Permanent magnet type railway vehicle parking anti-slip device
By adopting a permanent magnet drive and a dual rocker mechanism, the railway vehicle anti-runaway device solves the problems of poor performance of hydraulic drive in low-temperature environments and inability to alleviate during power outages, achieving low maintenance, high adaptability and manual relief.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-14
- Publication Date
- 2026-03-24
AI Technical Summary
Existing anti-runaway devices for railway vehicles have poor hydraulic drive performance in low-temperature environments, require a large amount of maintenance, and cannot be manually released during power outages.
The parking anti-rollover device, which is driven by a permanent magnet, uses a permanent magnet chuck and a stepper motor to replace hydraulic drive, and combines a dual rocker arm mechanism to realize automatic and manual braking of the vehicle.
It reduces equipment maintenance workload, improves environmental adaptability, and allows manual brake release during power outages, ensuring vehicles can pass freely.
Smart Images
Figure CN121716752A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of railway transportation technology, and in particular to a permanent magnet type anti-runaway device for railway vehicles. Background Technology
[0002] Railway shunting tracks, arrival / departure tracks, and dedicated lines must be equipped with anti-runaway devices to brake and stop moving vehicles that have lost power, and to prevent stationary vehicles from running away. When a train or trainset starts or passes through, the anti-runaway device should be able to release its braking force without applying a braking effect to the vehicles.
[0003] Taking the widely used hump yard marshalling yard as an example, freight cars heading in different directions are uncoupled from the hump and lowered at a certain speed. After speed adjustment by the vehicle decelerator and switching by the switches, they enter different shunting lines. They are then further decelerated by the deceleration pylons and finally safely coupled to cars traveling in the same direction and stopped within the shunting line. To prevent cars from running off the shunting line, anti-runaway devices are generally installed at a distance of 100m to 150m from the warning marker at the end of the shunting line.
[0004] However, existing traditional anti-runaway devices for railway vehicles typically use hydraulic drive, which requires changing the hydraulic oil in the hydraulic cylinders in winter and summer, resulting in a large workload for equipment maintenance.
[0005] In addition, railway vehicle anti-rollover devices are outdoor equipment with an operating environment temperature of -50℃ to +60℃. Hydraulic oil has poor fluidity at low temperatures, so hydraulically driven anti-rollover devices have poor environmental adaptability in low-temperature areas (especially when the minimum temperature reaches below -40℃).
[0006] Therefore, there is an urgent need to develop a technology that can solve the above-mentioned technical problems. Summary of the Invention
[0007] The purpose of this invention is to address the technical deficiencies of existing technologies by providing a permanent magnet type anti-runaway device for railway vehicles.
[0008] To this end, the present invention provides a permanent magnet type railway vehicle parking anti-runaway device, which is installed on two longitudinally distributed running rails and includes an outer rail base clamp, an inner rail base clamp, a left brake arm, a right brake arm, a brake rail, a brake spring and a permanent magnet chuck. At least one set of rail bottom clamping components is installed on the two travel rails; At least one brake arm assembly is installed between the two traveling rails; Each set of rail base clamping components includes an outer rail base clamp and an inner rail base clamp; At least one rail bottom clamp is provided at the lower end of each of the two running rails on opposite sides; At least one rail bottom clamp is provided at the lower end of the opposite side of the two running rails; Each brake arm assembly includes a left brake arm and a right brake arm; The left and right brake arms are spaced apart on the left and right sides; The opposite ends of the left and right brake arms are respectively connected to the upper part of an inner clamp on the rail base; Two laterally distributed brake springs are installed between the left brake arm and the right brake arm; A permanent magnet chuck is installed between the two braking springs; The top of the opposite ends of the left and right brake arms are respectively fixedly connected to a brake rail.
[0009] As can be seen from the technical solution provided by the present invention above, compared with the prior art, the present invention provides a permanent magnet type railway vehicle anti-runaway device, which is scientifically designed and uses permanent magnet drive instead of hydraulic drive. It does not require regular (e.g., during seasonal changes) replacement of hydraulic oil, which significantly reduces the workload of equipment maintenance and has great practical significance.
