Integrated elastic pin locking position multi-contact remote electromagnetic reset passenger emergency braking pull brake

Abstract

The invention discloses an integrated elastic pin locking position multi-contact remote electromagnetic reset passenger emergency braking switch which comprises a bottom plate, a cover plate, a pulling device, an elastic pin locking position device, a plurality of quick-acting switches, a terminal strip and a reset device, wherein the bottom plate and the cover plate are used for being installed on an end wall of a vehicle. The multiple quick-acting switches provide multiple pairs of normally-open contacts and normally-closed contacts for a signal system to use, a lock pin in the elastic pin locking device keeps elastically abutting against the side face of the pulling device, the pulling device pulls and touches the multiple quick-acting switches, and meanwhile the elastic pin locking device and the pulling device are locked. The reset device comprises a toggle pin, a reset rod, a sliding sleeve, a connecting rod and a driving source. The terminal strip is connected with the quick-acting switch and the driving source through cables. According to the invention, the number of pairs of normally-open and normally-closed contacts can be freely selected and configured according to control system requirements, a contactor and other components do not need to be additionally arranged in a train electrical system to increase control logic, and the integrally-installed emergency braking switch is convenient to install and safe in emergency operation.

Description

Technical Field

[0001] This invention relates to the field of emergency braking unit technology for rail transit passenger vehicles, specifically to an integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency braking system. Background Technology

[0002] Currently, high-speed trains and some subway cars in operation are equipped with passenger emergency brakes. In emergencies, passengers or crew members can pull the emergency brake, which sends an alarm signal to the driver. The driver has three seconds to assess the road and train conditions and decide whether to stop. If the driver does not respond within three seconds, the train will automatically brake to a stop. This ensures the train stops quickly and safely. During normal operation, occasional emergencies may occur in the passenger compartment requiring the train to stop, but in many cases, the driver is unaware of these emergencies and cannot stop the train. This lack of timely response to passenger emergencies can lead to serious problems later.

[0003] The current emergency brake levers have several drawbacks. Most of them require the separate installation of decorative boxes or covers. There are three types of current emergency brake lever box and cover assembly: one uses only a decorative box without a cover, one uses an elastic cover structure, and one uses a decorative box and cover that can be broken. Some vehicles use a split turtleback cover type emergency brake lever.

[0004] The current emergency brake designs have several drawbacks: One type consists only of a decorative box without a cover, making it highly susceptible to accidental operation by passengers, leading to unexposed brakes and unauthorized train stops, thus compromising operational safety. Another type uses a flexible cover structure. Operating this cover requires pulling the upper part of the cover upwards along the upper slide rail, then downwards along the lower slide rail to remove the cover before operating the emergency brake. This cumbersome process can delay passengers in emergencies, affecting the timeliness of emergency brake operation and impacting train safety. A third type uses a breakable decorative box and cover, which are disposable and easily broken by accidental impacts or prolonged vibrations during operation. The aforementioned emergency brake requires a groove to be added to the vehicle's side panel during installation. First, the handle assembly is removed from the handlebar mount. The base of the emergency brake is then connected to the bracket with fasteners. Next, the bracket is fastened to the groove on the side panel, and then the handle assembly is fastened back in. The fastener installation space is extremely narrow, making the operation very difficult. The decorative box is then fastened to the bracket, and finally, the cover is fastened to the decorative box. This process requires multiple installers, is cumbersome, and the addition of the bracket, decorative box, and cover increases the overall weight to 2.5 kg, failing to meet the requirements for lightweight design and also increasing costs.

[0005] The current cover-type emergency brake lever has the following disadvantages: The cover and base are separate installation components. When installing it on a vehicle, a groove needs to be added to the vehicle's side panel. First, the cover needs to be removed from the base, then the handle needs to be removed from the handlebar mount. The base of the emergency brake lever is connected to the bracket with fasteners, then the bracket is fastened to the groove on the vehicle's side panel, then the handle is fastened to the handlebar mount, and finally the cover is fastened back on. This requires multiple installers, is cumbersome, and the added bracket increases the overall weight to 2.2 kg, failing to meet lightweight requirements, while also increasing the cost.

[0006] The suspended base installation requires additional mounting brackets, making installation more complicated and resulting in a heavier overall weight. When installing the emergency brake on a vehicle, the cover must be removed first. The system uses separate wall panels on both sides, which are then fastened together, making assembly more complex and requiring multiple installers.

[0007] The existing emergency braking mechanisms all use a handle that fits onto a support post. Pulling the handle causes the handle to tilt, and as it slides downwards, the top and bottom surfaces of the handle come into contact with the base and cover, greatly increasing friction. Severe dry friction can easily lead to locking or jamming, preventing emergency braking in an emergency and posing a significant safety risk. Furthermore, the existing emergency braking mechanisms all have a fork between the reset rod and the sliding rod. The reset rod and fork use a convex-concave gear transmission structure, while the fork and sliding rod use a gear and rack transmission structure. The pin that contacts the sliding rod and fork is in a free-floating position, making it prone to deflection during operation. The multi-stage transmission mechanism also makes it susceptible to jamming or jamming, preventing emergency braking in an emergency and posing a significant safety risk.

