An automatic braking device for a subway tunnel track flatbed car

Abstract

This utility model discloses an automatic braking device for a subway tunnel track flatbed vehicle. The device mainly includes a speed-sensing trigger mechanism, a mechanical actuator, and a braking mechanism. The speed-sensing trigger mechanism is linked to the mechanical actuator, which is connected to the braking mechanism via a transmission component. The device is designed as a normally closed safety structure, meaning that when external power is lost, the mechanical actuator automatically triggers under its own elastic potential energy, ultimately causing the braking mechanism to perform the braking action. This device provides absolute safety redundancy, has a rapid and reliable response, features dual braking modes, and is easy to retrofit and promote.

Description

Technical Field

[0001] This utility model belongs to the field of mechanical transmission and braking technology, and in particular relates to an automatic braking device for a subway tunnel track flatbed vehicle. Background Technology

[0002] During the operation of subway tunnels, regular maintenance, inspection, and replacement of equipment and facilities such as tunnel lining, tracks, overhead contact lines, and communication signals are required. Simultaneously, emergency rescue operations are necessary to address potential structural damage or other unforeseen circumstances. These operations commonly utilize electric locomotives pulling railcars to transport construction materials, large equipment, and tools into the tunnel.

[0003] Currently, most rail flatcars used in subway tunnels employ traditional manual mechanical brakes or simple pneumatic brake systems, but these systems have the following significant drawbacks: 1. Reliance on manual operation and delayed response: Existing braking systems rely entirely on the operator's observation and manual operation. In long tunnels with poor visibility or complex environments, if slippage, speeding, or obstacles appear ahead, the operator may not be able to detect and react in time, easily leading to serious safety accidents such as collisions and derailments.

[0004] 2. No automatic safety redundancy: If the flatbed truck is separated from the traction locomotive due to an accident (such as a broken connecting pin) during transportation, or if the control system fails due to a power outage, the flatbed truck will be in a completely uncontrolled state without braking and will slide at high speed along the tunnel slope, with unimaginable consequences.

[0005] 3. Inaccurate braking force control: Manual braking makes it difficult to achieve smooth and gradual braking according to vehicle speed and load, which can easily cause sudden braking, resulting in cargo shifting, overturning, or even damage to precision equipment.

[0006] 4. Inadequate for the high reliability requirements of emergency rescue: Under stressful conditions such as emergency rescue, the risk of human error increases, and the existing system lacks proactive safety protection capabilities, thus failing to meet the needs of high-reliability transportation.

[0007] In conclusion, it is necessary to design an automatic braking device for subway tunnel track flatbed cars to solve the above problems. Utility Model Content

[0008] To overcome the shortcomings of the prior art, this utility model discloses a safety braking device that can be automatically triggered and operate independently of the main control system, which greatly improves the safety of transportation operations in subway tunnels.

[0009] To solve the above-mentioned technical problems, this utility model provides an automatic braking device for a subway tunnel track flatbed car, including: a front wheel composed of a speed sensing trigger mechanism and a mechanical actuator, and a rear wheel composed of a speed sensing trigger mechanism and a braking mechanism, wherein the front wheel and the rear wheel are installed at the bottom of the flatbed car frame.

[0010] The speed-sensing triggering mechanism includes a track follower wheel, which is made of rubber material with a high coefficient of friction. It is fixed to the bottom of the flatbed car frame by bearings and pin mounting seats. Its wheel surface keeps in contact with the train rails in the tunnel. Multiple locking holes are evenly opened on one side of the wheel hub along the circumference.

[0011] The mechanical actuator includes a locking pin, a resilient reset element, a trigger adjusting bolt, a traction steel wire rope, and a flexible metal sleeve conduit. The locking pin is centered on the locking hole of the track follower wheel of the front wheel via a pin mounting seat, and its movement trajectory is adjacent to the locking hole. The resilient reset element is a pressure spring sleeved on the locking pin, providing a spring-like force to the locking pin towards the track follower wheel. One end of the trigger adjusting bolt is connected to the locking pin and is used to fine-tune the initial gap between the locking pin and the hub of the track follower wheel. The other end is connected to one end of the traction steel wire rope via the flexible metal sleeve conduit, and the other end of the traction steel wire rope is connected to an external control terminal.

