Suspension type monorail vehicle braking system and air rail transportation system

Abstract

The utility model relates to the technical field of suspension type monorail system braking, in particular to a suspension type monorail vehicle braking system and an air rail transportation system.The suspension type monorail vehicle braking system comprises an electric braking system, a tread braking mechanism and a top rail braking mechanism, the linear motor is used for driving and braking a vehicle, the tread braking system comprises a tread braking piece and a tread braking driving mechanism, the tread braking driving mechanism is used for controlling the tread braking piece to act on wheel treads of the vehicle so as to generate braking force, and the top rail braking system comprises a top rail braking piece and a top rail braking driving mechanism. And the top rail brake driving mechanism is used for controlling the top rail brake component to act on the friction plate on the rail beam so as to generate brake force. According to the utility model, the requirements of emergency braking and safe parking of the vehicle under the working condition of a long ramp can be met.

Description

Technical Field

[0001] This utility model relates to the field of braking technology for suspended monorail systems, specifically to a suspended monorail vehicle braking system and an air rail transport system. Background Technology

[0002] Suspended monorail trains have the advantages of small footprint, minimal impact on the urban environment, high speed, smooth operation, and strong adaptability, making them highly promising for application. Currently, some suspended monorail systems use short-stator linear motors for drive, with traction directly provided by the short-stator linear motor traction system. This is not constrained by the wheel-rail relationship, resulting in strong climbing ability and a small turning radius. Braking is generally achieved through electric braking, which is implemented by the linear motor. This braking method is independent of wheel-rail adhesion and can achieve conventional speed regulation and deceleration control, meeting the speed regulation performance requirements for downhill sections on conventional slopes. However, for long slopes, electric braking alone cannot meet the requirements for emergency braking and parking safety. Utility Model Content

[0003] The purpose of this utility model is to address the shortcomings of existing technologies by providing a suspended monorail vehicle braking system and an air rail transport system that meets the requirements for emergency braking and safe parking of vehicles on long slopes.

[0004] To address the aforementioned technical problems, in a first aspect, this utility model provides a suspended monorail vehicle braking system, comprising an electric braking system, a tread braking mechanism, and a top rail braking mechanism. The electric braking system includes a linear motor for driving and braking the vehicle. The tread braking system includes a tread brake component and a tread brake drive mechanism, which controls the tread brake component to act on the wheel tread of the vehicle to generate braking force. The top rail braking system includes a top rail brake component and a top rail brake drive mechanism, which controls the top rail brake component to act on friction pads on the track beam to generate braking force.

[0005] The electric braking system of this utility model serves as a common braking system, a braking mode applied to vehicles during normal operation. The principle of common braking is that electric braking takes priority. The tread braking mechanism can directly act on the wheels, used for low-speed compensation of electric brake fade, holding braking, emergency braking, and parking braking during conventional braking. The top rail braking mechanism acts on the track beam. As a braking method independent of wheel-rail adhesion, the top rail braking mechanism is used for emergency braking and parking braking of the vehicle, meeting the requirements for emergency braking and safe parking of vehicles on long slopes.

[0006] Furthermore, the tread brake drive mechanism includes a tread brake cylinder, a piston and a sealing cavity are provided inside the tread brake cylinder, the sealing cavity is located on one side of the piston, the tread brake component is located on the other side of the piston and connected to the piston, a restoring elastic component is provided inside the sealing cavity, one end of the restoring elastic component is connected to the cylinder wall of the tread brake cylinder, and the other end of the restoring elastic component is connected to the piston, an air inlet is provided on the tread brake cylinder, the air inlet is used to fill the sealing cavity with compressed air, and the piston is pushed by the compressed air, thereby pushing the tread brake component to act on the wheel tread of the vehicle.

[0007] The tread braking system of this utility model adopts air braking. Compressed air pushes the piston, which in turn pushes the tread braking component to act on the wheel tread of the vehicle, thereby generating braking force. By setting a restoring elastic component, when the compressed air in the tread braking cylinder is discharged, the piston returns to the initial position under the action of the restoring elastic component.