[0010] The permanent magnet anti-rollover device for railway vehicles provided by this invention has good environmental adaptability, is not easily affected by temperature, and can be manually operated by staff during power outages to relieve the vehicle's braking effect, allowing the vehicle to pass freely, which is convenient and quick. Attached Figure Description
[0011] Figure 1 A schematic diagram of the structure of a permanent magnet type anti-runaway device for railway vehicles (one section) provided by the present invention; Figure 2a A front view of a permanent magnet type railway vehicle anti-runaway device provided by the present invention; Figure 2b yes Figure 2a A magnified view of a portion of the image; Figure 3a A schematic diagram of the brake arm assembly in a permanent magnet type anti-runaway parking device for railway vehicles provided by the present invention. Figure 3b yes Figure 3a A magnified view of a portion of the image; Figure 4 A three-dimensional structural diagram of the permanent magnet chuck in a permanent magnet type railway vehicle anti-rollover device provided by the present invention; Figure 5 A three-dimensional exploded disassembly diagram of a permanent magnet chuck; Figure 6 This is a schematic diagram showing the meshing state of the large gear on the large gear shaft and the small gear on the circular magnet. Figure 7This is a schematic diagram showing the rotation position of the secondary joystick; Figure 8 This is a schematic diagram of the magnetic field lines distribution when a permanent magnet chuck has no attraction. Figure 9 This is a schematic diagram of the magnetic field lines distribution when a permanent magnet chuck has an attractive force. Figure 10 This is a schematic diagram of the installation of the iron rod pull ring at the bottom of the vehicle parking anti-runaway device, that is, a structural schematic diagram of the permanent magnet railway vehicle parking anti-runaway device (section 1) when viewed from the bottom up. Detailed Implementation
[0012] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0013] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.
[0014] In the description of this patent, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this patent according to the specific circumstances.
[0015] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.
[0016] The technical solution of the present invention will be further described below through specific embodiments. Details not specified in the embodiments are all conventional technologies in the industry.
[0017] See Figure 1 , Figures 2a to 2b , Figures 3a to 3b , Figures 4 to 10 The present invention provides a permanent magnet type anti-runaway device for railway vehicles, which is installed on two longitudinally distributed running rails 14. The device includes an outer rail clamp 1, an inner rail clamp 2, a left brake arm 3, a right brake arm 4, a brake rail 5, a brake spring 6, and a permanent magnet chuck 7. At least one (e.g., two) set of rail bottom clamping components are provided on the two travel rails 14; At least one (e.g., two) brake arm assemblies are provided between the two travel rails 14; Each set of rail bottom clamping components includes an outer rail bottom clamp 1 and an inner rail bottom clamp 2; At least one rail bottom clamp 2 is provided at the lower end of the opposite side (i.e. the inner side) of the two running rails 14; At least one rail bottom clamp 1 is provided at the lower end of the opposite side (i.e. the outer side) of the two running rails 14; It should be noted that the permanent magnet type anti-runaway railway vehicle parking device provided by the present invention specifically includes an outer rail clamp 1, an inner rail clamp 2, a left brake arm 3, a right brake arm 4, a brake rail 5, a brake spring 6, a permanent magnet chuck 7, a stepper motor 8, a main rocker arm 9, a secondary rocker arm 10, a connecting rod 11, and an iron rod pull ring 12.
[0018] It should be noted that the number of outer rail clamp 1 and inner rail clamp 2 is equal, and the two are matched and installed accordingly.
[0019] It should be noted that, in practice, there are two sets of running rails on the railway site. Each set of running rails includes multiple running rails 14 connected one after the other. Along the direction of the running rails 14, a set of rail base outer clamps 1 and rail base inner clamps 2 are installed at preset intervals (for example, at intervals of 1200m to 1400mm).
[0020] It should be noted that the wheels of railway vehicles (such as freight or passenger vehicles) pass over the two running rails, that is, they travel on top of the running rail 14.
