Rail car magnetic eddy current speed control structure

Abstract

The utility model discloses a magnetic eddy current speed control structure of a rail car, and relates to the technical field of rail cars. The speed control structure comprises a rotating shaft, a wheel is installed on the rotating shaft through a bearing, a connecting block and a neodymium magnet block are installed on the portion, on one side of the wheel, of the transmission shaft, and the neodymium magnet block and the connecting block are buckled to form a round whole. And binding shells are arranged outside the neodymium magnet blocks and the connecting blocks, so that the neodymium magnet blocks and the connecting blocks are axially fixed into a circle. And by utilizing the magnetic eddy current effect of the aluminum plate and the neodymium magnet block, the speed is reduced by utilizing the magnetic eddy current effect when the vehicle speed is too high, so that various adverse effects caused by manual braking are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicles, in particular to a magnetic eddy current speed control structure of a rail vehicle. Background Art

[0002] Railcars are generally used in scenic spots, parks, and resorts. Unlike the common trains and high-speed trains, this type of railcar is only allowed to run on tracks within designated areas, and has certain requirements for driving speed. Since the setting of cargo space for laying track terrain pursues the requirement of entertainment, the track usually has a certain slope setting. When the vehicle travels down from the top of the slope, it usually needs to slow down and brake. In particular, non-powered sliding railcars mainly use the slope of the track for sliding entertainment, but while pursuing entertainment excitement, it is more necessary to control the speed and brake reasonably to ensure safety.

[0003] The existing speed control methods mainly include traditional friction speed control and magnetic eddy current speed control. At present, these speed control methods are mainly manually controlled by the drivers and passengers, and it is difficult to achieve linear speed control. In addition, since multiple rail vehicles are circulated in a circular closed track, and each driver and passenger has different control timing during operation, the vehicle body is stranded in the downhill track area, or even collides, causing the entire facility to operate inefficiently or even unable to operate. In order to overcome the above drawbacks, automatic speed control is currently achieved through electrical control methods. However, it still faces the problems of complex installation and maintenance of various sensors and reliability of electrical components, which in turn increases operating costs to a certain extent. Utility Model Content

[0004] In order to solve the above problems, that is, to solve the existing speed control methods, which mainly include traditional friction speed control and magnetic eddy current effect speed control, and currently these speed control methods are mainly manual expansion by drivers and passengers, it is difficult to achieve linear speed control, and it is difficult to ensure that the braking operation timing of each driver and passenger is consistent, the utility model proposes a rail vehicle magnetic eddy current speed control structure, and the specific technical solution is as follows:

[0005] A rail vehicle magnetic eddy current speed control structure comprises a rotating shaft, the rotating shaft is equipped with wheels, and the wheels are installed on the rail;

[0006] A connecting block and a neodymium magnet block are installed on the rotating shaft on one side of the wheel. The neodymium magnet block and the connecting block are buckled to form a circular whole and can realize synchronous rotation with the wheel;

[0007] An aluminum plate is installed on the side of the track facing the neodymium magnet block, wherein the distance between the neodymium magnet block and the installation aluminum plate is such that when the neodymium magnet block rotates with the wheel, a magnetic eddy current effect is generated with the stationary installation aluminum plate, thereby achieving braking between the rail vehicle and the track.

[0008] Furthermore, an axial hole is provided at the center of the connecting block, which is mounted on the axial end of the rotating shaft and can rotate synchronously with the rotating shaft.

[0009] Furthermore, it also includes a stainless steel binding shell, and the binding shell is arranged on the outer side of the neodymium magnet block and the connecting block to radially fix the two.

[0010] Furthermore, the binding shell is a two-petal structure and a groove-shaped structure. The connecting block and the neodymium magnet block can be fixed in the groove and fixedly connected by bolts and nuts. After buckling, the connecting block and the neodymium magnet block are axially fixed.

[0011] Furthermore, a flange nut is installed on one side of the connection block for fixing, and a stopper sleeve is used on the other side to abut against the shoulder of the rotating shaft for axial fixing.

[0012] Furthermore, a rubber gasket is installed on the contact surface between the neodymium magnet block and the flange nut.