[0008] The current integrated rack and pinion drive cross-latch turtle-back cover type passenger emergency brake, as well as the aforementioned emergency brakes, all use die-cast bases that are then machined. Furthermore, the moving parts have high-precision, large-contact-surface fits, making them prone to locking or jamming under severe dry friction. This can prevent emergency braking in an emergency, posing a significant safety risk. Moreover, the manufacturing cost is high. Because the aforementioned emergency brakes all have high-precision, large-contact-surface fits between moving parts, the operating force required for emergency operation and safety release / reset is considerable, posing difficulties for passengers and crew.

[0009] The aforementioned emergency braking system is generally equipped with one pair of normally open contacts and one pair of normally closed contacts. Some products use two pairs of normally open contacts and two pairs of normally closed contacts. In the electrical system of the emergency braking system of rail transit vehicles, additional components such as contactors are required to increase control logic. This reduces the uncertainty of electrical control and improves reliability and availability.

[0010] The aforementioned emergency braking safety release and reset operations all need to be performed at the specific vehicle installation location, and cannot be performed on the driver's cab control system. This prolongs the safety release handling time and does not meet the needs of modern intelligent train control.

[0011] In view of the above, there is an urgent need for an integrated emergency brake that can be freely configured with the number of normally open and normally closed contact pairs according to the needs of the train control system, without the need for additional contactors or other components in the train electrical system to increase control logic, and is easy to install and safe for emergency operation. Summary of the Invention

[0012] The purpose of this invention is to solve the problems mentioned in the background art and to provide an integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake.

[0013] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows: an integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake, comprising a base plate and a cover plate for installation on the vehicle end wall, a pulling device installed between the base plate and the cover plate, a spring-loaded locking device, multiple quick-acting switches, a terminal block, and a reset device; the multiple quick-acting switches provide multiple pairs of normally open and normally closed contacts for use by the signal system; the locking pin in the spring-loaded locking device elastically abuts against the side of the pulling device; the pulling device pulls and actuates the multiple quick-acting switches, while the spring-loaded locking device locks with the pulling device; the reset device includes a toggle pin, a reset rod, a sliding sleeve, a connecting rod, and a drive source; the reset rod is rotatably installed between the base plate and the cover plate; one end of the toggle pin passes through the reset rod and connects to the sliding sleeve, and the other end is driven to the locking pin; both ends of the connecting rod are driven to the drive source and the sliding sleeve, respectively; the terminal block is connected to the quick-acting switches and the drive source by a cable.

[0014] In the aforementioned integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake, the pulling device includes a pull rod, a switching cam, a stop block, a return spring, and a handle. The pull rod is slidably installed between the base plate and the cover plate via an upper guide and a lower guide. The upper and lower guides are fixed between the base plate and the cover plate, and the lower guide also supports the pull rod. The handle is fixedly connected to the pull rod, and the switching cam and the stop block are fixedly connected to the pull rod. The return spring is located between the lower guide and the stop block, providing a return spring force. Multiple quick-acting switches are located on both sides of the switching cam, providing multiple pairs of normally open and normally closed contacts for use by the signal system. The locking pin in the spring-loaded locking device remains elastically against the side of the stop block.

[0015] In the aforementioned integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake, the reset rod is provided with a mounting hole for installing a toggle pin, and the sliding sleeve is provided with a docking hole for connecting with the toggle pin.

[0016] In the aforementioned integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake pull, the pulling device also includes a guide rod. The two ends of the guide rod are respectively connected to the upper and lower guides. The switching cam and the stop block are respectively provided with corresponding rod grooves for accommodating the guide rod.

[0017] In the aforementioned integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake, the spring-loaded locking device includes a lock body, a locking pin, an elastic cylindrical pin, a washer, a countersunk hexagonal screw, and a locking pin compression spring. The locking pin compression spring provides the locking pin with an elastic force that keeps it elastically abutting against the side of the stop block. The locking pin is provided with a groove, and the end of the actuating pin is located in the groove.

[0018] In the aforementioned integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake, the stop block is provided with a locking groove. The stop block slides with the pull rod, and the end of the locking pin abuts against the locking groove under the elastic force of the locking pin compression spring.

[0019] In the aforementioned integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake, the switching cam is provided with inclined surfaces on both sides that contact multiple sets of vehicle-operated switches.