[0021] Each brake arm assembly includes a left brake arm 3 and a right brake arm 4; The left brake arm 3 and the right brake arm 4 are distributed alternately on the left and right sides; The opposite ends of the left brake arm 3 and the right brake arm 4 are respectively connected to the upper part of an inner clamp 22 of the rail bottom; Two laterally distributed brake springs 6 are provided between the left brake arm 3 and the right brake arm 4; A permanent magnet chuck 7 is installed between the two braking springs 6; The top of the opposite ends of the left brake arm 3 and the right brake arm 4 are respectively fixedly connected to a brake rail 5.
[0022] In this invention, two running rails 14 are disposed on top of multiple (e.g., four) sleepers 16 that are laterally distributed and longitudinally spaced. In practice, the outer rail clamp 1 and the inner rail clamp 2 are located between two longitudinally spaced sleepers 16, that is, in the gap between the two sleepers 16, so as to facilitate installation.
[0023] It should be noted that the outer rail clamp 1 and the inner rail clamp 2 are installed between the two sleepers 16, and a set of outer rail clamp 1 and inner rail clamp 2 are installed on each of the two running rails 14 that are symmetrical about the center of the track.
[0024] In practice, the outer rail clamp 1 and the inner rail clamp 2 at the lower ends of both sides of each running rail 14 are connected by the first bolts 13 distributed laterally. Furthermore, the upper part of the opposite side of the outer rail clamp 1 and the inner rail clamp 2 respectively has a first running rail bottom embedding groove and a second running rail bottom embedding groove; The limiting protrusions on both sides of the bottom (i.e., the bottom of the rail) of the travel rail 14 are respectively embedded in the bottom embedding groove of the first travel rail and the bottom embedding groove of the second travel rail; The lower part of the outer rail clamp 1 and the inner rail clamp 2 on opposite sides has a first bolt through hole and a second bolt through hole, respectively; The first bolt 13 passes through the second bolt through hole of the inner clamp 2 and the first bolt through hole of the outer clamp 1 of the rail base sequentially from the inside out, and is then threadedly fixed to a first nut.
[0025] It should be noted that the outer rail clamp 1 is installed on the outside of the running rail 14, and the inner rail clamp 2 is installed on the inside of the running rail 14. The outer rail clamp 1 and the inner rail clamp 2 are clamped to both sides of the bottom of the running rail 14 by the first bolt 13 and the matching first nut.
[0026] Furthermore, an insulating pad 15 is provided between the outer rail clamp 1, the inner rail clamp 2 and the bottom of the running rail 14; Specifically, insulating pads 15 are respectively provided in the bottom embedding groove of the first travel rail and the bottom embedding groove of the second travel rail; Two insulating pads 15 are respectively located between the bottom embedding groove of the first travel rail and the limiting boss at the bottom of the travel rail 14, and between the bottom embedding groove of the second travel rail and the limiting boss at the bottom of the travel rail 14.
[0027] In this invention, the upper parts of the two rail bottom inner clamps 2 are respectively connected to the opposite ends of the left brake arm 3 and the right brake arm 4 through a longitudinally distributed main shaft 17.
[0028] In specific implementation, the upper part of the two inner clamps 2 of the rail bottom is provided with elongated holes 201 in the horizontal longitudinal direction; The left brake arm 3 and the right brake arm 4 are respectively provided with first brake arm through holes at positions corresponding to the elongated hole 201; After passing through the first brake arm through hole and the elongated hole 201, the main spindle 17 is threadedly fixed to a fastening nut (the rear end of the main spindle 17 has an external thread).
[0029] It should be noted that, in this invention, the left brake arm 3 and the right brake arm 4 are respectively mounted on the two rail bottom inner clamps 2 via two main shafts 17.
[0030] In this invention, the left brake arm 3 and the right brake arm 4 are connected to two longitudinally spaced brake springs 6 by two second bolts 18 on opposite sides.