[0013] Furthermore, gaskets of different thicknesses are provided between the rotating shaft shoulder and the connecting block, so as to adjust the distance between the neodymium magnet block and the aluminum plate.

[0014] Furthermore, the neodymium magnet block and the connecting block are both fan-shaped structures that can be spliced ​​into a full circle, and the fan-shaped ratio of the neodymium magnet block and the connecting block can be adjusted.

[0015] The beneficial technical effect of the utility model is as follows: the utility model provides a neodymium magnet block that rotates synchronously with the wheel at the end of the shaft, and an aluminum plate at the side end of the track where the rail car travels. After the rail car is set on the track, the neodymium magnet block and the aluminum plate maintain a distance that can produce a magnetic eddy current effect. When the rail car is traveling at a slow speed, the magnetic eddy current effect produced by the neodymium magnet block and the aluminum plate is weak, so the braking effect is not obvious. When the rail car enters the sliding downhill section, the faster the neodymium magnet block rotates, the faster the relative speed between the neodymium magnet block and the aluminum plate is, the higher the frequency of the effect is produced, the greater the magnetic eddy current effect is, and therefore the more obvious the braking effect is. It can be further known that this braking is automatically executed by the rail car entering the downhill route. Each rail car will brake at the same position when it reaches the designated track section, thereby avoiding various disadvantages caused by manual braking, that is, it also avoids the problem of vehicle body detention in the downhill track area, thereby avoiding the collision of the vehicle body when going downhill, and improving the operation efficiency of the rail car. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the structure of an implementation method of the utility model;

[0017] Figure 2 for Figure 1 Exploded diagram of

[0018] Figure 3 for Figure 2Enlarged view of the center circle.

[0019] Figure 1, wheel; 2, neodymium magnet block; 4, binding shell; 5, rotating shaft; 6, connecting block; 7, stopper sleeve; 8, flange nut; 9, track; 10, aluminum plate; 11, bolt; 12, nut. DETAILED DESCRIPTION

[0020] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0021] A rail vehicle magnetic eddy current brake structure includes a rotating shaft 5 connected to a wheel 1 and rotating synchronously, a non-circular connecting block 6 is installed on the transmission shaft located on one side of the wheel 1, and an axial hole is opened in the center of the connecting block 6, which is installed at the end of the rotating shaft 5 and can rotate synchronously with the shaft.

[0022] It also includes a non-circular neodymium magnet block 2, which can be radially engaged with the connecting block 6 to form a circular structure.

[0023] Due to the brittle nature and welding properties of neodymium magnets, it is not convenient to use bolts or welding with other parts (rotating shaft 5 or connecting block 6). Therefore, in this example, in order to achieve the fixed installation of neodymium magnet block 2, connecting block 6 is used as an intermediate connecting piece for connection. The reason why connecting block 6 and neodymium magnet block 2 are snapped into a circle is to avoid the centrifugal force generated during rotation, which causes the transmission shaft to shake and the vehicle body to vibrate.

[0024] In the present application, there are two fixing methods for the connection block 6 and the neodymium magnet block 2 to be fastened together:

[0025] The first method is to set a strap on the outside of the connecting block 6 and the neodymium magnet block 2 to securely connect the two by binding force. However, this method requires opening a mounting groove on the outside of the connecting block 6 and the neodymium magnet block 2 to axially fix the strap to prevent the strap from detaching.

[0026] The second method is to make a stainless steel binding shell 4, and the connecting block 6 and the neodymium magnet 2 are wrapped with the binding shell 4. In the present application, the binding shell 4 is a sheet metal structure, which is wrapped around the connecting block 6 and the neodymium magnet 2 by bending to realize that the two are an integral structure; in addition, it is preferred that the shell can be arranged into two bodies, which can be radially split, and the two binding shells 4 are connected by fasteners such as bolts, so that the connecting block 6 and the neodymium magnet block 2 can be fixed together, so that disassembly and assembly are convenient, and pre-tightening and clamping can be performed by the connecting parts. This pre-tightening force can also realize the axial fixation of the two, avoiding the noise caused by the shaking of the neodymium magnet 2 and the bent end in the first bending fixation form.