[0008] Furthermore, the piston includes a piston body and a push block. The push block is arranged on the side of the piston away from the sealing cavity. The width of the push block gradually decreases from the end near the piston body to the end away from the piston body. The tread brake includes a push rod and a brake shoe. The push rod is arranged perpendicular to the piston movement direction and is slidably connected to the tread brake cylinder. A roller is rotatably mounted on the push rod. One side of the push block abuts against the roller. The push block pushes the push rod through the roller. A relief elastic element is sleeved on the push rod. One end of the relief elastic element is connected to the push rod, and the other end of the relief elastic element is connected to the tread brake cylinder. The relief elastic element is used to achieve relief.

[0009] The piston of this invention uses a variable-width pusher block to push the brake shoe on the push rod for braking. The pusher block has the function of amplifying the thrust, ensuring the braking effect. In addition, the pusher block and the push rod have rolling friction, which reduces the wear on the pusher block. Furthermore, by setting a relief elastic element, when the compressed air in the tread brake cylinder is discharged, the piston returns to the initial position under the action of the recovery elastic element, and the push rod also returns to the initial position under the action of the relief elastic element.

[0010] Furthermore, the tread brake cylinder is provided with a limiting part corresponding to the roller. The limiting part is rotatably connected to the cylinder wall of the tread brake cylinder. The two sides of the push block abut against the roller and the limiting part respectively. The side of the push block that abuts against the limiting part is parallel to the piston movement direction, and the side of the push block that abuts against the roller is inclined to the piston movement direction.

[0011] The two sides of the push block of this utility model abut against the roller and the limiting part respectively, so that when the push block pushes the push rod, the reaction force acts on the limiting part, which is beneficial to increasing the magnitude of the pushing force of the push block and avoiding damage to the piston caused by the torque.

[0012] Furthermore, two rollers are symmetrically arranged on the push rod, and the piston includes two symmetrically arranged push blocks, with the two push blocks corresponding to the two rollers.

[0013] This invention, by setting two symmetrical push blocks, can both increase the braking force and ensure braking stability.

[0014] Furthermore, the push block is wedge-shaped.

[0015] Secondly, this utility model provides an air rail transport system, including a track beam and a bogie. The track beam is a closed box-shaped structure. Two tracks are arranged on the bottom surface inside the track beam. The bogie is arranged between the two tracks. Wheels are arranged on the bogie and on the tracks. One end of the bogie extends downward out of the track beam. A tread braking mechanism and a top rail braking mechanism are both arranged on the bogie. The tread braking mechanism is arranged inside the track beam and close to the wheels. The top rail braking mechanism is arranged outside the track beam and close to the bottom of the track beam. Friction pads are arranged at the bottom of the track beam for cooperating with the top rail braking mechanism.

[0016] This invention avoids external influences on the tread braking mechanism through wheel braking by arranging the wheel and tread braking mechanism inside the track beam. It also reduces external influences on the top rail braking mechanism through friction pad braking by arranging the top rail braking mechanism below the track beam. Furthermore, the two mechanisms are independent of each other and do not interfere with each other, thus providing safety redundancy.

[0017] Furthermore, the track beam includes a top plate and two web plates, the two web plates are arranged in parallel and symmetrically, the upper ends of the two web plates are fixedly connected to the top plate, and the lower ends of the two web plates are fixedly provided with traveling plates. The track is arranged inside the traveling plates, the friction plates are arranged outside the traveling plates, and annular stiffening ribs are provided on the outer sides of the top plate, web plates, and traveling plates. The annular stiffening ribs are evenly arranged along the length of the track beam. Support brackets are provided on the outer sides of the web plates near both ends, and bottom stiffening ribs are provided on the outer sides of the traveling plates near both ends.

[0018] The track beam of this utility model improves the integrity between the top plate, web plate, and traveling plate by setting annular stiffening ribs, thereby increasing the structural strength of the track beam. By setting support brackets and bottom stiffening ribs, the strength of the connection between two adjacent track beams is ensured to meet the requirements.

[0019] Furthermore, a secondary induction track is provided on the top surface of the track beam, a motor bracket is provided on the top of the bogie, and a linear motor is provided on the motor bracket. The linear motor is used to drive the vehicle in conjunction with the secondary induction track.

