Control method and auxiliary control system of electromagnetic drive rail train

Abstract

The invention discloses a control method and an auxiliary control system of an electromagnetic drive rail train, relates to the technical field of rail trains, and solves the technical problem that an existing rack rail train is poor in braking stability in different states. The control system comprises a barrier remover, a magnetic driving assembly and a stopping device, the barrier remover, the magnetic driving assembly and the stopping device are distributed below a train, and the control method comprises the following steps that S1, whether the running state of the train is normal or not is judged through a train system; s2, judging the position state of the train; and S3, the working time of a release assembly, a holding assembly, a damping assembly and a retaining assembly of the train is controlled according to the running state and the position state of the train, the release assembly is used for controlling the holding assembly to be meshed with the rail, and the damping assembly and the retaining assembly are used for decelerating or limiting movement of the train. The device has the advantages of being capable of achieving stable parking braking in different states of the train and the like.

Description

[0001] The present application belongs to the technical field of rail trains, and particularly relates to a control method and an auxiliary control system of an electromagnetic driving rail train. BACKGROUND

[0002] A rail train refers to a vehicle system composed of multiple carriages for carrying passengers or goods and running on fixed rails. Ordinary subways or trains obtain power from electric motors on the carriages. The electric motors generate a rotating torque, which is finally transmitted to the wheels through a complex mechanical transmission device to push the train forward by relying on the friction between the wheels and the rails. In addition, in order to increase the climbing ability, a strip-toothed track is additionally laid between or in the middle of the traditional rails. The train chassis is provided with a gear, which is engaged with the rack on the ground to enhance the climbing ability by using pure mechanical engagement.

[0003] However, the existing train relying on the gear and rack for auxiliary traction has the following problems. On the one hand, the research and application of the toothed rail train in China are still in the initial stage, and the technology depends on import, which leads to difficulties in improvement and makes it difficult to meet some special designs and non-standard designs, thereby restricting the development of the rail transportation industry. On the other hand, due to the structural limitation of the toothed rail train, the mechanical engagement of the gear and rack will produce impact and vibration, which makes the train only suitable for low-speed scenes and puts forward higher requirements for the braking and parking system. In addition, the vehicle needs to be limited to prevent the vehicle from rolling during the parking process on the slope. However, the existing rail train cannot realize stable braking under different states of the train. Therefore, it is urgent to design a rail train to replace the toothed rail drive. SUMMARY

[0004] In view of the above problems, the present application discloses a control method and an auxiliary control system of an electromagnetic driving rail train to solve the technical problem of poor braking stability of the existing toothed rail train under different states.

[0005] To solve the above technical problems, the technical scheme adopted by the present application is as follows: A control method of an electromagnetic driving rail train, comprising the following steps: Step S1: determining whether the running state of the train is normal through the train system; The state of the train is reflected by the train system, so that the running state of the train can be known. The train includes a chassis, and the chassis is provided with a magnetic drive assembly, a first drive assembly and a stopper. The magnetic drive assembly and the first drive assembly drive the train to move in cooperation with the rails and the steel, respectively. The rail is located between two rails, and the two sides of the rail are provided with a clamping assembly that can cooperate with the side of the rail. The clamping assembly is connected with the chassis, and the clamping assembly is provided with a retreat prevention assembly and a damping assembly. The chassis is also provided with a release assembly for releasing the cooperation between the clamping assembly and the rail. Step S2: judging the position state of the train; Step S3: controlling the working time of the releasing assembly, the holding assembly, the damping assembly and the stop assembly according to the running state and the position state of the train.

[0006] In the application, the train is driven by the magnetic driving assembly, the train state includes the normal state and the fault state, the position of the train includes the horizontal position and the slope position, the braking and parking method is adjusted according to the different train states, and thus the train control is more stable and more installed. In the application, the magnetic driving assembly is used to replace the traditional rack rail of the rack rail train, and the track section shape is not limited, and can be a T-shaped track, a U-shaped track and the like. The magnetic driving assembly is matched with the track in a concave-convex mode, and the train is driven through the cooperation of the magnetic driving assembly and the track and the cooperation of the first driving assembly and the steel rail. The chassis mainly bears the weight of the carriages and installs the magnetic driving assembly and the first driving assembly. The holding assembly is in a disengaged state with the side of the track by default, and the train is moved and limited through the cooperation of the holding assembly and the side of the track and the braking of the magnetic driving assembly. The stop assembly is used to limit the rotation of the holding assembly. The damping assembly can provide damping to slow down the rotation speed of the holding assembly until the holding assembly stops rotating. The releasing assembly is used to control whether the holding assembly cooperates with the side of the track.

[0007] As a preferred, when the train is in the normal state and located in the horizontal state, the step S3 includes the following steps: When the train is braked and parked, the releasing assembly is controlled to work so that the holding assembly cooperates with the side of the track, and the stop assembly is controlled to work to limit the rotation of the holding assembly, thereby achieving the parking of the train. Before the train is started, the releasing assembly is controlled to work so that the holding assembly is disengaged from the side of the track, the stop assembly is controlled to release the limitation on the holding assembly, and then the magnetic driving assembly and the first driving assembly are used to drive the train to move forward.

[0008] After the technical scheme is adopted, it is necessary to point out that when the train is in the normal state, the braking is mainly realized through the cooperation of the magnetic driving assembly and the track until the train is parked. At this time, the train is not limited in movement, the releasing assembly is controlled to work so that the holding assembly cooperates with the side of the track, and the stop assembly is controlled to work to limit the rotation of the holding assembly, thereby achieving the parking and stability of the train, and being suitable for the long-time parking of the train.

[0009] As a preferred, when the train is in the normal state and located in the slope state, the step S3 includes the following steps: When the train is braking to stop, the magnetic drive assembly cooperates with the first drive assembly to provide a traction force to overcome the train's sliding force, which can be provided by the first drive assembly alone or by the magnetic drive assembly and the first drive assembly together, and gradually reduces the traction force to be consistent with the sliding force, at which time the train stops, and thereafter the control method is consistent with the horizontal driving state control method.

[0010] After adopting the technical scheme, it should be noted that when the train is located on a slope, a sliding force opposite to the direction of the traction force will be generated due to the inclined state, and therefore the magnetic drive assembly needs to provide an additional traction force to overcome the sliding force to achieve smooth stopping of the train when stopping on the slope, the size of the traction force can be greater than that of the sliding force to make the train slide, and the traction force is gradually reduced to be consistent with the sliding force, and then the train gradually stops, at which time the release assembly is controlled to work to make the holding assembly cooperate with the side surface of the track, and the anti-backup assembly is controlled to work to limit the rotation of the holding assembly, so as to achieve stopping and position limiting of the train, and the train will not slide down.