[0031] In practice, the left brake arm 3 and the right brake arm 4 are connected on opposite sides by two second bolts 18; A braking spring 6 is fitted around the outer circumference of each second bolt 18.
[0032] Furthermore, on the opposite side of the left brake arm 3 and the right brake arm 4, a second brake arm through hole is provided at the position corresponding to the second bolt; After the second bolt passes through the two second brake arm through holes and the inner hole of the brake spring 6, it is threadedly fixed to the second nut.
[0033] It should be noted that the left brake arm 3 and the right brake arm 4 can move in a direction perpendicular to the travel rail 14, and the moving distance can be 10mm to 15mm. Two brake springs 6 are installed between the left brake arm 3 and the right brake arm 4 through the second bolt 18. The brake springs 6 are compression springs, which cause the left brake arm 3 and the right brake arm 4 to move in the direction of the travel rail 14 respectively.
[0034] In this invention, the top of the opposite ends of the left brake arm 3 and the right brake arm 4 are respectively fixedly connected to a longitudinally distributed brake rail 5 by a plurality of (e.g., two or three) third bolts 19 (with matching fastening nuts).
[0035] It should be noted that the opposite sides of the two brake rails 5 are used to support the inner side of the wheels of the railway vehicle located at the top of the two running rails 14 under the elastic force of the brake spring 6.
[0036] It should be noted that, in this invention, brake rails 5 are installed above the left brake arm 3 and the right brake arm 4 via a third bolt 19. Under the action of the brake spring 6, the two brake rails 5 can outwardly support the inner side of the wheels of the railway vehicle located at the top of the two running rails 14, thereby stopping the vehicle and preventing it from slipping.
[0037] In this invention, specifically, the permanent magnet chuck 7 (specifically the base 701) is connected to the right brake arm 4 (specifically, the left side of the right brake arm 4 is located between the two brake springs 8).
[0038] In this invention, see Figures 4 to 8 As shown, the permanent magnet chuck 7 includes a base 701, a magnetic shielding sheet 702, a square magnet 703, a round magnet 704, a large gear shaft 705, a cover plate 706, and a limiting pin 707. A magnetic shielding sheet 702 is fixedly installed on the inner right side of the hollow base 701; The magnetic shielding sheet 702 is provided with longitudinally distributed square magnets 703; At the left end of the inner cavity of the base 701, there are longitudinally distributed circular magnets 704 pivotally connected (i.e., rotatably connected); On the left side of the base 701, a cover plate 706 is fixedly installed; In practice, the square magnet 703 has an S pole (south pole) at its top end and an N pole (north pole) at its bottom end. The orientation of the magnetic poles of the square magnet 703 remains fixed.
[0039] In practice, on the left end of the base 701, on both the front and rear sides, there are pivot mounting holes 7010 respectively at the positions corresponding to the circular magnet 704; The front end of the circular magnet 704 has a cylindrical small gear mounting section 7041; The pinion mounting section 7041 is located in the inner cavity of the base 701; At the center of the front side of the pinion mounting section 7041, there is a longitudinally distributed rotating shaft 7042; A longitudinally distributed rotating shaft 7042 is also provided at the center of the rear end of the circular magnet 704; The two rotating shafts 7042 are each located in a rotating shaft mounting hole 7010.
[0040] Furthermore, the center points of the circular magnet 704, the pinion mounting section 7041, and the two rotating shafts 7042 are located on the same central axis.
[0041] Furthermore, a pinion 1000 is provided on the outer circumferential side of the pinion mounting section 7041; The pinion 1000 is located in the inner cavity of the base 701; The right end of the front panel of the base 701 of the permanent magnet chuck 7 is provided with a large gear shaft mounting hole 7011; A large gear shaft 705 is longitudinally inserted through the large gear shaft mounting hole 7011; A large gear 2000 is provided on the outer circumferential direction of the rear end of the large gear shaft 705; The large gear 2000 is located in the inner cavity of the base 701; The small gear 1000 meshes with the large gear 2000 on its right; The large gear shaft 705 protrudes forward from the front end of the front panel of the base 701 and is connected to the upper end of a secondary rocker arm 10. The lower end of the sub-rocker 10 is hinged to the left end of a connecting rod 11 (i.e., rotatably connected). The right end of the connecting rod 11 is hinged (i.e., rotatably connected) to the lower end of a main rocker arm 9. The upper end of the main joystick 9 is connected to the output shaft (i.e., the motor power output shaft) on the front side of the stepper motor 8.