[0020] The linear motor of this invention is mounted on the top of the bogie, and the secondary induction track is mounted on the top surface inside the track beam. The structure is compact, and the linear motor and the secondary induction track are not affected by external interference.

[0021] Thirdly, this utility model provides a braking method for an air rail transport system, comprising:

[0022] Service braking: During normal operation, the train uses service braking, with the electric braking system providing braking force in priority. When insufficient electric braking is detected, the tread braking mechanism supplements or replaces it.

[0023] Emergency braking: When the controller receives an emergency braking command, it automatically cuts off the electric braking system, de-energizes the emergency solenoid valve of the braking control device, and the compressed air in the brake reservoir is adjusted by the electronic empty and loaded vehicle valve to form the pre-control pressure of the brake cylinder. The compressed air in the brake reservoir enters the tread brake cylinder and the top rail brake cylinder to generate braking pressure that meets the emergency braking force requirements.

[0024] Rapid braking: When the controller receives a rapid braking command, it will prioritize the braking force provided by the electric braking system, and supplement the insufficient force by the tread braking mechanism.

[0025] Maintain Braking: After the vehicle stops, when the sensor detects that the vehicle's slope is greater than the preset slope, it sends a maintain braking command to the controller. The controller controls the tread braking mechanism to continuously apply braking force to the vehicle to maintain braking. When the vehicle starts, if the traction force is greater than the maintaining braking force, the maintain braking is released.

[0026] The tread braking mechanism and top rail braking mechanism of this utility model can realize emergency braking, braking force supplementation, and anti-slipping of vehicles on steep slopes.

[0027] The beneficial effects of this invention are as follows: The tread friction brake of this invention is used for low-speed compensation of electric brake fade, holding brake, emergency braking, and parking brake during conventional braking processes. The top rail friction brake, as a braking method independent of wheel-rail adhesion, is used for emergency braking and parking brake of the train, and can still ensure the train's parking safety along the entire line even if any brake fails. It meets the requirements for emergency braking and safe parking of vehicles on long gradients. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of the air rail transportation system of this utility model;

[0029] Figure 2 This is a side view of the bogie of this utility model;

[0030] Figure 3 This is a front view of the bogie of this utility model;

[0031] Figure 4 This is a schematic diagram of the tread braking mechanism of this utility model;

[0032] Figure 5 This is a side view of the bogie frame of this utility model;

[0033] Figure 6 This is an elevation view of the track beam of this utility model;

[0034] Figure 7 This is a cross-sectional view of the end of the track beam of this utility model.

[0035] Reference numerals: 1. Electric braking system; 11. Linear motor; 12. Secondary induction track;

[0036] 2. Tread brake mechanism; 21. Tread brake cylinder; 22. Piston body; 23. Push block; 24. Sealing cavity; 25. Push rod; 26. Roller; 27. Limiting part; 28. Brake shoe;

[0037] Top rail braking mechanism 3;

[0038] Track beam 4; top plate 41; web plate 42; traveling plate 43; annular stiffening rib 44; support bracket 45; bottom stiffening rib 46;

[0039] Bogie 5; Wheel 51; First mounting base 52; Second mounting base 53. Detailed Implementation

[0040] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0041] like Figure 1 , 2 As shown, this utility model provides a suspended monorail vehicle braking system, including an electric braking system 1, a tread braking mechanism 2, and a top rail braking mechanism 3. The electric braking system 1 includes a linear motor 11 and a secondary induction rail 12. The linear motor 11 and the secondary induction rail 12 cooperate to drive and brake the vehicle. The tread braking system includes a tread brake component and a tread brake drive mechanism. The tread brake drive mechanism is used to control the tread brake component to act on the tread of the vehicle's wheel 51 to generate braking force. The top rail braking system includes a top rail brake component and a top rail brake drive mechanism. The top rail brake drive mechanism is used to control the top rail brake component to act on the friction pads on the track beam 4 to generate braking force.

