in pairs from one end of the flat plate 38 to the other end. The ends of the two support rods 42 in the same group are connected by an auxiliary rod 43 in a rotatable engagement manner. A clamping plate 44 is provided on each auxiliary rod 43. A fourth brake pad 45 is provided on each clamping plate 44.

[0045] Specifically, because the track body 2 has a certain curvature, when the frame 1 decelerates or stops at the curvature position of the track body 2, the double-rod hydraulic cylinder 12 drives the first brake pad 4 to press against the track body 2 through the square plate 13. However, since the track body 2 is curved when the first brake pad 4 and the track body 2 are pressed against each other, the pressing of the first brake pad 4 and the track body 2 is a line contact friction, which greatly reduces the pressing friction force between the first brake pad 4 and the track body 2. Furthermore, the pressing friction between the first brake pad 4 and the track body 2 at the curved position will cause the pressing friction surface between the first brake pad 4 and the track body 2 to deform, which can easily cause the first brake pad 4 to lose control. In the example, when the frame 1 needs to brake at the curved position of the track body 2, the double-rod hydraulic cylinder 12 is activated to move the square plate 13 towards the end closer to the track body 2. The square plate 13 moves the flat plate 38 towards the end closer to the track body 2. The flat plate 38 moves the U-shaped plate 40 and the positioning rod 41 towards the end closer to the track body 2. The positioning rod 41 moves the support rod 42 towards the end closer to the track body 2. The support rod 42 moves the auxiliary rod 43 and the clamping plate 44 towards the end closer to the track body 2. The clamping plate 44 moves the fourth brake pad 45 (the fourth brake pad 45 is composed of a steel plate, an adhesive heat insulation layer and a friction block, wherein the heat insulation layer is composed of a non-heat-conducting material for the purpose of heat insulation).The friction block is composed of friction material and adhesive. When the friction block is pressed during braking, friction is generated, thus achieving the purpose of deceleration and braking. It is pressed against the track body 2. During the process of the fourth brake pad 45 pressing against the track body 2, because the track body 2 is curved, the fourth brake pad 45, which is initially pressed against the track body 2, will push the pressing plate 44 to move in the opposite direction. The pressing plate 44, through the auxiliary round rod 43 and the support rod 42, pushes the U-shaped plate 40 to slide within the slide groove 39, causing the U-shaped plate 40 to slide within the slide groove 39 to change the position of the positioning round rod 41. This change in the position of the positioning round rod 41 causes the support rod 42 and the auxiliary round rod 43 to change the position of the pressing plate 44 and the fourth brake pad 45, causing the other fourth brake pads 45 that are not pressed against the track body 2 to rotate at a certain angle, thus causing the fourth brake pads... After undergoing a certain angle change, the fourth brake pads 45 adapt to the curved surface of the track body 2, allowing each fourth brake pad 45 to press against the curved position of the track body 2. This achieves mutual friction between the fourth brake pads 45 and the track body 2, thereby stopping or decelerating the vehicle frame 1. When the fourth brake pads 45 are used for braking and deceleration on a straight track body 2, each fourth brake pad 45 can form a plane, and each fourth brake pad 45 can press against the track body 2, achieving stopping or deceleration of the vehicle frame 1. In this embodiment, by changing the sliding position of the U-shaped plate 40 within the slide groove 39, the fourth brake pads 45 can adapt to different shapes of track bodies 2 (e.g., straight track body 2, curved track body 2), allowing the vehicle frame 1 to perform comprehensive deceleration or stopping at any position, thus improving the adaptability of the fourth brake pads 45.

[0046] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A railcar with auxiliary braking function, comprising a frame, a track body, and a drive wheel, wherein the frame is provided with a drive wheel that drives the frame to move on the track body, and a first brake pad for deceleration and stopping is provided on the side wall of the frame, characterized in that, It also includes an auxiliary braking unit, which includes a driven plate. A groove is provided on the side wall of the frame on the side of each of the two drive wheels. A driven plate is slidably installed in each of the two grooves. A second brake pad for deceleration and stopping is provided on each of the two driven plates. The railcar has a first mode where only the first brake pad brakes and a second mode where the first brake pad brakes and the auxiliary braking unit brake simultaneously.

2. A railcar with auxiliary braking function according to claim 1, characterized in that, A temperature sensor is installed on the side of the first brake pad on the frame. When the temperature sensor detects that the temperature of the first brake pad has reached a preset temperature, the driven plate drives the second brake pad to assist in decelerating the drive wheel.

3. A railcar with auxiliary braking function according to claim 1, characterized in that, The frame has two symmetrical square slots, and a double-rod hydraulic cylinder is slidably installed in each of the two square slots. Each of the two output ends of the double-rod hydraulic cylinder is connected to a square plate. Each square plate is slidably installed in its corresponding square slot, and each square plate is provided with a first brake pad.

4. A railcar with auxiliary braking function according to claim 3, characterized in that, Each of the square grooves has a limiting groove on its side wall, and each of the square plates is connected to a limiting plate. Each limiting plate is slidably installed in its corresponding limiting groove.

5. A railcar with auxiliary braking function according to claim 4, characterized in that, Each of the limiting plates has a limiting hole, each of the limiting slots has a first driving component installed, and each of the first driving components has an output end connected to a plug. Each plug is respectively connected to and adapted to its corresponding limiting hole.

6. A railcar with auxiliary braking function according to claim 1, characterized in that, A cargo rack is provided on the top of the vehicle frame.

7. A railcar with auxiliary braking function according to claim 1, characterized in that, The front end of the vehicle frame is provided with a support plate, and a U-shaped plate is rotatably mounted on each end of the support plate. A steering wheel is rotatably mounted on the U-shaped plate.

8. A railcar with auxiliary braking function according to claim 7, characterized in that, Each of the two U-shaped plates is provided with a transmission rod, and a swing rod is rotatably installed in the middle of the support plate. A connecting rod is rotatably installed at both ends of the swing rod, and the ends of the two connecting rods are rotatably connected to their corresponding swing rods.

9. A railcar with auxiliary braking function according to claim 8, characterized in that, The support plate is equipped with a steering actuator, and the output end of the steering actuator is connected to the swing arm.

10. A railcar with auxiliary braking function according to claim 1, characterized in that, Two second drive units are symmetrically arranged on the frame. The output ends of the two second drive units are respectively connected to their corresponding drive wheels. A brake disc is provided on the drive wheel. The brake disc and the second brake pad are adapted to each other.

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