[0020] In the aforementioned integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake, the end of the sliding sleeve is rotatably connected to the connecting rod via a bolt assembly. The bolt assembly includes a bolt, a pin sleeve, and a clamping nut. The pin sleeve is fitted onto the bolt, and the ends of the sliding sleeve and the connecting rod are mounted on the pin sleeve. The clamping nut is tightened and locked to the bolt.

[0021] In the aforementioned integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake, the reset device also includes a locking sleeve, which can be installed on the base plate or cover plate according to the extension direction of the reset rod.

[0022] In the aforementioned integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake, the driving source is selected as an electromagnet.

[0023] The present invention has the following beneficial effects: 1. After the emergency brake is applied, this invention provides multiple pairs of normally open contacts and five pairs of normally closed contacts for the signaling system. One pair of normally open contacts from one slewing switch must be used in the electromagnet control circuit. The number of normally open and normally closed contacts can be selected according to the requirements of the train control system. This eliminates the need for additional contactors or other components to add control logic to the train's emergency braking system, reducing uncertainties in electrical control and improving reliability and availability. Applying the emergency brake sends an alarm signal to the driver, who has 3 seconds to decide whether to stop based on road and train conditions. If the driver does not respond within 3 seconds, the train automatically brakes to a stop, ensuring a rapid and safe stop for the entire train.

[0024] 2. The emergency operation limit mechanism of the switch adopts an island-style integrated spring-loaded locking device, making installation, disassembly, and maintenance easier and eliminating the need for lubrication. This avoids the need for periodic lubrication of existing switch mechanisms, achieving maintenance-free operation throughout its lifespan. A low-elasticity compression spring is used to reduce manual reset torque and remote electromagnet reset force.

[0025] 3. The emergency and reset operations of the switch adopt a double guide rod structure, and the emergency operation limit mechanism adopts an island-style integrated spring pin locking device, both of which realize direct sliding motion without the traditional multi-stage mechanical transmission such as rotation and torsion. This completely avoids the easy jamming or jamming end of other mechanical transmissions, making it safer, more reliable and durable.

[0026] 4. The emergency and reset operations of the brake lever adopt a double guide rod structure and a single reset compression spring structure, which significantly reduces the contact area of ​​the movement and the friction force, and does not generate tilting force. The pulling force for emergency operation is also reduced, making it easier to operate. This solves the problems of jamming or stuck caused by the force bias of the current emergency brake lever support and the large operating force.

[0027] 5. It features both manual and remote electromagnetic reset functions. In addition to the traditional manual four-corner lock reset function, a remote electromagnetic reset mechanism is provided. A low-voltage 24V DC control electromagnet is energized to pull a connecting rod. The connecting rod, via a sliding sleeve, rotates the reset rod, achieving a safe reset. During emergency braking, the normally open contact of the quick-acting switch controlling the electromagnet closes, activating the remote reset control circuit in the driver's cab, awaiting a remote reset signal. After the emergency has passed, the driver remotely triggers a safety reset command, energizing the electromagnet and pulling the connecting rod to reset the subsequent reset mechanism. Once the quick-acting switch controlling the electromagnet resets, its normally open contact returns to its normally open state, leaving the control circuit open. At this point, even if the driver remotely triggers a safety reset command, the electromagnet cannot be energized, forming a safety interlock control.

[0028] 6. Internal and external installation options are available. The lever mounts all components as a single unit between the base plate and the cover plate, allowing for seamless installation into the vehicle's wall panel without the need for separate components. Internal and external installation are optional. If installed externally, the lever can be directly exposed, or the cover plate can be designed to match the vehicle's interior aesthetics, or a decorative cover can be added. If installed internally, only the lock sleeve and handle are exposed for emergency braking or reset operations. Attached Figure Description

[0029] Figure 1 This is a three-dimensional structural diagram of the present invention; Figures 2 to 4This is an exploded structural diagram showing the different directional states of the present invention.

