Magnetic speed reducing mechanism for folding and unfolding open wagon

Abstract

The utility model discloses a magnetic reducing mechanism for folding and unfolding an open wagon, which relates to the technical field of recreation facilities and comprises a frame and a fixed block fixedly connected to the frame, a magnetic connecting piece is rotatably connected to the fixed block and provided with two ends of a lever structure, one end of the magnetic connecting piece is provided with a limiting protrusion, and the other end of the magnetic connecting piece is fixedly connected with symmetrically arranged magnetic blocks. The limiting protrusion is provided with a clamping buckle in a matched mode, the clamping buckle is fixedly connected to the rotating shaft, the rotating shaft is elastically limited in the circumferential direction and keeps rotating acting force towards the limiting protrusion, a first clamping groove and a second clamping groove are formed in the limiting protrusion, the magnetic connecting piece has two extreme clamping positions and corresponds to the first clamping groove and the second clamping groove respectively, and the magnetic connecting piece extends to form a magnetic collision block. A shaft collision block extends from the rotating shaft, and the magnetic collision block and the shaft collision block are matched and provided with steps on the track. The utility model provides the magnetic reducing mechanism for retracting and releasing the gondola car, the retracting and releasing are free, the magnetic brake plays a role during speed reduction, and the magnetic brake can be retracted during normal operation so as to avoid influencing the speed and load of the gondola car.

Description

Technical Field

[0001] This utility model relates to the field of amusement facility technology, specifically to a magnetic deceleration mechanism for launching and retracting open-top vehicles. Background Technology

[0002] Amusement rides frequently require anti-tipping devices, such as anti-tipping devices for roller coasters' lifts and launch points; anti-fall devices for flying towers; and anti-tipping devices for log flumes. Common anti-tipping devices for roller coasters and log flumes include chain-mounted anti-tipping devices and magnetic / mechanical brake combinations; flying towers commonly use a combination of movable magnetic brakes and mechanical brakes. All of these anti-tipping solutions have some drawbacks: for example, chain-mounted anti-tipping devices rely on direct contact between the lifting chain and hooks, resulting in loud noise, rapid wear, and significant impact; another example is the magnetic / mechanical brake combination, where the movable magnetic brake does not brake during normal operation, but the system controls it to deploy for deceleration during a rollback, finally relying on the mechanical brake for final stopping; however, braking relies on system control, posing a risk of electrical failure and resulting in low safety; yet another example is the fixed magnetic / mechanical brake combination, where the fixed magnetic brake is active during both normal operation and rollback, with the mechanical brake ultimately stopping the rollback; however, this method incurs a significant additional load during normal operation. Utility Model Content

[0003] Technical problem to be solved by the utility model

[0004] The technical problem to be solved by this utility model is to provide a retractable magnetic deceleration mechanism for open wagons, which can be retracted and extended freely. When decelerating, the magnetic brakes are activated, and during normal operation, the magnetic brakes can be retracted to avoid affecting the speed and load of the open wagons.

[0005] Technical solution

[0006] To solve the above problems, the technical solution provided by this utility model is as follows:

[0007] A magnetic deceleration mechanism for retractable open wagons includes a frame and a fixed block fixed to the frame. A magnetic connector is rotatably connected to the fixed block. The magnetic connector has two ends with a lever structure. One end has a limiting protrusion, and the other end is fixed with symmetrically arranged magnetic blocks. The magnetic blocks have a gap in the middle for the passage of a deceleration component. A latching component is fitted to the limiting protrusion. The latching component is fixed to a rotating shaft. The rotating shaft has circumferential elastic limiting and maintains a rotational force toward the limiting protrusion. The limiting protrusion has a first latch and a second latch. The magnetic connector has two extreme latching positions corresponding to the first and second latches, respectively. A magnetic impact block extends from the magnetic connector, and an axle impact block extends from the rotating shaft. The magnetic impact block and the axle impact block are fitted onto a track with steps.

[0008] Reduced wear and noise: By using magnetic blocks instead of traditional mechanical contact to achieve the deceleration function, wear and noise problems caused by direct mechanical contact can be significantly reduced.