[0042] The electric braking system 1 of this utility model serves as a regular braking system, a braking mode applied to the vehicle during normal operation. The principle of regular braking is that electric braking takes priority. Electric braking is achieved by a linear motor 11 and is a braking method independent of wheel-rail adhesion. It can realize the train's conventional speed regulation and deceleration control, and meet the speed regulation performance requirements during the descent process on the steepest slope. The tread braking mechanism 2 can directly act on the wheels 51 and is used for low-speed compensation of electric braking fade, holding braking, emergency braking, and parking braking during the conventional braking process. The top rail braking mechanism 3 acts on the track beam 4. As a braking method independent of wheel-rail adhesion, the top rail braking mechanism 3 is used for emergency braking and parking braking of the vehicle, meeting the requirements for emergency braking and safe parking of the vehicle under long slope conditions.

[0043] Furthermore, such as Figure 4 As shown, the tread brake drive mechanism includes a tread brake cylinder 21, within which a piston and a sealed cavity 24 are disposed. The sealed cavity 24 is located on one side of the piston, and the tread brake component is located on the other side of the piston and connected to it. A restoring elastic component is disposed within the sealed cavity 24. One end of the restoring elastic component is connected to the cylinder wall of the tread brake cylinder 21, and the other end is connected to the piston. An air inlet is provided on the tread brake cylinder 21 for filling the sealed cavity 24 with compressed air. The piston is pushed by the compressed air, thereby pushing the tread brake component to act on the tread of the vehicle's wheel 51. The restoring elastic component is not located within the sealed cavity 24. Figure 4 As illustrated in the diagram, in some embodiments, the restoring elastic element includes a restoring spring and a guide sleeve. The guide sleeve is fixed to the top of the tread brake cylinder 21. A piston rod is provided on the piston, and the piston rod is inserted into the guide sleeve and slidably connected to the guide sleeve. The restoring spring is sleeved on the guide sleeve and the piston rod. The two ends of the restoring spring are fixedly connected to the tread brake cylinder 21 and the piston, respectively. The guide sleeve can ensure the stability of the piston movement.

[0044] The tread braking system of this utility model adopts air braking. Compressed air pushes the piston, which in turn pushes the tread braking component to act on the tread of the vehicle wheel 51, thereby generating braking force. By setting a restoring elastic component, when the compressed air in the tread braking cylinder 21 is discharged, the piston returns to the initial position under the action of the restoring elastic component.

[0045] Furthermore, such as Figure 4As shown, the piston includes a piston body 22 and a push block 23. The push block 23 is arranged on the side of the piston away from the sealing cavity 24. The width of the push block 23 gradually decreases from the end near the piston body 22 to the end away from the piston body 22. The tread brake includes a push rod 25 and a brake shoe 28. The push rod 25 is arranged perpendicular to the piston movement direction and is slidably connected to the tread brake cylinder 21. A roller 26 is rotatably mounted on the push rod 25. One side of the push block 23 abuts against the roller 26. The push block 23 pushes the push rod 25 through the roller 26. A release elastic element is sleeved on the push rod 25. One end of the release elastic element is connected to the push rod 25, and the other end of the release elastic element is connected to the tread brake cylinder 21. The release elastic element is used to achieve release. Figure 4 The relief elastic element is not shown in the figure. In some embodiments, the relief elastic element includes a relief spring. A limiting ring is provided on the push rod 25. One end of the relief spring abuts against the limiting ring of the push rod 25, and the other end of the relief spring abuts against the tread brake cylinder 21.

[0046] The piston of this invention uses a variable-width push block 23 to push the brake shoe 28 on the push rod 25 for braking. The push block 23 has the function of amplifying the thrust, ensuring the braking effect. In addition, the push block 23 and the push rod 25 have rolling friction, which reduces the wear on the push block 23. Furthermore, by setting a relief elastic element, when the compressed air in the tread brake cylinder 21 is discharged, the piston returns to the initial position under the action of the recovery elastic element, and the push rod 25 also returns to the initial position under the action of the relief elastic element.