[0030] Figure 5 This is a plan view of the present invention (without the cover plate and handle); Figure 6 This is a partial cross-sectional view of the side of the present invention; Figure 7 This is an exploded structural diagram of the reset device in this invention; Figure 8 This is a three-dimensional structural diagram of the reset device in this invention; Figure 9 This is a cross-sectional view of the spring-loaded locking device in this invention; Figure 10 This is a control principle diagram of the present invention; Figure 11 This is a schematic diagram illustrating the external installation method used in this invention. Figure 12 This is a schematic diagram illustrating the internal-penetrating external installation method of the present invention; Figure 13 This is a schematic diagram illustrating the externally mounted internal installation method of the present invention; Figure 14 This is a front view of the current cover-type emergency brake pull-out brake; Figure 15 This is a schematic diagram of the current cover-type emergency brake pull-out. Figure 16 This is a side view of the current cover-type emergency brake pull-out brake; Figure 17 This is the control principle diagram for the current cover-type emergency brake pull-out. Figure 18 This is a front view of another type of cover-type emergency brake pull-out brake currently in use; Figure 19 This is a side view of another type of cover-type emergency brake pull-out brake currently in use; Figure 20 A top view of another type of cover-type emergency brake pull-out brake currently in use. Figure 21 This is a rear view of another type of cover-type emergency brake after installation. Figure 22 This is a front view of the emergency braking of a current standardized high-speed train. Figure 23 This is a schematic diagram of the emergency braking of a current standardized high-speed train. Figure 24 A schematic diagram of the installation of emergency braking for current standardized high-speed trains; Figure 25 This is a structural assembly diagram of the decorative box and cover of a current standardized high-speed train. Figure 26A schematic diagram of the vehicle assembly for emergency braking of a standardized high-speed train. Figure 27 A schematic diagram of the vehicle assembly for emergency braking of a standardized high-speed train. Figure 28 A front view of the integrated cross-latch type cover-type passenger emergency brake handle involved; Figure 29 Rear view of the integrated cross-latch cover-type passenger emergency brake handle involved; Figure 30 This is a schematic diagram of the integrated cross-latch type cover-type passenger emergency brake handle. Figure 31 for Figure 30 An explosion diagram; Figure 32 for Figure 30 An explosion diagram; Figure 33 A side view of the integrated cross-latch type cover-type passenger emergency brake handle involved; Figure 34 The control principle diagram of the integrated cross-latch type cover-type passenger emergency brake handle is shown. Figure 35 This is a schematic diagram of the installation of the integrated cross-latch type cover-type passenger emergency brake handle. Figures 1 to 13 Middle: 100, base plate; 200, cover plate; 1, pulling device; 1.1, pull rod cutter; 1.2, cam changer; 1.21, abutting inclined surface; 1.3, stop block; 1.31, locking groove; 1.4, return spring; 1.5, handle; 1.6, upper guide; 1.7, lower guide; 1.8, guide rod; 123, rod groove; 2, spring pin locking device; 2.1, lock body; 2.2, locking pin; 2.3, elastic cylinder 2.4 Pin; 2.5 Washer; 2.6 Countersunk Hex Socket Head Screw; 2.7 Locking Pin Compression Spring; 2.8 Slot; 2.9 Slot; 2.01 Quick-Activate Switch; 2.1 Terminal Block; 2.02 Terminal Block; 2.02 Reset Device; 2.1 Actuating Pin; 2.2 Reset Rod; 2.3 Sliding Sleeve; 2.4 Connecting Rod; 2.5 Drive Source; 2.21 Mounting Hole; 2.31 Butt Hole; 2.6 Bolt; 2.7 Pin Sleeve; 2.8 Compression Nut; 2.9 Locking Sleeve; Figures 14 to 17In the middle: a1, base; a2, reset rod; a3, shift fork; a4, slide spring; a5, slide rod; a6, handle base; a7, hex head bolt; a8, quick-acting switch; a9, insulating plate; a10, grounding marker; a11, reset spring; a12, cover; a13, handle; a14, nameplate; a15, shift fork pin; a16, socket head cap set screw; a17, socket head cap countersunk screw; a18, anti-loosening washer; a19, hex head screw. Mother; a20, flat washer; a21, self-locking washer; a22, countersunk head socket screw; a23, socket head cap screw; a24, lock washer; a25, upper terminal number plate; a26, lower left terminal number plate; a27, lower right terminal number plate; a28, cover; a29, countersunk head socket screw; a30, countersunk head socket screw; a31, slider; a32, locking sleeve; a33, lock washer; a34, thin hexagonal nut; Figures 18 to 21 In the middle: b1, base; b2, bracket; b3, bolt base plate; b4, wall panel; b5, fastener; b22, socket head cap screw; b23, socket head cap screw; b24, anti-loosening washer; b28, cover; b29, socket head cap screw; Figure 22 to Figure 24 In the middle: c1, base; c2, reset rod; c3, shift fork; c4, slide spring; c5, slide rod; c6, handle base; c7, hex head bolt; c8, quick-acting switch; c9, insulating plate; c10, reset spring; c11, cover; c12, handle; c13, shift fork pin; c14, socket head cap set screw; c15, socket head cap countersunk screw; c16, hex nut; c17, self-locking washer; c18, flat washer; c19, anti-loosening washer; c20, socket head cap countersunk screw; c21, socket head cap screw; c22, anti-loosening washer; c23, socket head cap screw; c24, anti-loosening washer; Figure 25 In the middle: d1, decorative box; d2, cover; d3, angle bracket; d4, countersunk hex screw; Figure 26 , Figure 27 In the middle: e1, decorative box; e2, cover; e3, emergency brake pull body; e4, countersunk hex socket screw; e5, vehicle side panel; e6, bracket; e7, slide; e8, fastener; e12, handle; e23, hex socket screw; e24, anti-loosening washer; Figures 28 to 35In the middle: f1, turtle-back cover; f2, four-corner locking sleeve; f3, clamping nut; f4, base; f5, handle; f6, spring seat plate; f7, hexagon countersunk screw; f8, wing-shaped vertical latch; f9, hexagon countersunk screw; f10, return spring; f11, hexagon countersunk screw; f12, flange slider; f13, rack and pinion transverse latch; f14, spring baffle; f15, hexagon countersunk screw; f16, small return spring; f17, gear-type return lever; f18, Flexible cylindrical pin; f19, Socket head cap countersunk screw; f20, Socket head cap countersunk screw; f21, Anti-loosening washer; f22, Hex nut; f23, Flat washer; f24, Self-locking washer; f25, Socket head cap countersunk screw; f26, Quick-acting switch; f27, Insulating plate; f28, Hex head bolt; f29, Terminal number label; f30, Grounding mark; f31, Lead seal wire; f32, Lead seal; f33, Wall panel; f34, Reinforcing pad; illustrate: Figure 17 , Figure 34 In the diagram, F represents the direction of a force in a physical sense. Figure 10 , Figure 17 , Figure 34 This is a control principle diagram. The numbers in the diagram are actual contact markings of the slewing switch and are not part of the patent's reference numerals. Similarly, the figures in the specification drawings... Figure 14 , Figure 15 , Figure 29 The markings 1-1, 1-2, etc., are not considered patent reference numerals. Detailed Implementation