[0009] Enhanced safety: Physical mechanisms (such as magnetic and axle blocks combined with steps on the track) are used to trigger the deceleration mechanism, reducing reliance on electronic control systems, thereby lowering the risk of electrical failures and improving overall safety performance.

[0010] Reduced additional load: The magnetic block has a gap in the middle for the deceleration component to pass through. The magnetic connector can be flipped up to another extreme position when deceleration is not required. The magnetic block and shaft block will only play their role when deceleration is required, avoiding unnecessary energy loss and reducing the additional load during normal operation.

[0011] Enhanced flexibility: The limiting protrusion is equipped with slot one and slot two, which gives the magnetic connector two extreme locking positions. The working mode can be flexibly adjusted according to the actual situation, increasing the application range and adaptability of the device.

[0012] Increased reliability: The design of the rotating shaft being circumferentially elastically limited and maintaining the rotational force toward the limit protrusion ensures stable deceleration and positioning functions in at least one state, even without power supply, thus enhancing the passive safety of the system.

[0013] Easy operation and maintenance: Due to its relatively simple structure and its reliance on physical principles for operation, this may mean easier routine operation, inspection, and maintenance, which helps reduce long-term operating costs.

[0014] Optionally, the first slot and the second slot are separated by a protrusion, and in the two extreme engagement positions of the magnetic connector, the engagement force of the limiting protrusion is directed towards the protrusion.

[0015] Because of the clear physical separation between slot one and the protrusion, and between the protrusion and slot two, the magnetic connector can accurately switch between these two positions during operation, ensuring precise positioning of the device under different operating conditions. The locking force of the limiting protrusion is directed towards the protrusion, meaning that regardless of whether it's the first or second extreme locking position, the magnetic connector will experience a force pointing towards the protrusion. This design helps prevent accidental disengagement due to external forces, increasing the system's safety and stability. Because the system operates based on a mechanical structure rather than a complex electronic control system, it is easier to inspect and maintain, reducing potential points of failure. Due to the presence of the slots and protrusions, the magnetic connector can quickly and accurately position itself as needed, improving the overall device's response speed to emergencies (such as reversing) and further ensuring passenger safety.

[0016] Optionally, the groove wall of the first slot near the protruding side of the card slot is a straight wall.

[0017] When the step impacts the shaft block, the first groove can smoothly disengage from the limiting protrusion, avoiding jamming and other situations.

[0018] Optionally, the opening angle of the second slot is an obtuse angle.

[0019] The obtuse angle design makes the entrance to slot two more spacious, allowing the limiting protrusion to enter or exit slot two more smoothly. Compared to an acute angle design, the obtuse angle reduces resistance during entry, making operation easier and smoother, which is especially important in applications requiring rapid response or frequent state switching.

[0020] Optionally, the slot of the second slot is provided with a rounded corner structure.

[0021] The rounded corner structure effectively reduces friction and collision between the limiting protrusion and the edge of the slot when entering or leaving the second slot. This helps reduce component wear, extend equipment life, and maintain efficient operation for extended periods. Compared to sharp right-angled edges, the rounded corner design allows the limiting protrusion to enter and exit the second slot more smoothly, reducing potential resistance and jamming. This not only improves operational efficiency but also makes the entire process smoother and more stable.

[0022] Optionally, a tension spring is connected to the side of the rotating shaft, and the other end of the tension spring is connected to the frame.

[0023] The presence of a tension spring provides a continuous force to the rotating shaft in the direction of the limiting protrusion. This ensures that regardless of the shaft's position, a constant force attempts to pull it back to its initial or predetermined position. This helps improve the timeliness and accuracy of the system's response. By using a tension spring to keep the rotating shaft consistently under pressure towards the limiting protrusion, the impact of external factors (such as vibration and impact) on the system can be reduced to some extent, thereby enhancing the stability and reliability of the entire device during operation. When switching from one operating state to another (e.g., from slot one to slot two), the tension spring helps the rotating shaft complete the reset action more quickly. Once the original limiting condition is released, the tension spring pulls the rotating shaft back to the designated position rapidly, improving the system's reaction speed and operating efficiency.