[0011] As a preferred, when the train is in a fault state, the step 3 comprises the following steps: The release assembly is controlled to work to make the holding assembly cooperate with the side surface of the track, the damping assembly is controlled to work to gradually slow down the rotation speed of the holding assembly until the train stops, and the anti-backup assembly is controlled to work to limit the rotation of the holding assembly to achieve stopping and fixing of the train.

[0012] After adopting the technical scheme, it should be noted that the train fault state in the present application refers to power loss of the train system, when the train system loses power, the magnetic drive assembly will suddenly stop driving the train, at which time the train will be in a power-off sliding state, and therefore the deceleration stopping at this time is achieved by relying on the damping assembly, after the holding assembly cooperates with the side surface of the track, the sliding of the train will drive the holding assembly to rotate, and under the action of the damping assembly, resistance is provided to slow down the rotation speed of the holding assembly until the holding assembly stops rotating, and in addition, it should be noted that the damping assembly can be a mechanical damping assembly or an electromagnetic damping assembly, or both can be used together to provide the combined action of the electromagnetic damping assembly and the mechanical damping assembly to achieve rapid stopping and be beneficial to prolonging the service life of the mechanical damping assembly. Secondly, it should be noted that the fault state also includes the train being in a horizontal state and the train being in a slope state, and since the train loses driving, even if the train is in a slope state, it will rely on the damping assembly for deceleration braking, and finally be position-limited by the anti-backup assembly.

[0013] An auxiliary control system of an electromagnetic drive track train, the magnetic drive assembly comprises: A mounting seat connected with the chassis, and a secondary coil arranged in the mounting seat; A primary coil arranged on the track and corresponding to the secondary coil.

[0014] Need to be explained is that, in the application, a linear motor or a linear reluctance induction motor is used for train driving, which is prior art and will not be described in detail. In addition, the driving form of gear and rack will generate impact and vibration due to mechanical engagement, thereby limiting the train speed and not suitable for high-speed scenarios. The magnetic driving replaces the existing gear and rack driving, thereby improving the train running speed and increasing the train running stability.

[0015] As a preferred, the embracing assembly comprises: a rotating shaft, a lower end of the rotating shaft being connected with an embracing gear, and both sides of the track being provided with racks capable of engaging with the embracing gear; a connecting piece, the connecting piece being rotatably connected with the chassis, an upper end of the rotating shaft being rotatably connected with the connecting piece, and one end of the releasing assembly being connected with the connecting piece.

[0016] Need to be explained is that, the embracing assembly cooperates with the side of the track, i.e. the engagement of the embracing gear and the rack. When the rotating shaft is in a stationary state, the rotation of the embracing gear realizes the restriction, thereby cooperating with the rack to move the whole train and prevent the train from sliding. When the train is in a fault state, the embracing gear cooperates with the rack. Since the train and the track have a relative movement relationship, the gear will rotate, and the rotation of the rotating shaft will cause the damping assembly to generate damping to slow down the rotation of the rotating shaft, thereby realizing parking. In addition, it needs to be explained that the connecting piece has two functions. On one hand, the connecting piece connects the rotating shaft, and a bearing can be arranged in the connecting piece and connected with the rotating shaft, so that the rotating shaft can rotate in the connecting piece. On the other hand, the connecting piece cooperates with the releasing assembly to drive the rotating shaft to deflect, thereby making the embracing gear disengage with the rack on the side of the track. The connecting piece and the chassis can be rotatably connected through a pin shaft.

[0017] As a preferred, the stop-retreating assembly comprises: a connecting shaft, both upper and lower ends of the connecting shaft being connected with the rotating shaft, a support being rotatably connected with the connecting shaft, and the support being connected with the chassis; a stop-retreating wheel, the stop-retreating wheel being arranged on the connecting shaft; a stop-retreating tooth, the stop-retreating tooth being hingedly connected with the chassis through a second hinge shaft; a first pushing piece, the first pushing piece being connected with the chassis, a telescopic end of the first pushing piece being hingedly connected with a push rod, one end of the push rod being hingedly connected with the stop-retreating tooth, and the first pushing piece driving the push rod to push the stop-retreating tooth to rotate until the stop-retreating tooth cooperates with the stop-retreating wheel.

[0018] The technical scheme is adopted, and it is to be noted that the rotating shaft is provided in two sections, including a first rotating shaft and a second rotating shaft, the lower end of the first rotating shaft is connected with the clamping gear, the upper end of the second rotating shaft is rotationally connected with the connecting piece, the connecting shaft is connected between the first rotating shaft and the second rotating shaft, the first rotating shaft is driven to rotate by the rotation of the clamping gear, the connecting shaft is driven to rotate by the first rotating shaft, and the second rotating shaft is driven to rotate by the connecting shaft; in addition, a plurality of limiting teeth are arranged on the stop wheel in the circumferential direction, the first pusher is used to push the stop teeth to be clamped with the limiting teeth, so as to prevent the connecting shaft from rotating, thereby limiting the rotation of the rotating shaft, in addition, the connecting shaft penetrates through the support, and a bearing can be arranged between the connecting shaft and the support to reduce friction.

[0019] Preferably, the stop component further comprises a first mounting box mounted on the bottom disc, the connecting shaft is located in the first mounting box, and the first rotating shaft and the second rotating shaft respectively penetrate into the first mounting box from the lower end and the upper end of the first mounting box and are connected with both ends of the connecting shaft.

[0020] The technical scheme is adopted, and it is to be noted that the first mounting box serves to mount components of the stop component and limits the rotation of the first rotating shaft and the second rotating shaft, bearings can be arranged between the first rotating shaft, the second rotating shaft and the first mounting box to improve concentricity and reduce friction, one end of the support is connected with the side wall of the first mounting box through bolts to limit the swing of the connecting shaft, in addition, the first pusher is further connected with the connecting seat connected to the side wall of the first mounting box, and finally, the second hinge shaft penetrates through the stop tooth and is rotationally connected with the first mounting box. Therefore, the working principle of the stop component is as follows: the push rod is moved by the first pusher, the movement of the push rod forces the stop tooth to rotate around the second hinge shaft as the center, and then gradually clamps with the stop wheel, thereby limiting the rotation of the connecting shaft.