[0031] The invention will be further described with reference to the accompanying drawings.

[0032] Please see Figures 1 to 13 This invention provides an integrated spring-loaded, multi-contact, remote electromagnetic reset passenger emergency brake, comprising a base plate 100 and a cover plate 200 for mounting on a vehicle end wall, a pulling device 1 installed between the base plate 100 and the cover plate 200, a spring-loaded locking device 2, multiple quick-acting switches 3, a terminal block 4, and a reset device 5. The base plate 100 and the cover plate 200 are fixedly connected as a whole using support columns and countersunk screws, thereby creating a space between them for installing various structures. The terminal block 4 is snapped onto the base plate 100 via a slide rail, and the quick-acting switches 35 are embedded in the base plate using hexagonal head screws and flat washers. An insulating plate with wire tying holes is provided between the quick-acting switches.

[0033] The multiple quick-action switches 3 provide multiple pairs of normally open and normally closed contacts for use by the signal system. In this embodiment, the quick-action switches 3 are arranged in five pairs. The locking pin 2.2 in the spring-loaded locking device 2 is kept elastically against the side of the pulling device 1. When the pulling device 1 is pulled, it actuates the multiple quick-action switches, and at the same time, the spring-loaded locking device 2 locks with the pulling device 1.

[0034] Specifically, the reset device 5 includes a toggle pin 5.1, a reset rod 5.2, a sliding sleeve 5.3, a connecting rod 5.4, and a drive source 5.5. The reset rod 5.2 is rotatably mounted between the base plate 100 and the cover plate 200. One end of the toggle pin 5.1 passes through the reset rod 5.2 and connects to the sliding sleeve 5.3, while the other end is driven to connect to the locking pin 2.2. Both ends of the connecting rod 5.4 are driven to connect to the drive source 5.5 and the sliding sleeve 5.3, respectively. The terminal block 4 is connected to the quick-acting switch 3 and the drive source 5.5 by a cable. Specifically, the reset rod 5.2 is provided with a mounting hole 5.21 for mounting the toggle pin 5.1, and the sliding sleeve 5.3 is provided with a mating hole 5.31 for connecting to the toggle pin 5.1.

[0035] Specifically, the pulling device 1 includes a pull rod 1.1, a switching cam 1.2, a stop block 1.3, a return spring 1.4, and a handle 1.5. The pull rod 1.1 is slidably installed between the base plate 100 and the cover plate 200 via an upper guide 1.6 and a lower guide 1.7. The upper and lower guides are fixed between the base plate 100 and the cover plate 200, and the lower guide 1.7 simultaneously supports the pull rod 1.1. The handle 1.5 is fixedly connected to the pull rod 1.1. The switching cam 1.2 and the stop block 1.3 are fixedly connected to the pull rod 1.1. The return spring 1.4 is located between the lower guide 1.7 and the stop block 1.3, providing a return spring force. The multiple quick-acting switches 3 are located on both sides of the switching cam 1.2, providing multiple pairs of normally open and normally closed contacts for use by the signal system. The locking pin 2.2 in the spring-loaded locking device 2 is held elastically against the side of the stop block 1.3.

[0036] Specifically, the spring-loaded locking device 2 includes a lock body 2.1, a locking pin 2.2, an elastic cylindrical pin 2.3, a washer 2.4, a countersunk hexagonal screw 2.5, and a locking pin compression spring 2.6. The locking pin compression spring 2.6 provides elastic force to keep the locking pin 2.2 elastically abutting against the side of the stop block 1.3. The locking pin 2.2 is provided with a groove 2.21, and the end of the actuating pin 5.1 is located in the groove 2.21. The lock body 2.1 is fixedly connected to the base plate 100.