[0024] Optionally, the tension springs are symmetrically arranged on both ends of the rotating shaft.

[0025] Symmetrically arranged tension springs provide balanced forces at both ends of the rotating shaft. This arrangement ensures that the rotating shaft does not skew or twist when subjected to tension spring forces, maintaining the linearity and stability of its operation and contributing to improved overall system accuracy and reliability.

[0026] Optionally, the magnetic connector is an inverted U-shape, with a magnetic block and a magnetic impact block at each end, and the middle section of the inverted U-shape is rotatably connected to the fixed block via a pin.

[0027] The magnetic connector has a magnetic block and a magnetic collision block at each end, which means that different functions can be accomplished by using magnetic force and physical collision at the same time during operation.

[0028] Optionally, the ends of the magnetic impact block and the shaft impact block are rounded.

[0029] When the magnetic or shaft-mounted impact blocks come into contact with components such as tracks, the rounded corners allow for smoother entry and exit from contact, reducing potential jamming. This is crucial for ensuring smooth system operation, especially in applications requiring rapid response or frequent state switching.

[0030] Beneficial effects

[0031] Compared with the prior art, the technical solution provided by this utility model has the following advantages:

[0032] The technical solution provided by this utility model improves safety. Traditional magnetic brake-mechanical brake combination anti-tipping devices rely on the system to control the braking of the moving magnetic brake, which carries the risk of electrical failure, thus affecting safety performance. In contrast, the magnetic connector mentioned in this utility model has two extreme locking positions, each corresponding to a different slot. This means that even without a power supply, stable deceleration and positioning functions can be guaranteed in at least one state, enhancing the passive safety of the system. Fixed magnetic brake-mechanical brake combination anti-tipping devices impose additional load on the system during normal operation because the fixed magnetic brake is active regardless of whether deceleration is required. In this utility model, the magnetic block can be retracted, providing necessary deceleration protection without affecting normal driving and reducing unnecessary energy loss. The circumferential elastic limit of the rotating shaft and the rotational force maintained towards the limit protrusion allow the entire device to flexibly adjust its working mode (i.e., slot one or slot two) according to actual needs, providing more selectivity and adaptability for applications in different scenarios. By using physical properties (such as magnetic force) rather than relying entirely on an electronic control system for critical safety operations, the safety hazards caused by electronic failures are reduced, improving the overall system reliability and stability. Attached Figure Description

[0033] Figure 1A schematic diagram of the structure of a magnetic deceleration mechanism for opening and closing open wagons, as proposed in an embodiment of this utility model. Figure 1 ;

[0034] Figure 2 An enlarged view of the latching part of a magnetic deceleration mechanism for opening and closing open wagons, as proposed in an embodiment of this utility model;

[0035] Figure 3 A schematic diagram of the structure of a magnetic deceleration mechanism for opening and closing open wagons, as proposed in an embodiment of this utility model. Figure 2 ;

[0036] Figure 4 A schematic diagram of the back of a magnetic deceleration mechanism for a retractable open wagon, as proposed in an embodiment of this utility model;

[0037] Figure 5 A schematic diagram of the steps that cooperate with the magnetic deceleration mechanism for opening and closing a wagon, as proposed in an embodiment of this utility model;

[0038] 1. Fixing block; 2. Magnetic connector; 201. Limiting protrusion; 3. Rotating shaft; 4. Fixing seat one; 5. Fixing seat two; 6. Magnetic impact block; 7. Half shaft sleeve; 8. Pin; 9. Nylon block; 10. Magnetic block; 11. Tension spring; 12. Frame; 13. Buckle; 1301. Slot one; 1302. Slot two; 1303. Buckle protrusion; 1304. Impact point; 14. Shaft impact block; 15. Speed ​​reduction plate; 16. Step. Detailed Implementation

[0039] To further understand the content of this utility model, a detailed description of this utility model will be provided in conjunction with the accompanying drawings and embodiments.