[0047] Furthermore, such as Figure 4 As shown, a limiting part 27 corresponding to the roller 26 is provided inside the tread brake cylinder 21. The limiting part 27 is rotatably connected to the cylinder wall of the tread brake cylinder 21. The two sides of the pushing block 23 abut against the roller 26 and the limiting part 27 respectively. The side of the pushing block 23 that abuts against the limiting part 27 is parallel to the piston movement direction, while the side of the pushing block 23 that abuts against the roller 26 is inclined to the piston movement direction. The limiting part 27 can also adopt the same structure as the roller 26, so that the pushing block 23 and the limiting part 27 also have rolling friction, reducing the friction of the pushing block 23 and improving its service life.

[0048] The two sides of the push block 23 of this utility model abut against the roller 26 and the limiting part 27 respectively, so that when the push block 23 pushes the push rod 25, the reaction force acts on the limiting part 27, which is beneficial to increase the magnitude of the pushing force of the push block 23 and avoid damage to the piston caused by the torque.

[0049] Furthermore, two rollers 26 are symmetrically arranged on the push rod 25, and the piston includes two symmetrically arranged push blocks 23, which are arranged corresponding to the two rollers 26.

[0050] This invention, by setting two symmetrical push blocks 23, can both increase the braking force and ensure braking stability.

[0051] Furthermore, the push block 23 is wedge-shaped. The push block 23 can be welded or threaded onto the piston body 22.

[0052] The top rail braking mechanism 3 adopts the same structure as the tread braking mechanism 2.

[0053] like Figure 1 As shown, this utility model provides an air rail transportation system, including a track beam 4 and a bogie 5, as follows. Figure 7 As shown, track beam 4 is a closed box-shaped structure, as... Figure 1 As shown, two tracks are arranged on the bottom surface of the track beam 4, and the bogie 5 is arranged between the two tracks. Wheels 51 are mounted on the bogie 5 and are positioned on the tracks. One end of the bogie 5 extends downwards from the track beam 4. The tread braking mechanism 2 and the top rail braking mechanism 3 are both mounted on the bogie 5. Figure 2 As shown, the tread braking mechanism 2 is arranged inside the track beam 4 and close to the wheel 51, as follows: Figure 3 As shown, the top rail braking mechanism 3 is arranged outside the track beam 4 and near the bottom of the track beam 4. Friction plates are installed at the bottom of the track beam 4 to cooperate with the top rail braking mechanism 3, as shown. Figure 5 As shown, a first mounting seat 52 and a second mounting seat 53 are provided on the bogie 5. The top rail braking mechanism 3 is fixed to the bogie 5 through the first mounting seat 52, and the tread braking mechanism 2 is fixed to the bogie 5 through the second mounting seat 53.

[0054] This utility model avoids the influence of external factors on the braking of the tread braking mechanism 2 through the wheel 51 by arranging the wheel 51 and the tread braking mechanism 2 inside the track beam 4. By arranging the top rail braking mechanism 3 below the track beam 4, the influence of external factors on the braking of the top rail braking mechanism 3 through the friction pads can be reduced. Furthermore, the two are independent of each other and do not interfere with each other, thus providing safety redundancy.

[0055] Furthermore, such as Figure 6 , 7 As shown, the track beam 4 includes a top plate 41 and two web plates 42. The two web plates 42 are arranged in parallel and symmetrically. The upper ends of the two web plates 42 are fixedly connected to the top plate 41. The lower ends of the two web plates 42 are fixedly provided with traveling plates 43. The track is arranged inside the traveling plates 43, and the friction plates are arranged outside the traveling plates 43. Annular stiffening ribs 44 are provided on the outer sides of the top plate 41, web plates 42, and traveling plates 43. The annular stiffening ribs 44 are evenly arranged along the length of the track beam 4. Support brackets 45 are provided on the outer sides of the web plates 42 near both ends, and bottom stiffening ribs 46 are provided on the outer sides of the traveling plates 43 near both ends.

[0056] The track beam 4 of this utility model improves the integrity between the top plate 41, web plate 42, and traveling plate 43 by setting annular stiffening ribs 44, thereby improving the structural strength of the track beam 4. By setting support brackets 45 and bottom stiffening ribs 46, the strength of the connection between two adjacent track beams 4 is ensured to meet the requirements.