[0021] Preferably, the damping component comprises: The first damping component comprises a support bearing and a connecting plate connected with the rotating shaft, and a damping spring is connected between the support bearing and the connecting plate. The second damping component comprises a third mounting box, a support seat is arranged in the third mounting box, a permanent magnet is arranged on the support seat, and a conductor corresponding to the permanent magnet is arranged on the rotating shaft.

[0022] The first damping assembly further comprises a second mounting box, the bottom surface of the second mounting box is connected with the first mounting box, the second rotating shaft penetrates through the second mounting box, and the supporting bearing and the connecting plate are located inside the second mounting box; when the second rotating shaft rotates, the connecting plate connected with the second rotating shaft rotates along with the second rotating shaft, so that the damping spring connected with the supporting bearing and the connecting plate rotates and generates a restoring force, the restoring force hinders the rotation of the second rotating shaft, and thus the speed of the train is slowed down; in addition, the first damping assembly and the second damping assembly can simultaneously act to slow down the train speed, or can independently act to slow down the train speed.

[0023] The second damping assembly further comprises a third mounting box, the second rotating shaft penetrates through the third mounting box, and the supporting seat is arranged on the inner wall of the third mounting box; when the second rotating shaft rotates, the conductor moves in the magnetic field generated by the permanent magnet, an induced current is generated inside the conductor, the current and the magnetic field act to generate a Lorentz force, which hinders the relative movement between the conductor and the magnetic field, and thus the second rotating shaft is slowed down; in addition, the second damping assembly can also provide power to realize low-speed driving of the train.

[0024] Preferably, the stop component, the first damping assembly and the second damping assembly are sequentially arranged from bottom to top, and the connecting piece is located at the uppermost end of the second rotating shaft.

[0025] After the technical scheme is adopted, it should be noted that the stop component is a mechanical structure, which is arranged close to the clamping gear, and is conducive to improving the service life and stability; the first damping assembly is arranged at the same position as the stop component, and is also for improving the service life.

[0026] Preferably, the rotating shaft further comprises a decoupling support, and the decoupling support comprises: a bottom plate arranged on the bottom disc; a supporting plate on which the stop component is arranged; an elastic piece arranged between the bottom plate and the supporting plate.

[0027] After the technical scheme is adopted, it should be noted that the first rotating shaft penetrates through the bottom plate and the supporting plate; since the rotating shaft is in an inclined state by default, the supporting plate of the decoupling support will also be in an inclined state along with the rotating shaft, and is supported by the elastic piece, which is conducive to improving the overall strength and stability.

[0028] Preferably, the release assembly comprises: a guide groove vertically arranged on the bottom disc; a sliding block slidingly arranged in the guide groove, and fixed plates are arranged on both sides of the sliding block, and sliding grooves are formed on both sides of the fixed plates; a second pushing piece arranged in the guide groove and connected with the sliding block at the telescopic end. Connecting rods are arranged on both sides of the sliding block, and one end of the connecting rod is provided with a guide column which is in the sliding groove and is in sliding fit with the inner wall of the sliding groove.

[0029] After the technical scheme is adopted, it should be noted that the two sides of the chassis are simultaneously matched with the side surfaces of the two sides of the track by the driving structure in the application, which is beneficial to improve the braking stability, and the working principle is as follows: the sliding of the sliding block in the guide groove is pulled by the extension of the second pushing piece, the sliding of the sliding block pulls the connecting rod, the guide column in the sliding groove is slid, and the connecting rod is inclined, thereby pulling the connecting piece, and the shaft is inclined. It should be noted that the second pushing piece is arranged at the lower end of the guide groove, and the gear and the rack are disengaged by retracting the extension end of the second pushing piece, and the gear and the rack are engaged by extending the extension end of the second pushing piece. In addition, a set of manual release device can be additionally arranged in the guide groove in the application, and a lead screw and sliding block structure can be used to drive the sliding block to move by manually rotating the lead screw, so that the gear and the rack are disengaged.

[0030] Finally, in the application, it should be noted that the first pushing piece and the second pushing piece are both electric hydraulic push rods.

[0031] As a preferred, the front end and the rear end of the chassis are both provided with an obstacle remover, the shape of the obstacle remover is matched with the shape of the track, and a gap is left between the obstacle remover and the track.

[0032] After the technical scheme is adopted, it should be noted that the obstacles on the track can be removed by the obstacle remover, so as to prevent the influence on the train operation.

[0033] As a preferred, the chassis is provided with a carriage.

[0034] As described above, since the above technical scheme is adopted, the beneficial effects of the application are: 1. The control method and auxiliary control system of the electromagnetic driving track train provided by the application adjust the braking stopping method according to the different states of the train, and realize more stable and more installed train control.

[0035] 2. The control method and auxiliary control system of the electromagnetic driving track train provided by the application replace the existing gear and rack drive with magnetic drive, avoid the impact and vibration caused by the mechanical meshing of the gear and rack, and are beneficial to improve the train running speed and stability.

[0036] 3. The application provides a control method and an auxiliary control system of an electromagnetic driving rail train, wherein a damping assembly is arranged, when the train is in a fault state, the deceleration and parking of the train is realized by relying on the damping assembly, under the action of the damping assembly, resistance is provided to slow down the rotation speed of the holding assembly, until the holding assembly stops rotating, so that the braking process is more smooth, and sudden impact is prevented to cause the shaking of the carriage or the damage of the structure.

[0037] 5. The application provides a control method and an auxiliary control system of an electromagnetic driving rail train, wherein a stop-retreating assembly is arranged, the stop-retreating teeth and the limiting teeth are clamped to prevent the rotation of the connecting shaft, and then the rotation of the rotating shaft is limited, so that the train is more stable when parking on a plane or a slope, and the vehicle sliding is effectively prevented.

[0038] 5. The application provides a control method and an auxiliary control system of an electromagnetic driving rail train, wherein a release assembly is arranged, the holding assemblies on both sides are simultaneously held to make the holding gears mesh with the racks on the corresponding rail sides, and the stability of braking is improved.