[0042] Furthermore, the stepper motor 8 is mounted on the right brake arm 4.
[0043] It should be noted that the large gear shaft 705 can rotate in the large gear shaft mounting hole 7011; the two rotating shafts 7042 can rotate in the two rotating shaft mounting holes 7010.
[0044] It should be noted that, in this invention, the circular magnet 704 is mounted on the base 701 via rotating shafts 7042 at both ends. The circular magnet 704 is rotatable, and a small gear is mounted on the small gear mounting section 7041 at the front end of the circular magnet 704. The small gear on the circular magnet 704 meshes with the large gear on the large gear shaft 705, with a transmission ratio of 1:2. That is, when the large gear shaft 705 rotates 90°, the small gear 1000 and the circular magnet 704 mounted on the small gear 1000 rotate 180°.
[0045] Figure 6 A schematic diagram showing the meshing state of the large gear 2000 on the large gear shaft 705 and the small gear 1000 on the circular magnet 704. (See attached diagram.) Figure 6 As shown, the three rings outside the large gear 2000 (distributed from the outside to the inside) represent the addendum circle, pitch circle, and dedendum circle of the gear, respectively (the dotted circle is the pitch circle B of the large gear). The three rings outside the small gear 1000 (distributed from the outside to the inside) represent the addendum circle, pitch circle, and dedendum circle of the gear, respectively (the dotted circle is the pitch circle A of the small gear). The large gear 2000 and the small gear 1000 mesh together.
[0046] It should be noted that, in this invention, the permanent magnet chuck 7 is mounted on the right brake arm 4, and the end of the auxiliary rocker arm 10 faces downward.
[0047] See Figure 6 , Figure 7As shown, when the secondary rocker arm 10 is located on the right side and forms a 45° angle with the vertical direction, the magnetic lines of force of the square magnet 703 and the circular magnet 704 are internally connected, the permanent magnet chuck 7 does not generate external attraction, and the left brake arm 3 and the right brake arm 4 are pushed outward under the action of the brake spring 6, and the parking anti-roll device is in the braking position. At this time, the upper and lower ends of the square magnet 703 are the S pole (south pole) and the N pole (north pole), respectively. The upper and lower ends of the circular magnet 704 are the N pole (north pole) and the S pole (south pole), respectively.
[0048] See Figure 6 , Figure 8 As shown, when the secondary rocker arm 10 drives the circular magnet 704 (through the power transmission between the large gear shaft 705 and the small gear at the front of the circular magnet 704 via the large gear shaft 705) to rotate 90° clockwise, i.e., when the secondary rocker arm 704 is on the left and makes a 45° angle with the vertical direction, the magnetic fields of the square magnet 703 and the circular magnet 704 are superimposed, generating an attractive force that brings the left brake arm 3 and the right brake arm 4 closer together, compressing the brake spring 6. The two brake rails 5 move synchronously towards the center of the track (i.e., the middle position between the two running rails 14), without exerting pressure on the wheels. The parking anti-rollover device is in the released position, and the vehicle can pass freely. At this time, the upper and lower ends of the square magnet 703 are the S pole (south pole) and the N pole (north pole), respectively. The upper and lower ends of the circular magnet 704 are the S pole (south pole) and the N pole (north pole), respectively.