[0012] The braking mechanism includes a brake caliper, which is fixed to the rear side of the rear wheel axle mounting seat by bolts. The two caliper handles of the brake caliper are connected to a lever force amplification mechanism for adjusting the clamping and releasing action of the brake caliper.

[0013] In a preferred embodiment of this solution, the mechanical actuator further includes a mounting bracket, which is disposed on one side of the pin mounting seat, and the locking pin and the trigger adjusting bolt are both disposed within the mounting bracket.

[0014] In a preferred embodiment of this solution, the lever amplification mechanism includes a threaded telescopic rod on which a butterfly spring and two telescopic adjustment rod nuts are mounted. The butterfly spring is located between the two telescopic adjustment rod nuts, and two clamps are respectively connected to the two telescopic adjustment rod nuts.

[0015] Implementing this utility model has the following beneficial effects:

[0016] 1. Provides absolute safety redundancy: The purely mechanical "normally closed" design ensures unconditional braking in the event of complete power failure, fundamentally solving the industry problem of power failure and loss of control;

[0017] 2. Rapid and reliable response: The mechanical linkage mechanism completes the process from sensing to execution within milliseconds, which is much faster than manual reaction and is not affected by the harsh environment of the tunnel;

[0018] 3. Features dual braking modes: provides both friction braking and rigid braking for extremely high braking success rate;

[0019] 4. Easy to modify and promote: The modular design allows the device to be installed as an independent assembly on existing flatbed trucks, with low modification costs and significant benefits. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the automatic braking device for a subway tunnel track flatbed car provided by this utility model;

[0022] Figure 2 This is an enlarged schematic diagram of the front wheel structure;

[0023] Figure 3 This is an enlarged schematic diagram of the rear wheel structure;

[0024] In the figure: track follower wheel (1), mounting bracket (2), locking hole (3), locking pin (4), elastic reset element (5), trigger adjustment bolt (6), traction steel wire rope (7), flexible metal sleeve conduit (8), pin shaft mounting seat (9), brake caliper (10), lever force amplification mechanism (11), butterfly spring (12), and threaded telescopic rod (13). Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] Please see Figure 1 , Figure 1 This is a schematic diagram of the automatic braking device for a subway tunnel track flatbed provided by this utility model. The automatic braking device for a subway tunnel track flatbed includes: a front wheel composed of a speed-sensing trigger mechanism and a mechanical actuator, and a rear wheel composed of a speed-sensing trigger mechanism and a braking mechanism. Both the front wheel and the rear wheel are installed at the bottom of the flatbed frame.

[0027] The speed sensing triggering mechanism includes a track follower wheel (1), which is made of rubber material with a high coefficient of friction. It is fixed to the bottom of the flatbed car frame by bearings and pin mounting seats (9). Its wheel surface is in contact with the train rail in the tunnel. Multiple locking holes (3) are evenly opened on one side of the wheel hub of the track follower wheel (1) along the circumferential direction.

[0028] The mechanical actuator includes a locking pin (4), an elastic reset element (5), a trigger adjusting bolt (6), a traction steel wire rope (7), and a flexible metal sleeve conduit (8). The locking pin (4) is positioned beside the movement trajectory of the locking hole (3) of the track follower wheel (1) of the front wheel, centered on the pin mounting seat (9). The elastic reset element (5) is a pressure spring sleeved on the locking pin (4), providing the locking pin (4) with a spring-like force towards the track follower wheel (1). One end of the trigger adjusting bolt (6) is connected to the locking pin (4) and is used to fine-tune the initial gap between the locking pin (4) and the hub of the track follower wheel (1). The other end is connected to one end of the traction steel wire rope (7) through the flexible metal sleeve conduit. The other end of the traction steel wire rope (7) is connected to an external control terminal. The mounting bracket (2) is located on one side of the pin mounting seat (9), and both the locking pin (4) and the trigger adjusting bolt (6) are located inside the mounting bracket (2). Please refer to [link to relevant documentation]. Figure 2 , Figure 2 This is an enlarged schematic diagram of the front wheel.