[0037] Furthermore, the pulling device 1 also includes a guide rod 1.8, the two ends of which are connected to the upper and lower guides respectively. The switching cam 1.2 and the stop block 1.3 are respectively provided with corresponding rod grooves 123 for accommodating the guide rod 1.8.

[0038] Furthermore, the stop block 1.3 is provided with a locking groove 1.31. As the stop block 1.3 slides with the pull rod, the end of the locking pin 2.2 abuts against the locking groove 1.31 under the elastic force of the locking pin compression spring 2.6.

[0039] Furthermore, the switching cam 1.2 is provided with inclined surfaces 1.21 on both sides for contacting multiple sets of vehicle touch switches.

[0040] Specifically, the end of the sliding sleeve 5.3 is rotatably connected to the connecting rod 5.4 via a bolt assembly. The bolt assembly includes a bolt 5.6, a pin sleeve 5.7, and a clamping nut 5.8. The pin sleeve 5.7 is fitted onto the bolt 5.6, and the ends of the sliding sleeve 5.3 and the connecting rod 5.4 are mounted on the pin sleeve 5.7. The clamping nut 5.8 is tightened and locked to the bolt 5.6.

[0041] Furthermore, the reset device 5 also includes a locking sleeve 5.9, which can be installed on the base plate 100 or the cover plate 200 according to the extension direction of the reset rod 5.2.

[0042] Preferably, the driving source 5.5 is selected as an electromagnet.

[0043] The working principle of the present invention will be further explained below: In case of an emergency requiring a stop, passengers or crew members pull down the emergency brake handle 1.5. When the right side of the stop block 1.3 disengages from the locking pin 2.2 of the spring-loaded locking device 2, the locking pin 2.2 slides to the left under the force of the locking pin compression spring 2.6, locking the stop block 1.3 in the emergency braking position. Simultaneously, the abutment inclined surfaces 1.21 on both sides of the switching cam 1.2 trigger the quick-action switch 3, providing up to five pairs of normally open and normally closed contacts for the signal system. The quick-action switch 3 outputs an alarm signal to the driver's cab, requiring the driver to handle whether to stop within 3 seconds. If the driver does not handle the situation within 3 seconds, the train will automatically brake to a stop, ensuring a rapid and safe stop. At the same time, the normally open contact of the quick-action switch 3, which controls the drive source (i.e., electromagnet 5.5), closes, enabling the remote reset control circuit in the driver's cab to conduct and await a remote reset signal.

[0044] Manual reset operation: After the emergency is over, the four-corner lock key can be used to turn the reset lever 5.2 clockwise by about 11 degrees. The reset lever 5.2 drives the actuating pin 5.1 to swing to the right, pushing the elastic cylindrical pin 2.3 on the locking pin 2.2, causing the locking pin 2.2 to slide to the right. When the locking pin 2.2 disengages from the locking groove 1.31 of the stop block 1.3, the stop block 1.3 moves upward under the force of the pull rod reset spring 1.4. The upper stepped surface of the straight stop pull rod 1.1 abuts against the upper guide 1.6 for limitation. Under the force of the locking pin spring 2.6, the left end of the locking pin 2.2 abuts against the large flat surface on the right side of the stop block 1.3. At the same time, the abutting inclined surfaces 1.21 on both sides of the switching cam 1.2 move away from the trigger mechanism of the quick-action switch 3, and the quick-action switch 3 resets and clears the alarm signal. After the reset, the train can continue to run normally.

[0045] Remote solenoid valve reset operation: After the emergency is resolved, the driver remotely triggers a safety reset command, energizing the drive source (i.e., electromagnet 5.5), pulling the connecting rod 5.4, which drives the reset rod 5.2 to rotate clockwise via the sliding sleeve 5.3. The reset rod 5.2 drives the actuating pin 5.1 to swing to the right, pushing the elastic cylindrical pin 2.3 on the locking pin 2.2, causing the locking pin 2.2 to slide to the right. When the locking pin 2.2 disengages from the locking groove 1.31 of the stop block 1.3, the stop block 1.3 moves upward under the force of the pull rod reset spring 1.4 until the upper stepped surface of the pull rod 1.1 abuts against the upper guide 1.6 for limit. Under the force of the locking pin spring 2.6, the left end of the locking pin 2.2 abuts against the large flat surface on the right side of the stop block 1.3. At the same time, the abutting inclined surfaces 1.21 on both sides of the switching cam 1.2 move away from the trigger mechanism of the quick-action switch 3, and the quick-action switch 3 resets and clears the alarm signal. After the reset, the train can continue to run normally. When the quick-acting switch 3 controlling the drive source (i.e., electromagnet 5.5) is reset, its normally open contact returns to the normally open state, making the control circuit open. At this time, even if the driver remotely triggers a safety reset command, the electromagnet cannot be energized, thus forming a safety interlock control.