[0049] It should be noted that, in this invention, there is a first-stage gear acceleration transmission between the rocker shaft (i.e., the large gear shaft 705) of the permanent magnet chuck 7 and the rotating shaft 7042 of the circular magnet 704. A small-angle rotation of the rocker shaft (specifically a 90° rotation) can drive the circular magnet to rotate 180°. In specific implementation, a limiting pin 707 is set on the front panel of the base 701 of the permanent magnet chuck 7 on the left and right sides of the large gear shaft 705. The two limit pins 707 are respectively used to prevent the secondary joystick 10 from rotating further when it turns to the left to a 45° angle with the vertical direction, and to prevent the secondary joystick 10 from rotating further when it turns to the right to a 45° angle with the vertical direction.
[0050] It should be noted that the secondary rocker arm 10 mounted on the permanent magnet chuck 7 is driven by the stepper motor 8. The stepper motor 8 is mounted on the right brake arm 4, and the main rocker arm 9 is mounted on the motor shaft (i.e., the motor power output shaft). The secondary rocker arm 10 on the permanent magnet chuck 7 and the main rocker arm 9 on the stepper motor 8 are linked together by a connecting rod 11, which moves horizontally. Under normal conditions, the stepper motor 8 is de-energized, and the anti-rollover device is in the braking position (the control terminal of the stepper motor 8 can be connected to an external computer to receive power-off control commands from the external computer, and is in a de-energized state under the control of the external computer).
[0051] When a vehicle needs to pass, the computer control system issues a release command, energizing the stepper motor 8 (specifically, the control terminal of the stepper motor 8 receives the power-on control command from the external computer and operates under the control of the external computer), driving the main rocker arm 9 to rotate 90° clockwise, thereby driving the secondary rocker arm 10 to rotate 90°. The secondary rocker arm 10 drives the small gear to rotate through the rotation of the large gear on the large gear shaft 705 connected to it, which in turn drives the circular magnet 704 set on the small gear to rotate 180°. At this time, the permanent magnet chuck 7 installed on the right brake arm 4 generates attraction and attracts the left brake arm 3, compressing the brake spring 6, causing the two brake rails 5 to move away from the running rail 14 simultaneously, releasing the parking anti-rollover device, thus not braking the vehicle, and the vehicle can pass freely.
[0052] After the vehicle passes, the computer control system issues a braking command, energizing the stepper motor 8 (specifically, the control terminal of the stepper motor 8 receives a power-on control command from an external computer and operates under the control of the external computer). The main joystick 9 rotates 90° counterclockwise, causing the circular magnet 704 to rotate 180° counterclockwise. The permanent magnet chuck 7 loses its magnetism, and the brake spring 6 opens the left brake arm 3 and the right brake arm 4, activating the anti-rollover braking device. After the main joystick 9 rotates 90° counterclockwise, it de-energizes the stepper motor 8.
[0053] In this invention, specifically, the large gear shaft 705 on the permanent magnet chuck 7 is connected to the upper end of the secondary rocker arm 10; The lower end of the sub-rocker 10 is hinged to the left end of a connecting rod 11 via a long shaft 20 (which serves as a hinge axis) (i.e., rotatably connected). The rear end of the long shaft 20 is connected to the right end of a horizontally distributed iron rod pull ring 12.
[0054] It should be noted that, in this invention, by setting the iron rod pull ring 12, the permanent magnet chuck 7 can be pulled to release when the power is off, thereby relieving the parking anti-rollover device.
[0055] It should be noted that, for the present invention, when the parking anti-roll device needs to be released after braking, if a power outage occurs, the operator can manually pull the iron rod pull ring 12 to rotate the circular magnet 704 of the permanent magnet chuck 7 clockwise by 90°, thereby restoring the magnetism of the permanent magnet chuck 7 to the outside, and the parking anti-roll device is in the released position.
[0056] It should be noted that in this invention, a left brake arm 3, a right brake arm 4, and related components constitute a set of brake arms. Each parking anti-rollover device can consist of 5 to 8 sets of brake arms and two brake rails 5, with the distance between two adjacent sets of brake arms being 1200mm to 1400mm. Two adjacent sets of brake arms constitute one section, such as 7 sets of brake arms constituting 6 sections. The more sections there are, and the longer the brake rails 5 are, the greater the braking capacity of the parking anti-rollover device.