[0040] Example 1

[0041] Combined with appendix Figure 1 A magnetic deceleration mechanism for opening and closing a convertible includes a frame 12 and a fixed block 1 fixed to the frame 12. A magnetic connector 2 is rotatably connected to the fixed block 1. The magnetic connector 2 is inverted U-shaped, with a magnetic block 10 at one end and a magnetic impact block 6 at the other. Figure 3 , 4 The middle section of the inverted U-shape is rotatably connected to the fixed block 1 via a pin 8. The pin 8 is located at the left end of the bend in the inverted U-shape. The pin 8 is symmetrically arranged with the middle of the fixed block 1 as the line of symmetry.

[0042] The magnetic connector 2 has two ends with a lever structure. One end has a limiting protrusion 201, and the other end is fixed with symmetrically arranged magnetic blocks 10. The limiting protrusion 201 is close to the pin 8. When the magnetic connector 2 rotates, the limiting protrusion 201 will not move too far. It is compatible with slot 1 1301 and slot 2 1302.

[0043] The magnetic block 10 has a gap in the middle for the passage of the deceleration component. The gap is through the deceleration plate 15. In this embodiment, the deceleration plate 15 is an aluminum plate.

[0044] Combined with appendix Figure 2 The limiting protrusion 201 is fitted with a latching member 13, which is fixed to the rotating shaft 3. The latching member 13 and the rotating shaft 3 are fixed by welding. The rotating shaft 3 elastically limits and maintains the rotational force towards the limiting protrusion 201. A tension spring 11 is connected to the side of the rotating shaft 3, and the other end of the tension spring 11 is connected to the frame 12. The tension spring 11 is symmetrically arranged on both ends of the rotating shaft 3. The frame 12 is provided with a nylon block 9, which is fixed with bolts at the end of the latching member 13 to buffer the impact force of the latching member 13, protect the frame 12 and the latching member 13, and avoid collision damage. A half-shaft sleeve 7 is also welded under the magnetic connector 2, which is adapted to the rotating shaft 3 to increase the contact area, reduce the unit contact stress, and avoid wear and damage caused by impact.

[0045] The frame 12 is fixed to the bottom with mounting base 4 and mounting base 5 by bolts. A bushing is installed between mounting base 4 and mounting base 5, and the two ends of the rotating shaft 3 are in the bushing. The separate mounting base 4 and mounting base 5 facilitates installation.

[0046] The limiting protrusion 201 has a first slot 1301 and a second slot 1302. The magnetic connector 2 has two extreme engagement positions, corresponding to the first slot 1301 and the second slot 1302 respectively. The first slot 1301 and the second slot 1302 are separated by a protrusion 1303. In both extreme engagement positions of the magnetic connector 2, the engagement force of the limiting protrusion 201 is directed towards the protrusion 1303. The groove wall of the first slot 1301 on the side facing the protrusion 1303 is a straight wall. The opening angle of the second slot 1302 is an obtuse angle. The groove opening of the second slot 1302 has a rounded corner structure.

[0047] The magnetic connector 2 extends with a magnetic impact block 6, and the rotating shaft 3 extends with a shaft impact block 14. The magnetic impact block 6 and the shaft impact block 14 cooperate with each other on the track where a step 16 is provided. One end of the step 16 is an upward slope, which is combined with the attached... Figure 5 In the event of impact, the magnetic collider 6 or the shaft collider 14 can collide at a head-on angle, avoiding damage caused by sharp right angles or small angles of impact. The ends of the magnetic collider 6 and the shaft collider 14 are rounded.