[0039] 6. The application provides a control method and an auxiliary control system of an electromagnetic driving rail train, wherein an obstacle removing device is arranged, obstacles on the rail can be removed, so that the influence on the train operation is prevented. BRIEF DESCRIPTION OF DRAWINGS

[0040] The application will be described by examples and with reference to the accompanying drawings, in which: Figure 1 It is a layout drawing of the auxiliary control system of the application; Figure 2 It is another layout drawing of the auxiliary control system of the application; Figure 3 It is a structure schematic view of the stopper of the application; Figure 4 It is a structure schematic view of the disengagement of the holding assembly and the rack of the application; Figure 5 It is a structure schematic view of the embodiment 11 of the application; Figure 6 It is a structure schematic view of the embodiment 12 of the application; Figure 7 It is a structure schematic view of the stop-retreating assembly of the application; Figure 8 It is a structure schematic view of the release assembly of the application; Figure 9 It is a structure schematic view of the round head rail of the application; Figure 10 It is a structure schematic view of the U-shaped rail of the application; Figure 11 It is a structure schematic view of the driving structure of the linear reluctance induction motor of the application; Figure 12 is a structural schematic diagram of one of the embodiments of the present application; Figure 13 is another structural schematic diagram of the embodiment 15 of the present application; Figure 14 is a flow chart of the present application.

[0041] 1-car, 2-brake frame, 3-rail, 4-magnetic drive assembly, 401-secondary coil, 402-primary coil, 403-mounting seat, 5-holding assembly, 501-holding gear, 502-rotating shaft, 5021-first rotating shaft, 5022-second rotating shaft, 503-connector, 6-decoupling support, 601-bottom plate, 602-supporting plate, 603-elastic member, 7-retaining assembly, 701-first mounting box, 702-retaining wheel, 703-supporting member, 704-connecting shaft, 705-retaining tooth, 706-push rod, 707-connection seat, 708-first push member, 709-first hinged shaft, 7010-second hinged shaft, 8-first damping assembly, 801-second mounting box, 802-supporting bearing, 803-damping spring, 804-connection plate, 9-second damping assembly, 901-third mounting box, 902-supporting seat, 903-permanent magnet, 904-conductor, 10-release assembly, 1001-guiding groove, 1002-sliding block, 1003-fixing plate, 1004-connecting rod, 1005-second push member, 1006-sliding groove, 1007-connection hole, 11-rack, 12-bogie, 13-roller, 14-first drive assembly, 15-steel rail, 16-electromagnetic cylinder, 1601-coil, 17-first electric push rod, 18-first sliding rail, 19-second sliding rail, 20-obstacle remover, 21-stopping device, 22-second electric push rod, 23-long plate, 24-connection rod, 25-connection support. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings of the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. The components of the embodiments of the present application described and indicated in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0043] ​In the description of the embodiments of the present application, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the application is usually placed during use, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance. Embodiment 1

[0044] A control method of an electromagnetic drive rail train, as shown in the figure, comprising the following steps: Figure 14 Step S1: confirming whether the train running state is normal; Step S2: judging the position state of the train; Step S3: controlling the working time of the release assembly 10, the holding assembly 5, the damping assembly and the stop assembly 7 according to the train running state and the position state, Wherein, the holding assembly 5 is used for engaging with the train track 3, the release assembly 10 is used for controlling the holding assembly 5 to engage or disengage with the track, the damping assembly is used for slowing down the train speed, and the stop assembly 7 is used for limiting the train movement. In this embodiment, the train is driven by a magnetic drive assembly, the train state includes normal state and fault state, which is detected and judged by the train self-contained system, such as when the train loses power, the train self-contained system will detect the loss of power and issue a warning, the position of the train includes the plane position and the slope position, according to the different adjustment of the train state brake parking method, and further realize the more stable, more installed train brake control, covering a variety of train driving state.

[0045] Embodiment 2

[0046] The difference between this embodiment and embodiment 1 is that when the train is in normal state and located in horizontal driving state, the step S3 comprises the following steps: After the train is braked and parked, the release assembly 10 is controlled to work to make the holding assembly 5 cooperate with the side surface of the track 3, and the stop assembly 7 is controlled to work to limit the rotation of the holding assembly 5 to realize the fixation of the train parking; Before the train starts, the release assembly 10 is controlled to work to make the holding assembly 5 disengage with the side surface of the track 3, and the stop assembly 7 is controlled to release the limitation on the holding assembly 5, and then the train can be driven forward.

[0047] When the train is in normal state and located in slope driving state, the step S3 comprises the following steps: ​When the train is braking to stop, the train provides traction force to overcome the train's sliding force, and the traction force is gradually reduced to the same level as the sliding force. At this time, the train stops, and the control method is consistent with the horizontal driving state control method.

[0048] In this embodiment, when the train is in a normal state, the braking is mainly through the cooperation of the train and the track 3 until the train stops. At this time, the train moves without being limited, the release assembly 10 is controlled to work to make the holding assembly 5 cooperate with the side of the track 3, and the anti-backup assembly 7 is controlled to work to limit the rotation of the holding assembly 5, thereby achieving the parking and keeping the train stable. This is suitable for the case of long-time parking of the train. When the train is located on a slope, due to its inclined state, a sliding force opposite to the direction of the traction force will be generated. Therefore, when the train is parked on the slope, the train needs to provide additional traction force to overcome the sliding force, so as to achieve the stable parking of the train. The size of the traction force can be greater than the size of the sliding force at first, so that the train slides. After the traction force is gradually reduced to the same size as the sliding force, the train gradually stops. At this time, the release assembly 10 is controlled to work to make the holding assembly 5 cooperate with the side of the track 3, and the anti-backup assembly 7 is controlled to work to limit the rotation of the holding assembly 5, thereby achieving the parking of the train and limiting the position of the train. The train will not slide down. Embodiment 3

[0049] The difference between this embodiment and embodiment 2 is that when the train is in a fault state, the step 3 includes the following steps: The release assembly 10 is controlled to work to make the holding assembly 5 cooperate with the side of the track 3, the damping assembly is controlled to work to gradually slow down the rotation speed of the holding assembly 5 until the train stops, and the anti-backup assembly 7 is controlled to work to limit the rotation of the holding assembly 5, thereby achieving the parking and fixing of the train.