[0029] The braking mechanism includes a brake caliper (10), which is bolted to the rear side of the rear wheel axle mounting seat (9). The two handles of the brake caliper (10) are connected to a lever amplification mechanism (11) for adjusting the clamping and releasing action of the brake caliper. The lever amplification mechanism (11) includes a threaded telescopic rod (13) fitted with a disc spring (12) and two telescopic adjustment rod nuts. The disc spring (12) is located between the two telescopic adjustment rod nuts, and the two handles are respectively connected to the two telescopic adjustment rod nuts. Please refer to [link to relevant documentation]. Figure 3 , Figure 3 This is an enlarged structural diagram of the rear wheel. When the threaded telescopic adjustment rod rotates to extend or retract, it causes the brake rail clamps to tighten or loosen.

[0030] The automatic braking device for the subway tunnel track flatcar includes a speed-sensing trigger mechanism, a mechanical actuator, and a braking mechanism. The speed-sensing trigger mechanism is linked to the mechanical actuator, and the mechanical actuator is connected to the braking mechanism through a transmission component. The device is designed as a normally closed safety structure, meaning that when external power is lost, the mechanical actuator can be automatically triggered by its own elastic potential energy, ultimately causing the braking mechanism to perform the braking action.

[0031] Working principle:

[0032] Normal driving condition: External control force (such as human or electromagnetic force) overcomes the elastic force of the elastic reset element (5) through the traction steel wire rope (7), causing the locking pin (4) to retract and disengage from the track follower wheel (1). The vehicle drives normally.

[0033] In case of slippage or overspeed: the vehicle speed increases abnormally, and the speed of the track follower wheel (1) increases. When the external control force is released for any reason (such as the centrifugal switch being activated), the locking pin (4) pops out under the action of the elastic reset element (5). If aligned with the locking hole (3), it is inserted into it, locking the follower wheel and achieving friction braking.

[0034] Emergency braking state: The threaded telescopic adjustment rod (13) is rotated and tightened, the disc spring (12) is compressed, and the brake caliper (10) clamps the rail (14) to achieve ultimate rigid braking.

[0035] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An automatic braking device for a subway tunnel track flatbed car, characterized in that, include: The front wheel consists of a speed-sensing trigger mechanism and a mechanical actuator, and the rear wheel consists of a speed-sensing trigger mechanism and a braking mechanism; The speed sensing triggering mechanism includes a track follower wheel (1), which is fixed to the bottom of the flatbed car frame by bearings and pin mounting seats (9). Its wheel surface is in contact with the train rail in the tunnel. Multiple locking holes (3) are evenly opened on one side of the wheel hub of the track follower wheel (1) along the circumferential direction. The mechanical actuator includes a locking pin (4), an elastic reset element (5), a trigger adjusting bolt (6), a traction steel wire rope (7), and a flexible metal sleeve conduit (8). The locking pin (4) is centered on the locking hole (3) of the track follower wheel (1) of the front wheel through a pin mounting seat (9). The elastic reset element (5) is a pressure spring sleeved on the locking pin (4). One end of the trigger adjusting bolt (6) is connected to the locking pin (4), and the other end is connected to one end of the traction steel wire rope (7) through the flexible metal sleeve conduit (8). The other end of the traction steel wire rope (7) is connected to an external control terminal. The braking mechanism includes a brake caliper (10), which is fixed to the rear side of the pin mounting seat (9) of the rear wheel by bolts, and the two caliper handles of the brake caliper (10) are connected to the lever force amplification mechanism (11).

2. The automatic braking device for subway tunnel track flatbed cars according to claim 1, characterized in that, The mechanical actuator also includes a mounting bracket (2), which is located on one side of the pin mounting seat (9). The locking pin (4) and the trigger adjusting bolt (6) are both located inside the mounting bracket (2).

3. The automatic braking device for subway tunnel track flatbed cars according to claim 1, characterized in that, The lever amplification mechanism (11) includes a threaded telescopic rod (13), on which a butterfly spring (12) and two telescopic adjustment rod nuts are fitted. The butterfly spring (12) is located between the two telescopic adjustment rod nuts, and the two clamps are respectively connected to the two telescopic adjustment rod nuts.

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