[0057] Furthermore, such as Figure 1 As shown, a secondary induction track 12 is installed on the top surface of the track beam 4, and a motor bracket is installed on the top of the bogie 5. A linear motor 11 is installed on the motor bracket, and the linear motor 11 is used to drive the vehicle in conjunction with the secondary induction track 12.

[0058] The linear motor 11 of this invention is mounted on the top of the bogie 5, and the secondary induction track 12 is mounted on the top surface inside the track beam 4. The structure is compact, and the linear motor 11 and the secondary induction track 12 are not affected by external interference.

[0059] Based on the above-described air rail transport system, this utility model also provides a braking method for the air rail transport system, comprising:

[0060] Service braking: The train uses service braking during normal operation, with electric braking system 1 providing priority braking force. When insufficient electric braking is detected, tread braking mechanism 2 supplements or replaces it.

[0061] Emergency braking: When the controller receives an emergency braking command, it automatically cuts off the electric braking system 1, the emergency solenoid valve of the braking control device is de-energized, the pressure air in the brake reservoir is adjusted by the electronic empty and loaded car valve to form the pre-control pressure of the brake cylinder, and the compressed air in the brake reservoir enters the tread brake cylinder 21 and the top rail brake cylinder to generate braking pressure that meets the emergency braking force requirements.

[0062] Rapid braking: When the controller receives a rapid braking command, it will prioritize the braking force provided by the electric braking system 1, and supplement the insufficient force by the tread braking mechanism 2.

[0063] Maintaining Brake: After the vehicle stops, when the sensor detects that the vehicle's slope is greater than the preset slope, it sends a command to the controller to maintain the brake. The controller controls the tread braking mechanism 2 to always apply braking force to the vehicle to maintain the brake. When the vehicle starts, when the traction force is greater than the braking force of the maintaining brake, the maintaining brake is released.

[0064] Parking Braking: Parking braking is jointly implemented by a tread brake mechanism 2 with spring energy storage and a top rail brake mechanism 3. Parking braking is hard-wired controlled. The train has parking brake application and release command lines. When the vehicle is stationary, the parking brake control valve in the brake control device can be operated via the parking brake control switch to apply or release the parking brake. If the vehicle is parked for an extended period and the overall air pressure leaks below a certain value, parking braking will be automatically applied. The final actuator for parking braking is the basic braking device. Each bogie 5 is equipped with a tread brake mechanism 2 with spring energy storage and a top rail brake mechanism 3, and is designed for manual release on one side of the vehicle.

[0065] The tread braking mechanism 2 and the top rail braking mechanism 3 of this utility model can realize emergency braking, braking force supplementation, and anti-slippage of vehicles on steep slopes.

[0066] Under adverse conditions such as an average deceleration of not less than 1.0 m / s² during emergency braking, a 60‰ gradient, and gale-force winds of level 11, even with the electric brake disengaged and one mechanical braking unit malfunctioning, the emergency braking ratio (GEBR) of the vehicle can still reach 0.15 m / s², ensuring that the train can still brake effectively. In addition, when the train is parked, a combined braking mode of tread braking and top rail braking is adopted. Under conditions of a 60‰ gradient and gale-force winds of level 16, the parking safety factor is not less than 1.2, which can ensure the parking safety of the train throughout the entire line.

[0067] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A braking system for a suspended monorail vehicle, characterized in that: The system includes an electric braking system (1), a tread braking mechanism (2), and a top rail braking mechanism (3). The electric braking system (1) includes a linear motor (11) for driving and braking the vehicle. The tread braking system includes a tread brake component and a tread brake drive mechanism. The tread brake drive mechanism is used to control the tread brake component to act on the tread of the vehicle's wheel (51) to generate braking force. The top rail braking system includes a top rail brake component and a top rail brake drive mechanism. The top rail brake drive mechanism is used to control the top rail brake component to act on the friction pads on the track beam (4) to generate braking force.