[0057] It should be noted that the anti-rollover parking device provided by this invention relies on the brake spring 6 to generate an internal supporting force. The left brake arm 3 and right brake arm 4 are pushed outwards under the action of the brake spring 6, causing the two brake rails 5 mounted on the left brake arm 3 and right brake arm 4 to support the inner sides of a pair of train wheels (the two wheels are located at the top of the two running rails 14), thus stopping the vehicle through friction braking. When relief is needed, the brake spring 6 can be compressed under the attraction force generated by the superimposed magnetic field of the square magnet 703 and the circular magnet 704, causing the brake rails to move away from the inner sides of the wheels.
[0058] Compared with the prior art, the permanent magnet railway vehicle anti-runaway device provided by the present invention has the following beneficial effects: 1. This invention uses a stepper motor and a permanent magnet chuck to replace hydraulic drive, eliminating the hydraulic system, simplifying the drive and transmission parts, eliminating the need for regular hydraulic oil replacement, reducing equipment maintenance workload, and eliminating the risk of hydraulic oil leakage; 2. The device of the present invention has good environmental adaptability and can operate in an ambient temperature range of -50℃ to +60℃; 3. In the event of a power outage, workers can manually pull the iron rod rings one by one to restore the magnetism of the permanent magnet chuck and drive the parking anti-roll device into the release position (release state, which is a non-braking state). 4. This invention uses a stepper motor with a dual rocker mechanism to drive the permanent magnet chuck to pick up and release.
[0059] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.
Claims
1. A permanent magnet type anti-runaway device for railway vehicles, installed on two longitudinally distributed running rails (14), characterized in that, It includes the outer rail clamp (1), the inner rail clamp (2), the left brake arm (3), the right brake arm (4), the brake rail (5), the brake spring (6), and the permanent magnet chuck (7). At least one set of rail bottom clamping components is provided on the two running rails (14); At least one brake arm assembly is provided between the two travel rails (14); Each set of rail bottom clamping components includes an outer rail bottom clamp (1) and an inner rail bottom clamp (2). At least one rail bottom clamp (2) is provided at the lower end of the opposite side of the two running rails (14). At least one rail bottom clamp (1) is provided at the lower end of the opposite side of the two running rails (14). Each brake arm assembly includes a left brake arm (3) and a right brake arm (4). The left brake arm (3) and the right brake arm (4) are distributed alternately on the left and right sides; The opposite ends of the left brake arm (3) and the right brake arm (4) are respectively connected to the upper part of a rail bottom clamp (22); Two laterally distributed brake springs (6) are provided between the left brake arm (3) and the right brake arm (4). A permanent magnet chuck (7) is provided between the two braking springs (6). The top of the opposite ends of the left brake arm (3) and the right brake arm (4) are respectively fixedly connected to a brake rail (5); The upper parts of the two rail bottom clamps (2) are respectively connected to the opposite ends of the left brake arm (3) and the right brake arm (4) through a longitudinally distributed main shaft (17).
2. The permanent magnet type anti-runaway railway vehicle stopping device as described in claim 1, characterized in that, Two running rails (14) are set on top of multiple transversely distributed and longitudinally spaced sleepers (16); The outer rail clamp (1) and the inner rail clamp (2) are located between two longitudinally spaced sleepers (16).
3. The permanent magnet type anti-runaway railway vehicle parking device as described in claim 2, characterized in that, The outer rail clamp (1) and inner rail clamp (2) at the lower ends of both sides of each running rail (14) are connected by the first bolt (13) distributed laterally. The upper part of the opposite side of the outer rail clamp (1) and the inner rail clamp (2) has a first running rail bottom embedding groove and a second running rail bottom embedding groove, respectively. The limiting protrusions on both sides of the bottom of the running rail (14) are respectively embedded in the bottom embedding groove of the first running rail and the bottom embedding groove of the second running rail; The lower part of the opposite side of the outer rail clamp (1) and the inner rail clamp (2) has a first bolt through hole and a second bolt through hole, respectively; The first bolt (13) passes through the second bolt through hole of the inner clamp (2) and the first bolt through hole of the outer clamp (1) of the rail bottom in sequence from the inside to the outside, and is then connected to a first nut.