[0050] In this embodiment, when the train is in a fault state, the train suddenly loses driving force and is in a no-power sliding state. Therefore, the deceleration parking at this time relies on the damping assembly. After the holding assembly 5 cooperates with the side of the track 3, the sliding of the train will drive the holding assembly 5 to rotate. Under the action of the damping assembly, resistance is provided to slow down the rotation speed of the holding assembly 5 until the holding assembly 5 stops rotating. In addition, it needs to be noted that the damping assembly can be a mechanical damping assembly, or an electromagnetic damping assembly, or both can be used in cooperation to provide the joint action of the electromagnetic damping assembly and the mechanical damping assembly, thereby achieving rapid parking and being beneficial to prolonging the service life of the mechanical damping assembly. Secondly, the fault state is also divided into a horizontal state of the train and a slope state of the train. Since the train loses driving force, even if the train is in a slope state, it will rely on the damping assembly for deceleration braking, and finally be position-limited by the anti-backup assembly 7. Embodiment 4

[0051] An auxiliary control system of an electromagnetic driving track train, like Figure 3 ,Figure 4 As shown, comprising: The chassis is provided with a magnetic drive assembly 4, a first drive assembly 14 and a stopper 21, the magnetic drive assembly 4 and the first drive assembly 14 drive the train to move in cooperation with the track 3 and the steel rail 15 respectively, the track 3 is located between two steel rails 15, and the stopper 21 comprises: The track 3 is provided with the embracing assembly 5 which can cooperate with the side of the track 3, the embracing assembly 5 is connected with the chassis, The stopper assembly 7 and the damping assembly are arranged on the embracing assembly 5, The release assembly 10 is arranged on the chassis. In this embodiment, the magnetic drive assembly 4 replaces the toothed rail of the conventional toothed rail train, in addition, the cross-sectional shape of the track 3 is not limited, which can be a T-shaped rail, a U-shaped rail, etc., as shown in Figure 9 The schematic diagram of the round head track is shown, Figure 10 The schematic diagram of the U-shaped track is shown, the magnetic drive assembly 4 cooperates with the track 3 in concave-convex, the train is driven by the cooperation of the magnetic drive assembly 4 and the track 3 and the cooperation of the first drive assembly 14 and the steel rail 15; the chassis mainly plays the role of bearing the weight of the carriage 1 and installing the magnetic drive assembly 4 and the first drive assembly 14; the embracing assembly 5 is in a disengaged state with the side of the track 3 by default, the embracing assembly 5 cooperates with the side of the track 3, and the whole train movement is limited by the cooperation of the embracing assembly 5 and the magnetic drive assembly 4; the stopper assembly 7 is used to limit the rotation of the embracing assembly 5; the damping assembly can provide damping to slow down the rotation speed of the embracing assembly 5 until the embracing assembly 5 stops rotating; the release assembly 10 is used to control whether the embracing assembly 5 cooperates with the side of the track 3.

[0052] In addition, the chassis comprises a brake frame 2 and at least one bogie 12, in this embodiment, one brake frame 2 and one bogie 12 are provided, the brake frame 2 is arranged on the bogie 12, the magnetic drive assembly 4 is arranged in the brake frame 2, one end of which penetrates through the brake frame 2 and cooperates with the track 3, the first drive assembly 14 is arranged on the bogie 12, and the first drive assembly 14 comprises a drive motor, a transmission assembly and a roller 13, the roller 13 is driven to rotate by the drive motor through the transmission assembly, so as to generate friction with the steel rail 15 and provide traction for the train to move forward. Embodiment 5

[0053] The difference between this embodiment and embodiment 4 is that, as shown in Figure 3 , Figure 4 The magnetic drive assembly 4 comprises: The mounting seat 403 is connected with the brake frame 2, and the secondary coil 401 is arranged in the mounting seat 403; A primary coil 402 is arranged on the track 3 and corresponds to the secondary coil 401.

[0054] In this embodiment, a linear motor or a linear reluctance induction motor as shown in the drawings is used to drive the train. Figure 9 When the linear reluctance induction motor is used for driving, a motor secondary is arranged at the upper end of the track, the secondary includes a permanent magnet, and a primary is arranged in the mounting seat, the primary includes a primary core and a winding, and the train is driven forward by the cooperation of the primary and the secondary, that is, in the linear reluctance induction motor mode, the mover is at the bottom of the train, and a counter electrode is generated on the guide rail by induction, so as to drive the train forward. This is the prior art and will not be described in detail here. In addition, the driving form of the gear and rack will generate impact and vibration due to mechanical engagement, thereby limiting the speed of the train and not suitable for high-speed scenarios. The magnetic force driving replaces the existing gear and rack driving, which can improve the running speed of the train and increase the running stability of the train. Embodiment 6

[0055] The difference between this embodiment and claim 5 is that, as shown in the drawings, the holding assembly 5 includes: Figures 3-6 A rotating shaft 502 is connected with the holding gear 501 at the lower end, and the two side surfaces of the track 3 are provided with racks 11 which can engage with the holding gear 501. A connecting piece 503 is rotatably connected with the inner wall of the brake frame 2, the upper end of the rotating shaft 502 is rotatably connected with the connecting piece 503, and one end of the releasing assembly 10 is connected with the connecting piece 503.

[0056] In this embodiment, the cooperation of the holding assembly 5 and the side surface of the track 3, that is, the engagement of the holding gear 501 and the rack 11, when the rotating shaft 502 is in a stationary state, the rotation of the holding gear 501 realizes the limitation, so as to cooperate with the rack 11 to move the whole train and prevent the train from sliding. When the train is in a fault state, the holding gear 501 cooperates with the rack 11, and because there is a relative movement relationship between the train and the track 3, the gear will rotate, the rotation of the rotating shaft 502 will cause the damping assembly to generate damping to slow down the rotation of the rotating shaft 502, and then realize parking. In addition, the connecting piece 503 has the functions of connecting the rotating shaft 502, providing bearings in the connecting piece 503 and connecting with the rotating shaft 502, so that the rotating shaft 502 can rotate in the connecting piece 503, and the connecting piece 503 also cooperates with the releasing assembly 10 to drive the rotating shaft 502 to deflect, so as to make the holding gear 501 disengage with the rack 11 on the side surface of the track 3. The connecting piece 503 and the brake frame 2 can be rotatably connected through a pin shaft. Embodiment 7

[0057] ​The difference between the embodiment and embodiment 6 is that, as shown in Figure 7 The retreat prevention assembly 7 comprises: A connecting shaft 704, the upper and lower ends of which are connected with the rotating shaft 502, and a support 703 is rotatably connected on the connecting shaft 704, and the support 703 is connected with the chassis; A retreat prevention wheel 702 is arranged on the connecting shaft 704; A retreat prevention tooth 705 is hingedly connected with the chassis through a second hinge shaft 7010: A first pushing member 708 is connected with the chassis, and a push rod 706 is hingedly connected at the telescopic end of the first pushing member 708, one end of the push rod 706 is hingedly connected with the retreat prevention tooth 705, and the push rod 706 is driven by the first pushing member 708 to push the retreat prevention tooth 705 to rotate until it cooperates with the retreat prevention wheel 702.