2. The suspended monorail vehicle braking system according to claim 1, characterized in that: The tread brake drive mechanism includes a tread brake cylinder (21), a piston and a sealing cavity (24) are provided inside the tread brake cylinder (21), the sealing cavity (24) is provided on one side of the piston, the tread brake component is provided on the other side of the piston and connected to the piston, a restoring elastic component is provided inside the sealing cavity (24), one end of the restoring elastic component is connected to the cylinder wall of the tread brake cylinder (21), and the other end of the restoring elastic component is connected to the piston, an air inlet is provided on the tread brake cylinder (21), the air inlet is used to fill the sealing cavity (24) with compressed air, the piston is pushed by the compressed air, thereby pushing the tread brake component to act on the tread of the vehicle wheel (51).

3. The suspended monorail vehicle braking system according to claim 2, characterized in that: The piston includes a piston body (22) and a push block (23). The push block (23) is arranged on the side of the piston away from the sealing cavity (24). The width of the push block (23) gradually decreases from the end near the piston body (22) to the end away from the piston body (22). The tread brake includes a push rod (25) and a brake shoe (28). The push rod (25) is arranged perpendicular to the piston movement direction. The push rod (25) is slidably connected to the tread brake cylinder (21). A roller (26) is rotatably arranged on the push rod (25). One side of the push block (23) abuts against the roller (26). The push block (23) pushes the push rod (25) through the roller (26). A relief elastic element is sleeved on the push rod (25). One end of the relief elastic element is connected to the push rod (25), and the other end of the relief elastic element is connected to the tread brake cylinder (21). The relief elastic element is used to achieve relief.

4. The suspended monorail vehicle braking system according to claim 3, characterized in that: The tread brake cylinder (21) is provided with a limiting part (27) corresponding to the roller (26). The limiting part (27) is rotatably connected to the cylinder wall of the tread brake cylinder (21). The two sides of the push block (23) abut against the roller (26) and the limiting part (27) respectively. The side of the push block (23) that abuts against the limiting part (27) is parallel to the piston movement direction. The side of the push block (23) that abuts against the roller (26) is inclined to the piston movement direction.

5. The suspended monorail vehicle braking system according to claim 3, characterized in that: Two rollers (26) are symmetrically arranged on the push rod (25), and the piston includes two symmetrically arranged push blocks (23), which are arranged corresponding to the two rollers (26).

6. The suspended monorail vehicle braking system according to claim 3, characterized in that: The push block (23) is wedge-shaped.

7. A monorail transportation system with a suspended monorail vehicle braking system according to any one of claims 1 to 6, characterized in that: The system includes a track beam (4) and a bogie (5). The track beam (4) is a closed box structure. Two tracks are arranged on the bottom surface inside the track beam (4). The bogie (5) is arranged between the two tracks. Wheels (51) are arranged on the bogie (5). The wheels (51) are arranged on the tracks. One end of the bogie (5) extends downward from the track beam (4). The tread braking mechanism (2) and the top rail braking mechanism (3) are both arranged on the bogie (5). The tread braking mechanism (2) is arranged inside the track beam (4) and close to the wheels (51). The top rail braking mechanism (3) is arranged outside the track beam (4) and close to the bottom of the track beam (4). Friction pads are arranged at the bottom of the track beam (4). The friction pads are used to cooperate with the top rail braking mechanism (3).

8. The air rail transportation system according to claim 7, characterized in that: The track beam (4) includes a top plate (41) and two web plates (42). The two web plates (42) are arranged in parallel and symmetrically. The upper ends of the two web plates (42) are fixedly connected to the top plate (41). The lower ends of the two web plates (42) are fixedly provided with a traveling plate (43). The track is arranged inside the traveling plate (43), and the friction plate is arranged outside the traveling plate (43).

9. The air rail transportation system according to claim 8, characterized in that: The top plate (41), the web plate (42), and the traveling plate (43) are provided with annular stiffening ribs (44), which are evenly arranged along the length of the track beam (4). The web plate (42) is provided with support brackets (45) near both ends on the outer side, and the traveling plate (43) is provided with bottom stiffening ribs (46) near both ends on the outer side.

10. The air rail transportation system according to claim 7, characterized in that: A secondary induction track (12) is provided on the top surface of the track beam (4), and a motor bracket is provided on the top of the bogie (5). A linear motor (11) is provided on the motor bracket, and the linear motor (11) is used to cooperate with the secondary induction track (12) to drive the vehicle.

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