4. The permanent magnet type anti-runaway railway vehicle parking device as described in claim 3, characterized in that, An insulating pad (15) is provided between the outer clamp (1) and inner clamp (2) of the rail base and the bottom of the running rail (14).
5. The permanent magnet type railway vehicle anti-runaway device as described in claim 1, characterized in that, The upper part of the two inner clamps (2) of the rail bottom is provided with elongated holes (201) in the horizontal longitudinal direction. The left brake arm (3) and the right brake arm (4) are respectively provided with first brake arm through holes at positions corresponding to the elongated hole (201); After the spindle (17) passes through the first brake arm through hole and the elongated hole (201), it is threadedly fixed to a fastening nut.
6. The permanent magnet type anti-runaway railway vehicle parking device as described in claim 1, characterized in that, The left brake arm (3) and the right brake arm (4) are connected to two longitudinally spaced brake springs (6) by two second bolts (18) on opposite sides. The left brake arm (3) and the right brake arm (4) are connected on opposite sides by two second bolts (18); A brake spring (6) is fitted around the circumferential outer side of each second bolt (18).
7. The permanent magnet type anti-runaway railway vehicle parking device as described in claim 1, characterized in that, The top of the opposite ends of the left brake arm (3) and the right brake arm (4) are respectively fixedly connected to a longitudinally distributed brake rail (5) by multiple third bolts (19).
8. The permanent magnet type anti-runaway railway vehicle stopping device as described in any one of claims 1 to 7, characterized in that, The permanent magnet chuck (7) includes a base (701), a magnetic shielding sheet (702), a square magnet (703), and a round magnet (704). A magnetic shielding sheet (702) is fixedly installed on the inner right side of the hollow base (701). The magnetic shielding sheet (702) is provided with longitudinally distributed square magnets (703); A longitudinally distributed circular magnet (704) is pivotally connected to the left end of the inner cavity of the base (701). A cover plate (706) is fixedly installed on the left side of the base (701).
9. The permanent magnet type anti-runaway railway vehicle stopping device as described in claim 8, characterized in that, On the left end of the base (701), on both the front and rear sides, there are pivot mounting holes (7010) respectively, corresponding to the circular magnet (704). The front end of the circular magnet (704) has a cylindrical small gear mounting section (7041). The pinion mounting section (7041) is located in the inner cavity of the base (701); A longitudinally distributed rotating shaft (7042) is provided at the center of the front side of the pinion mounting section (7041). A longitudinally distributed rotating shaft (7042) is also provided at the center of the rear end of the circular magnet (704). The two rotating shafts (7042) are each located in a rotating shaft mounting hole (7010); A pinion (1000) is provided on the outer circumferential side of the pinion mounting section (7041). The pinion (1000) is located in the inner cavity of the base (701); The right end of the front panel of the base (701) of the permanent magnet chuck (7) is provided with a large gear shaft mounting hole (7011). A large gear shaft (705) is longitudinally inserted through the large gear shaft mounting hole (7011). A large gear (2000) is provided on the outer circumferential side of the rear end of the large gear shaft (705). The large gear (2000) is located in the inner cavity of the base (701); The small gear (1000) meshes with the large gear (2000) to its right; The large gear shaft (705) protrudes forward from the front end of the front panel of the base (701) and is connected to the upper end of a secondary rocker arm (10); The lower end of the sub-rocker (10) is hinged to the left end of a connecting rod (11); The right end of the link (11) is hinged to the lower end of a main rocker arm (9); The upper end of the main rocker arm (9) is connected to the output shaft on the front side of the stepper motor (8).
10. The permanent magnet type railway vehicle anti-runaway device as described in claim 8, characterized in that, The front panel of the base (701) of the permanent magnet chuck (7) has a limiting pin (707) on each side of the large gear shaft (705).