[0048] Working principle:

[0049] Magnetic brake deceleration state (such as) Figure 4 (as shown)

[0050] The magnetic block 10 is located in the lower position, adjacent to the speed reducer 15. Based on the basic physical principles of electromagnetic induction and electromagnetic attraction, it cuts magnetic field lines during the movement of the open wagon, generating an electric current. The magnetic field generated by this current interacts with the magnetic field of the magnetic block 10, slowing down its movement. At this time, as... Figure 1 As shown, the limiting protrusion 201 is engaged in the slot 1301;

[0051] Collapse conversion principle:

[0052] Step 16, fixed to the track, impacts the shaft block 14, causing the rotating shaft 3 to rotate in the opposite direction of the tension spring 11. The buckle 13 moves downward, and the limiting protrusion 201 disengages from the first slot 1301. At this time, the magnetic connector 2 is in a free-rotating state. Another step 16 impacts the magnetic block 6, causing the magnetic connector 2 to rotate. The magnetic block 10 rotates to the upper position and retracts. At this time, the rotating shaft 3 is reset under the action of the tension spring 11, and the limiting protrusion 201 is locked in the second slot 1302. The magnetic block 10 is fixed in the retracted state.

[0053] Letting go of the principle of transformation:

[0054] When deceleration is required, the step 16 fixed to the track impacts the shaft block 14, causing the rotating shaft 3 to rotate in the opposite direction of the tension spring 11. The buckle 13 moves downward, and the limiting protrusion 201 disengages from the slot 1301. At this time, the magnetic connector 2 is in a free-rotating state. The magnetic connector 2 automatically falls down under the gravity of the magnetic block 10. Then, the rotating shaft 3 resets under the action of the tension spring 11, and the limiting protrusion 201 is locked in the slot 1301, and the magnetic block 10 is fixed in the lowered state.

[0055] The present invention and its embodiments have been described above illustratively. This description is not restrictive, and the figures shown are only one embodiment of the present invention; the actual structure is not limited thereto. Therefore, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A magnetic deceleration mechanism for opening and closing open wagons, characterized in that, The device includes a frame and a fixed block fixed to the frame. A magnetic connector is rotatably connected to the fixed block. The magnetic connector has two ends with a lever structure. One end has a limiting protrusion, and the other end is fixed with symmetrically arranged magnetic blocks. The magnetic blocks have a gap in the middle for a speed reduction component to pass through. The limiting protrusion is fitted with a latching component, which is fixed to a rotating shaft. The rotating shaft has circumferential elastic limiting and maintains a rotational force toward the limiting protrusion. The limiting protrusion has a first latching groove and a second latching groove. The magnetic connector has two extreme latching positions corresponding to the first and second latching grooves, respectively. The magnetic connector extends with a magnetic impact block, and the rotating shaft extends with an axle impact block. The magnetic impact block and the axle impact block cooperate with a step on the track.

2. The magnetic deceleration mechanism for opening and closing open wagons according to claim 1, characterized in that, The first slot and the second slot are separated by a protrusion. In the two extreme snap-fit ​​positions of the magnetic connector, the snap-fit ​​force of the limiting protrusion is directed towards the protrusion.

3. The magnetic deceleration mechanism for opening and closing open wagons according to claim 2, characterized in that, The groove wall of the first slot, on the side near the card protrusion, is a straight wall.

4. The magnetic deceleration mechanism for opening and closing open wagons according to claim 2, characterized in that, The opening angle of the second slot is an obtuse angle.

5. The magnetic deceleration mechanism for opening and closing open wagons according to claim 4, characterized in that, The slot 2 has a rounded corner structure.

6. The magnetic deceleration mechanism for opening and closing open wagons according to claim 1, characterized in that, A tension spring is connected to the side of the rotating shaft, and the other end of the tension spring is connected to the vehicle frame.

7. A magnetic deceleration mechanism for opening and closing open wagons according to claim 6, characterized in that, The tension springs are symmetrically arranged on both ends of the rotating shaft.

8. The magnetic deceleration mechanism for opening and closing open wagons according to claim 1, characterized in that, The magnetic connector is inverted U-shaped, with a magnetic block and a magnetic impact block at each end. The middle section of the inverted U-shape is rotatably connected to the fixed block via a pin.

9. A magnetic deceleration mechanism for retracting and extending an open wagon according to any one of claims 1 to 8, characterized in that, The ends of the magnetic impact block and the shaft impact block are rounded.

Images