[0046] Figures 11 to 13 This invention relates to a vehicle assembly method in which the emergency brake base passes through the wall panel, a reinforcing pad is placed on the back of the wall panel, and then it is fastened with fasteners. Internal or external installation is optional. If installed externally to the wall panel, it can be directly exposed, or the cover of the brake can be designed to match the aesthetic requirements of the vehicle's interior, or a decorative cover can be added. If installed internally to the wall panel, only the lock sleeve and handle are exposed for emergency braking or reset operations.

[0047] To facilitate a better understanding of the innovativeness of this solution, the drawbacks of existing emergency braking systems are detailed below: Figure 14 to Figure 17 This is the structural assembly diagram of the current cover-type emergency brake pull-out brake. Figures 18 to 21 This is a vehicle assembly method for a cover-type emergency brake lever. The cover and base are separate installation structures. During installation, a groove needs to be added to the vehicle's side panel. First, the cover is removed from the base, then the handle is removed from the handlebar mount. The base of the emergency brake lever is connected to the bracket with fasteners. The bracket is then fastened to the groove on the vehicle's side panel, and the handle is then fastened to the handlebar mount. Finally, the cover is fastened back. This method requires multiple installers, is cumbersome, and with the added bracket, the overall weight reaches 2.2 kg, failing to meet lightweight requirements and resulting in high costs.

[0048] Emergency brake levers typically use a handle that fits onto the support of the handle base. When the handle is pulled, the handle base tends to tilt. As the handle base slides downwards, the top and bottom surfaces of the handle base come into contact with the base and cover, greatly increasing friction. Severe dry friction can easily cause locking or jamming, making it impossible to apply emergency brakes in an emergency and posing a significant safety risk.

[0049] The emergency brake's reset lever and slide lever are both equipped with a fork. The reset lever and fork use a convex-concave gear transmission structure, while the fork and slide lever use a gear and rack transmission structure. Furthermore, the pin position where the slide lever and fork make contact is in an unsupported state, making it prone to deflection during operation. The transmission mechanism has multiple stages, which can easily lead to jamming or seizing, making it impossible to implement emergency braking in an emergency and posing a significant safety risk.

[0050] Figure 22 to Figure 24 This is the structural assembly diagram for emergency braking of current standardized high-speed trains. Figure 25 The structural assembly diagram of the decorative box and cover of the current standardized EMU (Electric Multiple Unit) is shown. Figure 26 , Figure 27 The diagram shows the assembly of a standardized high-speed train for emergency braking. It is equipped with a decorative box and cover with a shatterproof cover. The cover can only be used once and is very easy to break due to accidental collision or vibration impact during long-term operation.

[0051] When installing the device on a vehicle, a groove needs to be added to the vehicle's side panel. First, the handlebar assembly is removed from the handlebar mount. The base of the emergency brake lever is connected to the bracket with fasteners. Then, the bracket is fastened to the groove on the side panel, and the handlebar assembly is reinstalled with fasteners. The fastener installation space is extremely narrow, making the operation very difficult. Next, the trim box is fastened to the bracket, and then the cover is fastened to the trim box. This requires multiple installers, is cumbersome, and with the addition of the bracket, trim box, and cover, the total weight reaches 2.5 kg, which does not meet the requirements for lightweight design and is also costly.

[0052] Emergency brake levers typically use a handle that fits onto the support of the handle base. When the handle is pulled, the handle base tends to tilt. As the handle base slides downwards, the top and bottom surfaces of the handle base come into contact with the base and cover, greatly increasing friction. Severe dry friction can easily cause locking or jamming, making it impossible to apply emergency brakes in an emergency and posing a significant safety risk.

[0053] The emergency brake's reset lever and slide lever are both equipped with a fork. The reset lever and fork use a convex-concave gear transmission structure, while the fork and slide lever use a gear and rack transmission structure. Furthermore, the pin position where the slide lever and fork make contact is in an unsupported state, making it prone to deflection during operation. The transmission mechanism has multiple stages, which can easily lead to jamming or seizing, making it impossible to implement emergency braking in an emergency and posing a significant safety risk.

[0054] Figures 28 to 35 This is the structural assembly diagram of the current integrated gear and rack drive cross latch type turtle back cover type emergency brake pull. It is equipped with two pairs of normally open contacts and two pairs of normally closed contacts. In the electrical system of the emergency braking system of rail transit vehicles, additional components such as contactors are required to increase control logic. This reduces the uncertainty of electrical control and improves reliability and availability.

[0055] The safety release and reset operations for emergency braking must be performed at the specific vehicle installation location, and cannot be performed on the driver's cab control system. This prolongs the safety release and reset time and does not meet the requirements of modern intelligent train control.