[0027] Furthermore, in order to prevent the connection block 6 and the neodymium magnet block 2 from rotating relative to the binding shell 4, a limited rotation structure is provided between the connection block 6 and the binding shell 4 in the circumferential direction to limit the rotation between the two. It should be noted that only the limited rotation structure is provided between the connection block 6 and one binding shell 4, while the limited rotation structure is not provided between the neodymium magnet block 2 and the other binding shell 4, so that the transmission of the binding force of the two binding shells 4 can be utilized. It is more conducive to pre-tightening installation.

[0028] In addition, in the present application, in order to maintain the axial positioning and fixation of the connecting block 6, and further to realize the axial fixation of the connecting block 6 and the neodymium magnet block 2, the two sides are fixed separately, that is, a flange nut 8 is used on one side, and a stop sleeve 7 abutting against the shoulder of the rotating shaft 5 is used on the other side for axial fixation. At the same time, this axial force can also assist in circumferential fixation.

[0029] In addition, in order to realize the transmission of circumferential force between the transmission shaft 5 and the connecting block 6, the transmission shaft 5 and the connecting block 6 are connected by a key. The reason why the transmission force end is set on the connecting block 6 in this technology is also to avoid damage to the neodymium magnet block 2.

[0030] In this example, in order to prevent the axial pre-tightening force of the flange nut 8 from being too large and fracturing the neodymium magnet block 2, a rubber gasket can be installed on the pressure surface of the neodymium magnet block 2.

[0031] In summary, in order to solve the technical problems defined in this application, this application also includes an aluminum plate 10, which is installed on the rail plate 9. After installation, a certain distance is set between the aluminum plate 10. This distance should ensure that the neodymium magnet block 2 and the aluminum plate 10 have a magnetic eddy current reaction (in this example, the magnetic eddy current damping effect is mainly used for deceleration braking). In addition, this distance should avoid contact and interference with the track when the vehicle body turns.

[0032] Furthermore, the distance between the neodymium magnet block 2 and the aluminum plate 10 can be adjusted, so that it can be applied to different working conditions and is convenient for on-site installation and commissioning. Specifically, it can be achieved by adding gaskets of different thicknesses in the axial direction of the connecting block 6.

[0033] During the installation process, the distance between the neodymium magnet block 2 and the aluminum plate 10 in the pre-braking section is mainly ensured, and the braking section can be set as a straight track section to ensure that the distance between the neodymium magnet block 2 and the aluminum plate 10 is maintained while generating the eddy current effect.

[0034] What is explained here is the magnetic eddy current effect of the neodymium magnet block 2 and the aluminum plate 10 in this technology. The distance between the neodymium magnet block 2 and the aluminum plate 10 is fixed, but the magnetic effect of the two is produced by rotating the neodymium magnet block 2 and alternating positions with the aluminum plate 10. Therefore, the slower the neodymium magnet block 2 rotates, that is, the lower the frequency of the magnetic eddy current effect with the aluminum plate 10 at a relatively low speed, and the magnetic eddy current effect is relatively weak. On the downhill section, the neodymium magnet block 2 rotates quickly, and the frequency of the magnetic eddy current effect with the aluminum plate 10 is high, and the magnetic eddy current effect is strong, which brakes the rail car. Therefore, the braking and deceleration effect is more obvious.

[0035] In addition, the neodymium magnet block 2 and the connecting block 6 in the present application are both fan-shaped structures that can be spliced ​​into a full circle, and the fan-shaped ratio of the neodymium magnet block 2 and the connecting block 6 can be adjusted, so the effective range of the neodymium magnet block 2 can be controlled, the effective time can be changed, and the braking effect can be controlled.