[0058] The retreat prevention assembly 7 further comprises a first mounting box 701, which is mounted in the brake frame 2, the connecting shaft 704 is located in the first mounting box 701, and the first rotating shaft 5021 and the second rotating shaft 5022 respectively pass into the inside of the first mounting box 701 from the lower end and the upper end of the first mounting box 701 and are connected with the two ends of the connecting shaft 704.

[0059] In the embodiment, the rotating shaft 502 is provided in two sections, comprising a first rotating shaft 5021 and a second rotating shaft 5022, the lower end of the first rotating shaft 5021 is connected with the clamping gear 501, the upper end of the second rotating shaft 5022 is rotatably connected with the connecting member 503, and the connecting shaft 704 is connected between the first rotating shaft 5021 and the second rotating shaft 5022, the first rotating shaft 5021 is driven to rotate by the rotation of the clamping gear 501, the first rotating shaft 5021 drives the connecting shaft 704 to rotate, and the connecting shaft 704 drives the second rotating shaft 5022 to rotate; in addition, a plurality of limiting teeth are arranged on the retreat prevention wheel 702 in the circumferential direction, the retreat prevention tooth 705 is pushed by the first pushing member 708 to be clamped with the limiting teeth, so as to prevent the connecting shaft 704 from rotating, thereby limiting the rotation of the rotating shaft 502, in addition, the connecting shaft 704 penetrates through the support 703, and a bearing can be arranged between the connecting shaft 704 and the support 703 to reduce friction; The first mounting box 701 serves to install the components of the anti-reverse assembly 7 and restrict the rotation of the first rotating shaft 5021 and the second rotating shaft 5022. A bearing can be set between the first rotating shaft 5021, the second rotating shaft 5022 and the first mounting box 701 to improve concentricity and reduce friction. One end of the support member 703 is connected to the side wall of the first mounting box 701 by bolts to restrict the swing of the connecting shaft 704. In addition, the first push member 708 is also connected to the connecting seat 707, which is connected to the side wall of the first mounting box 701. Finally, the second hinge shaft 7010 passes through the anti-reverse tooth 705 and is rotatably connected to the first mounting box 701. Therefore, the working principle of the anti-reverse assembly 7 is as follows: the first pusher 708 pushes the push rod 706 to move, and the movement of the push rod 706 forces the anti-reverse tooth 705 to rotate around the second hinge shaft 7010 as the center, and then gradually engages with the anti-reverse wheel 702, thereby restricting the rotation of the connecting shaft 704. Example 8

[0060] The difference between this embodiment and embodiment 7 is that, as Figures 3-6 As shown, the damping component includes: The first damping assembly 8 includes a support bearing 802 and a connecting plate 804 connected to the rotating shaft 502, and a damping spring 803 is connected between the support bearing 802 and the connecting plate 804. The second damping component 9 includes a third mounting box 901, a support base 902 is provided inside the third mounting box 901, a permanent magnet 903 is provided on the support base 902, and a conductor 904 corresponding to the permanent magnet 903 is provided on the rotating shaft 502.

[0061] In this embodiment, the first damping assembly 8 further includes a second mounting box 801. The bottom surface of the second mounting box 801 is connected to the first mounting box 701. The second rotating shaft 5022 passes through the second mounting box 801. The support bearing 802 and the connecting plate 804 are both located inside the second mounting box 801. When the second rotating shaft 5022 rotates, the connecting plate 804 connected to the second rotating shaft 5022 will rotate accordingly, causing the damping spring 803 connected to the support bearing 802 and the connecting plate 804 to rotate and generate a restoring force. This restoring force hinders the rotation of the second rotating shaft 5022, thereby slowing down the train speed. In addition, the first damping assembly 8 and the second damping assembly 9 can work simultaneously to slow down the train speed, or they can work separately to slow down the train speed. The second damping assembly 9 further comprises a third mounting box 901, the second rotating shaft 5022 penetrates through the third mounting box 901, and a support seat 902 is arranged on the inner wall of the third mounting box 901; when the second rotating shaft 5022 rotates, the conductor 904 moves in the magnetic field generated by the permanent magnet 903, an induced current is generated in the conductor 904, the current and the magnetic field act to generate a Lorentz force, which hinders the relative movement between the conductor 904 and the magnetic field, and further slows down the second rotating shaft 5022; in addition, the second damping assembly 9 can also provide power to realize low-speed driving of the train. Embodiment 9

[0062] The difference between this embodiment and embodiment 8 is that, as shown in the figure, the stop retreat assembly 7, the first damping assembly 8 and the second damping assembly 9 are sequentially arranged from bottom to top, and the connecting piece 503 is located at the uppermost end of the second rotating shaft 5022. Figures 3-6 In this embodiment, the stop retreat assembly 7 is a mechanical structure, which is arranged close to the clamping gear 501, so as to improve the service life and stability, and the first damping assembly 8 is arranged in the same principle, which is also to improve the service life.

[0063] Embodiment 10 The difference between this embodiment and embodiment 9 is that, as shown in the figure, the rotating shaft 502 is further provided with a decoupling support 6, and the decoupling support 6 comprises:

[0064] a bottom plate 601, which is arranged in the brake frame 2; Figures 3-6 a support plate 602, on which the stop retreat assembly 7 is arranged; a resilient member 603, which is arranged between the bottom plate 601 and the support plate 602. In this embodiment, the first rotating shaft 5021 penetrates through the bottom plate 601 and the support plate 602, and since the rotating shaft 502 is in an inclined state by default, the support plate 602 of the decoupling support 6 will also be in an inclined state and be supported by the resilient member 603, so as to improve the overall strength and stability. Embodiment 11

[0065] The difference between this embodiment and embodiment 10 is that, as shown in the figure, the release assembly 10 comprises: a guide groove 1001, which is vertically arranged in the brake frame 2;

[0066] a sliding block 1002, which is slidingly arranged in the guide groove 1001, and both sides of the sliding block 1002 are provided with fixed plates 1003, and both sides of each fixed plate 1003 are provided with a sliding groove 1006; Figure 8 ​​​A second pushing member 1005 is arranged in the guide groove 1001 and the telescopic end is connected with the sliding block 1002; A connecting rod 1004 is arranged on both sides of the sliding block 1002, and one end of the connecting rod 1004 is provided with a guide column which is arranged in the sliding groove 1006 and is in sliding fit with the inner wall of the sliding groove 1006.