[0056] The above provides a detailed description of the integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake provided in the embodiments of the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the technical solutions disclosed in the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake, characterized in that: The system includes a base plate (100) and a cover plate (200) for mounting on the end wall of a vehicle, a pulling device (1) installed between the base plate (100) and the cover plate (200), a spring-loaded locking device (2), multiple quick-action switches (3), a terminal block (4), and a reset device (5). The multiple quick-action switches (3) provide multiple pairs of normally open and normally closed contacts for use by the signal system. The locking pin (2.2) in the spring-loaded locking device (2) remains elastically against the side of the pulling device (1). The pulling device (1) is pulled and actuates the multiple quick-action switches. At the same time, the spring-loaded locking device (2) and the pulling device (1) move together. The reset device (5) includes a toggle pin (5.1), a reset rod (5.2), a sliding sleeve (5.3), a connecting rod (5.4), and a drive source (5.5). The reset rod (5.2) is rotatably mounted between the base plate (100) and the cover plate (200). One end of the toggle pin (5.1) passes through the reset rod (5.2) and is connected to the sliding sleeve (5.3), while the other end is driven to connect with the locking pin (2.2). Both ends of the connecting rod (5.4) are driven to connect with the drive source (5.5) and the sliding sleeve (5.3), respectively. The terminal block (4) is connected to the quick-action switch (3) and the drive source (5.5) by a cable.

2. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 1, characterized in that: The pulling device (1) includes a pull rod (1.1), a switching cam (1.2), a stop block (1.3), a return spring (1.4), and a handle (1.5). The pull rod (1.1) is slidably installed between the base plate (100) and the cover plate (200) via an upper guide (1.6) and a lower guide (1.7). The upper and lower guides are fixed between the base plate (100) and the cover plate (200), and the lower guide (1.7) simultaneously supports the pull rod (1.1). The handle (1.5) The switch cam (1.2) and stop block (1.3) are fixedly connected to the pull rod (1.1). The reset spring (1.4) is set between the lower guide (1.7) and the stop block (1.3) to provide reset elastic force. The multiple quick-acting switches (3) are located on both sides of the switch cam (1.2) to provide multiple pairs of normally open and normally closed contacts for use by the signal system. The locking pin (2.2) in the spring-loaded locking device (2) is kept elastically against the side of the stop block (1.3).

3. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 1, characterized in that: The reset rod (5.2) is provided with a mounting hole (5.21) for mounting the toggle pin (5.1), and the sliding sleeve (5.3) is provided with a mating hole (5.31) for connecting with the toggle pin (5.1).

4. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 2, characterized in that: The pulling device (1) also includes a guide rod (1.8), the two ends of which are connected to the upper and lower guides respectively. The switching cam (1.2) and the stop block (1.3) are respectively provided with corresponding rod grooves (123) for accommodating the guide rod (1.8).

5. The integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake as described in claim 2, characterized in that: The spring-loaded locking device (2) includes a lock body (2.1), a locking pin (2.2), an elastic cylindrical pin (2.3), a washer (2.4), a countersunk hexagonal screw (2.5), and a locking pin compression spring (2.6). The locking pin compression spring (2.6) provides the locking pin (2.2) with an elastic force to keep it elastically abutting against the side of the stop block (1.3). The locking pin (2.2) is provided with a groove (2.21), and the end of the actuating pin (5.1) is located in the groove (2.21).

6. The integrated spring-loaded locking multi-contact remote electromagnetic reset passenger emergency brake as described in claim 2 or 5, characterized in that: The stop block (1.3) is provided with a locking groove (1.31). The stop block (1.3) slides with the pull rod, and the locking pin (2.2) abuts against the locking groove (1.31) under the elastic force of the locking pin compression spring (2.6).

7. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 2, characterized in that: The switching cam (1.2) has inclined surfaces (1.21) on both sides that come into contact with multiple sets of vehicle touch switches.

8. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 2, characterized in that: The end of the sliding sleeve (5.3) is rotatably connected to the connecting rod (5.4) via a bolt assembly. The bolt assembly includes a bolt (5.6), a pin sleeve (5.7), and a clamping nut (5.8). The pin sleeve (5.7) is fitted onto the bolt (5.6). The ends of the sliding sleeve (5.3) and the connecting rod (5.4) are mounted on the pin sleeve (5.7). The clamping nut (5.8) is tightened and locked to the bolt (5.6).

9. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 1, characterized in that: The reset device (5) also includes a locking sleeve (5.9), which can be installed on the base plate (100) or the cover plate (200) according to the extension direction of the reset rod (5.2).

10. The integrated spring-loaded multi-contact remote electromagnetic reset passenger emergency brake as described in claim 1, characterized in that: The driving source (5.5) is selected as an electromagnet.

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