[0036] The current neodymium magnet block 2 is non-rotating, and the driver and passengers need to manually control the distance between the aluminum plate 10 and the neodymium magnet block 2 to produce an effect, and during operation, it is difficult to achieve accurate braking after each car reaches the specified position due to the different control timing of each driver and passenger. In this application, the side end of the neodymium magnet block 2 always maintains a certain distance from the side end of the aluminum plate 1. During normal driving, the neodymium magnet block 2 and the aluminum plate 10 also rotate relatively, and the speed is low. The magnetic eddy current effect produced by the neodymium magnet block 2 and the aluminum plate 10 is very weak and hardly affects normal driving. However, when the speed is too fast, the frequency of the magnetic effect produced by the neodymium magnet block 2 and the aluminum plate 10 increases, and the magnetic eddy current effect also becomes stronger. Therefore, the faster the speed, the greater the magnetic eddy current effect, and then the car on the same track arrives at the designated braking position for automatic magnetic eddy current effect deceleration, thereby avoiding the disadvantages caused by manual braking. That is, it also avoids the problem of car body retention in the downhill track area, thereby avoiding the collision of the car body when going downhill, and improving the operation efficiency of the rail car.

[0037] It should be noted that the eddy current effect produced by the neodymium magnet block 2 and the aluminum plate 10 is a prior art technology, and is currently used by the German company Weigang on rail vehicles, but the structure is different from that in the present application.

[0038] Although the present invention has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced with equivalents without departing from the scope of the present invention. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there is no structural conflict. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

[0039] In the description of the present invention, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings, which are only for the convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0040] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0041] The term "comprise" or any other similar term is intended to cover a non-exclusive inclusion, such that a process, article, or apparatus / device that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, article, or apparatus / device.

[0042] So far, the technical solution of the present invention has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A magnetic eddy current speed control structure for a rail vehicle, the speed control structure comprising a rotating shaft (5), the rotating shaft (5) being provided with a wheel (1), the wheel (1) being provided on a rail (9); characterized in that: A connecting block (6) and a neodymium magnet block (2) are mounted on a rotating shaft (5) on one side of the wheel (1); the neodymium magnet block (2) and the connecting block (6) are engaged with each other to form a circular whole and can rotate synchronously with the wheel (1); An aluminum plate (10) is installed on the side of the track (9) facing the neodymium magnet block (2), wherein the distance between the neodymium magnet block (2) and the installation aluminum plate (10) is such that when the neodymium magnet block (2) rotates with the wheel (1), a magnetic eddy current effect is generated with the stationary installation aluminum plate (10), thereby achieving braking between the rail vehicle and the track.

2. A rail vehicle magnetic eddy current speed control structure according to claim 1, characterized in that: The connecting block (6) has an axial hole at its center, is mounted on the axial end of the rotating shaft (5), and is capable of rotating synchronously with the rotating shaft (5).

3. A rail vehicle magnetic eddy current speed control structure according to claim 1, characterized in that: It also comprises a stainless steel binding shell (4), and the binding shell (4) is arranged outside the neodymium magnet block (2) and the connecting block (6) to fix the two radially.

4. A rail vehicle magnetic eddy current speed control structure according to claim 3, characterized in that: The binding shell (4) is a two-flap structure and a slot-shaped structure. The connecting block (6) and the neodymium magnet block (2) can be fixed in the slot and fixedly connected by bolts (11) and nuts (12). After being buckled, the connecting block (6) and the neodymium magnet block (2) are axially fixed.

5. The rail vehicle magnetic eddy current speed control structure according to claim 3, characterized in that: The connecting block (6) is fixed by installing a flange nut (8) on one side and axially fixed by using a stopper sleeve (7) resting on the shoulder of the rotating shaft (5) on the other side.

6. A rail vehicle magnetic eddy current speed control structure according to claim 5, characterized in that: A rubber gasket is installed on the contact surface between the neodymium magnet block (2) and the flange nut (8).

7. A rail vehicle magnetic eddy current speed control structure according to claim 5, characterized in that: Gaskets of different thicknesses are provided between the shaft shoulder of the rotating shaft (5) and the connecting block (6), so as to adjust the distance between the neodymium magnet block (2) and the aluminum plate (10).

8. The rail vehicle magnetic eddy current speed control structure according to claim 1, characterized in that: The neodymium magnet block (2) and the connecting block (6) are both fan-shaped structures that can be spliced ​​into a full circle, and the fan-shaped ratio of the neodymium magnet block (2) and the connecting block (6) can be adjusted.

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