[0067] In the embodiment, the two sides of the track 3 are simultaneously clamped by the clamping assembly 5 through one driving structure, and the side surfaces of the two sides of the track 3 are matched, which is beneficial to improve the braking stability. In addition, the end of the connecting rod 1004 away from the guide column is provided with a connecting hole 1007, and the connecting rod 1004 and the connecting member 503 are hinged through the connecting hole 1007 and a hinge member (such as a pin shaft). The working principle is as follows: the telescopic end of the second pushing member 1005 is pulled to drive the sliding block 1002 to slide in the guide groove 1001, the sliding of the sliding block 1002 pulls the connecting rod 1004, the guide column slides in the sliding groove 1006, and the connecting rod 1004 is inclined to pull the connecting member 503, so that the rotating shaft 502 is inclined. In the embodiment, the second pushing member 1005 is arranged at the lower end of the guide groove 1001, the gear 501 is disengaged from the rack 11 by retracting the telescopic end of the second pushing member 1005, and the gear is engaged with the rack 11 by extending the telescopic end of the second pushing member 1005. In addition, a manual release device can be additionally arranged in the guide groove 1001, a screw block 1002 structure can be used, the screw block 1002 is driven to move by manually rotating the screw, and the gear is disengaged from the rack 11. Finally, the first pushing member 708 and the second pushing member 1005 are both electric hydraulic pushing rods 706. Embodiment 12

[0068] The difference between the embodiment and the embodiment 11 is that, as shown in the figure, Figure 5 The electromagnetic cylinder 16 is used to pull the connecting rod 1004, the coil 1601 is arranged in the electromagnetic cylinder 16, one end of the connecting rod 1004 is hinged with the connecting member 503, the other end is arranged in the electromagnetic cylinder 16, a spring is arranged on the connecting rod 1004, and the two ends of the spring are connected with the connecting member and the electromagnetic cylinder 16 respectively, and the end of the connecting rod 1004 arranged in the electromagnetic cylinder 16 is provided with a magnetic member.

[0069] In the embodiment, the coil 1601 is electrified to generate a magnetic field, and the connecting rod 1004 is attracted. Since the other end of the connecting rod 1004 is hinged with the connecting member 503, and the connecting member 503 is hinged with the brake frame 2, the connecting rod 1004 drives the connecting member 503 and the rotating shaft 502 to rotate, so that the clamping gear 501 and the rack 11 are disengaged. The spring provides a pulling force to make the clamping gear 501 and the rack 11 engage when the electromagnetic cylinder 16 does not work. Embodiment 13

[0070] The difference between this embodiment and Embodiments 11 and 12 is that another structure for disengaging the clutch gear 501 and the rack 11 is provided in this embodiment, as shown in Figure 6 A transverse bidirectional first electric push rod 17 is arranged in the brake frame 2, and the telescopic end of the first electric push rod 17 is connected to the second mounting box 801. The brake frame 2 is further provided with a first sliding rail 18 and a second sliding rail 19. The first sliding rail 18 is slidably connected to the connecting piece 503 through a sliding block piece, and the second sliding rail 19 is slidably connected to the bottom plate 601 and the support plate 602 of the decoupling support 6.

[0071] In this embodiment, a spring is also arranged between the telescopic end of the first electric push rod 17 and the second mounting box 801. The first damping assembly 8 is pushed outward by the first electric push rod 17, thereby driving the rotating shaft 502 to move outward as a whole, so as to disengage the clutch gear 501 and the rack 11. In this process, the connecting piece moves along the first sliding rail 18, and the decoupling support 6 moves along the second sliding rail 19. Embodiment 14

[0072] The difference between this embodiment and Embodiment 11 is that, as shown in Figure 1 , Figure 2 The front end and the rear end of the brake frame 2 are both provided with an obstacle remover 20, and the shape of the obstacle remover 20 is matched with the shape of the track 3, and a gap is left between the obstacle remover 20 and the track 3.

[0073] In this embodiment, the obstacle remover 20 can remove the obstacles on the track 3, thereby preventing the influence on the train operation. In addition, when a higher traction force is required, a layout mode as shown in Figure 1 The stopper 21 is arranged at the middle part of the brake frame 2, the magnetic drive assembly 4 is arranged at both sides of the brake frame 2, and the obstacle remover 20 is arranged at the side away from the stopper 21 of the two magnetic drive assemblies 4. In addition, as shown in Figure 2 A layout with better braking effect is provided, in which the magnetic drive assembly 4 is arranged at the middle part of the brake frame 2, the stopper 21 is arranged at both sides of the magnetic drive assembly 4, and the obstacle remover 20 is arranged at the side away from the magnetic drive assembly 4 of the two stoppers 21. The above-mentioned two preferred layout modes of the stopper 21, the magnetic drive assembly 4 and the obstacle remover 20 can be arranged as required, and are not limited. Embodiment 15

[0074] The difference between this embodiment and Embodiments 4-14 is that another arrangement mode of the stopper 21 and the magnetic drive assembly 4 is provided in this embodiment, as shown in Figure 12 , Figure 13As shown, the track 3 upper surface is provided with the rack 11, in this embodiment, at least one stopper 21 is arranged in the brake frame 2, the clamping gear 501 is engaged with the rack 11, the clamping gear 501 is arranged in the middle of the rotating shaft 502, the rotating shaft 502 penetrates the second damping assembly 9 and extends outward, the second electric push rod 22 is vertically arranged on the inner wall of the upper end of the brake frame 2, the telescopic end of the second electric push rod 22 is connected with the long plate 23, the two ends of the long plate 23 are connected with the connecting rod 24, the lower end of the connecting rod 24 is connected with the connecting support 25, and the rotating shaft 502 is rotationally connected with the connecting support 25. In this embodiment, the magnetic drive assembly 4 is arranged on both sides of the track 3, that is, the primary coil 402 is arranged on both sides of the track 3, and the secondary coil 401 corresponding to the two primary coils 402 is arranged in the mounting seat 403.

[0075] In this embodiment, when one stopper 21 is arranged, the stopper 21 can be arranged on any side of the clamping gear 501, when two stoppers are arranged, the rotating shaft 502 penetrates the second damping assembly 9 and extends outward at both ends, and the connecting support 25 is rotationally connected to the outward extension of the rotating shaft 502.

[0076] In this embodiment, another arrangement of the stopper 21 and the magnetic drive assembly 4 is provided, the second electric push rod 22 can drive the long plate 23 to move up and down, thereby driving the connecting rod 24 and the connecting support 25 to move up and down, and further driving the rotating shaft 502 to move, so as to realize the engagement or disengagement of the clamping gear 501 and the rack 11, the structure and working principle of the stopper 21 are consistent with the above; in addition, in this embodiment, one long plate 23 is arranged to connect two connecting rods 24, so that the two connecting rods 24 are lifted at the same time, which is conducive to the precise engagement of the clamping gear 501.

[0077] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for an electromagnetically driven rail train, characterized in that, Includes the following steps: Step S1: Determine whether the train's operating status is normal through the train system; Step S2: Determine the current position of the train; Step S3: Control the timing of the operation of the train's release assembly (10), clamping assembly (5), damping assembly, and anti-reverse assembly (7) based on the train's operating status and position status. The train is driven by a magnetic drive assembly (4), a clamping assembly (5) is used to engage with the train track (3), a release assembly (10) is used to control the clamping assembly (5) to engage or disengage with the track, a damping assembly is used to slow down the train speed, and a backstop assembly (7) is used to restrict the movement of the train.

2. The control method for an electromagnetically driven railcar according to claim 1, characterized in that, When the train is in a normal state and traveling horizontally, step S3 includes the following steps: When the train power system stops, the control release component (10) works to make the clamping component (5) engage with the side of the track (3), and the control anti-reverse component (7) works to restrict the rotation of the clamping component (5) to achieve the train stop and fixation; Before the train starts, the control release component (10) works to disengage the clamping component (5) from the side of the track (3), and at the same time, the control stop component (7) releases the restriction on the clamping component (5), after which the train can be driven forward. When the train is in a normal state and is traveling on a slope, step S3 includes the following steps: During the braking process, the train provides traction to overcome the downward force and gradually reduces the traction to match the downward force, at which point the train stops. After that, the control method is the same as the control method for level travel.

3. The control method for an electromagnetically driven railcar according to claim 2, characterized in that, When the train is in a faulty state, step 3 includes the following steps: The control release component (10) works to make the clamping component (5) cooperate with the side of the track (3), the control damping component works to gradually reduce the speed of the clamping component (5) until the train stops, and the control anti-reverse component (7) works to limit the rotation of the clamping component (5) to achieve the train stopping and fixing.

4. An auxiliary control system for an electromagnetically driven railcar, used to implement the control method for an electromagnetically driven railcar according to any one of claims 1-3, comprising: The chassis is equipped with a magnetic drive assembly (4), a stopper (21), and a barrier remover (20). The magnetic drive assembly (4) works in conjunction with the track (3) to assist in driving the train's movement. The stopper (21) includes: A clamping assembly (5) is provided on both sides of the track (3) to cooperate with the side of the track (3). The clamping assembly (5) is connected to the chassis. An anti-reverse assembly (7) and a damping assembly are provided on the clamping assembly (5). Release component (10), the release component (10) is located on the chassis.

5. The auxiliary control system for an electromagnetically driven railcar according to claim 4, characterized in that, The magnetic drive assembly (4) includes: Mounting base (403), which is connected to the chassis, and a secondary coil (401) is provided inside the mounting base (403). Primary coil (402) is located on the track (3) and corresponds to the secondary coil (401).

6. The auxiliary control system for an electromagnetically driven railcar according to claim 4, characterized in that, The clamping component (5) includes: A rotating shaft (502) is connected to a clamping gear (501) at its lower end. The track (3) has racks (11) on both sides that can mesh with the clamping gear (501). The connector (503) is rotatably connected to the chassis, the upper end of the rotating shaft (502) is rotatably connected to the connector (503), and one end of the release assembly (10) is hinged to the connector (503).

7. The auxiliary control system for an electromagnetically driven railcar according to claim 6, characterized in that, The backstop component (7) includes: A connecting shaft (704) is connected to the rotating shaft (502) at both ends. A support member (703) is rotatably connected to the connecting shaft (704) and the support member (703) is connected to the chassis. An anti-reverse wheel (702) is provided on the connecting shaft (704); Anti-reverse tooth (705), said anti-reverse tooth (705) is hinged to the chassis via a second hinge shaft (7010): The first pusher (708) is connected to the chassis. The telescopic end of the first pusher (708) is hinged with a push rod (706). One end of the push rod (706) is hinged to the anti-reverse tooth (705). The push rod (706) is driven by the first pusher (708) to push the anti-reverse tooth (705) to rotate until it engages with the anti-reverse wheel (702).

8. The auxiliary control system for an electromagnetically driven railcar according to claim 7, characterized in that, The damping component includes: A first damping assembly (8) includes a support bearing (802) and a connecting plate (804) connected to the rotating shaft (502), and a damping spring (803) is connected between the support bearing (802) and the connecting plate (804). The second damping component (9) includes a third mounting box (901), a support base (902) is provided inside the third mounting box (901), a permanent magnet (903) is provided on the support base (902), and a conductor (904) corresponding to the permanent magnet (903) is provided on the rotating shaft (502). The second damping component (9) can be used to realize train deceleration or low-speed drive.

9. An auxiliary control system for an electromagnetically driven railcar according to any one of claims 6-8, characterized in that, The release component (10) includes: Guide groove (1001), the guide groove (1001) is vertically disposed on the chassis; A slider (1002) is slidably disposed in the guide groove (1001). A fixing plate (1003) is provided on both sides of the slider (1002), and a sliding groove (1006) is opened on both sides of the fixing plate (1003). The second pusher (1005) is disposed in the guide groove (1001) and its telescopic end is connected to the slider (1002); The connecting rod (1004) is provided on both sides of the slider (1002). One end of the connecting rod (1004) is slidably engaged with the slide groove (1006), and the other end of the connecting rod (1004) is hinged to the connector (503).

10. An auxiliary control system for an electromagnetically driven railcar according to any one of claims 4-8, characterized in that: The magnetic drive assembly uses a linear motor or a linear reluctance induction motor, replacing the gear drive with a linear motor drive or a linear reluctance induction motor drive.

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