A dynamically adjusted emergency braking device

Abstract

The utility model relates to a kind of dynamic debugging emergency brake device, belong to brake device technical field, including track and connecting seat, the top of track is equipped with emergency brake structure;The emergency brake structure includes the touch plate fixedly connected in the top of track, the bottom of connecting seat is fixedly connected with touch receiver, the bottom of connecting seat is movably connected with hollow pipe, the inside of hollow pipe is slidably connected with mounting bracket.The dynamic debugging emergency brake device, through the mutual cooperation of touch plate, touch receiver, contact pulley, touch rod and touch head, the automatic emergency brake system of train can be triggered, to ensure the safety of debugging personnel and equipment, and the inside of hollow pipe is downward pressure to touch rod by compression spring and adjusting ring, so that touch rod does not move upward and touch receiver contact to misfire, the internal structure of hollow pipe is simple, simplifies the overall work flow, reduces the complexity of subsequent overhaul.

Description

Technical Field

[0001] This utility model relates to the field of braking device technology, specifically to a dynamic adjustment emergency braking device. Background Technology

[0002] The dynamic debugging emergency braking device is a safety protection system specifically designed for dynamic debugging tests of rail transit vehicles before they leave the factory. It consists of a retractable trigger rod installed at the bottom of the train and a fixed baffle set at the end of the test track. When the train fails to brake in time due to human error or other reasons and moves into a dangerous area, the trigger rod will make physical contact with the baffle and be compressed. This mechanical action directly triggers the emergency braking circuit, forcing the train to stop quickly, thereby effectively preventing the train from running off the track or colliding with other trains and ensuring the safety of debugging personnel and equipment.

[0003] However, existing dynamic emergency braking devices have revealed some design flaws in practical applications. A prominent problem is that their internal structures are often overly complex. To achieve precise triggering and resetting functions, many devices integrate numerous mechanical transmission components, multi-stage linkage mechanisms, complex gear transmissions, precision cam structures, and multiple interconnected springs and sensors. While this highly integrated and complex design can theoretically achieve specific functions, it also brings significant drawbacks.

[0004] When any tiny component of the device malfunctions, the entire device fails. Even more serious is the fact that its compact structure and nested components make troubleshooting and repair exceptionally difficult. Repair personnel must spend considerable time on tedious disassembly to locate the fault, and the reinstallation and adjustment after replacing the component requires extremely high precision. This entire process is not only time-consuming and labor-intensive but also highly susceptible to secondary damage to other delicate components during disassembly and reassembly. This highly challenging maintenance process directly leads to a significant increase in repair time, greatly reducing the overall efficiency of vehicle debugging and increasing maintenance costs. Therefore, a dynamic debugging emergency braking device is proposed to address the aforementioned problems. Utility Model Content

[0005] To address the shortcomings of existing technologies, this invention provides a dynamically adjustable emergency braking device, which offers advantages such as reduced structural complexity. It solves the problem that existing emergency braking devices, due to their compact structure and nested components, make troubleshooting and maintenance extremely difficult. Maintenance personnel must spend a significant amount of time on tedious disassembly to locate the fault, and the reinstallation and adjustment after replacing components also require extremely high precision. The entire process is not only time-consuming and labor-intensive but also highly susceptible to secondary damage to other precision components during disassembly and assembly.

[0006] To achieve the above objectives, this utility model provides the following technical solution: A dynamic adjustment emergency braking device includes a track and a mounting base, comprising the track and a connecting base, characterized in that: an emergency braking structure is provided at the top of the track; The emergency braking structure includes a touch plate fixedly connected to the top of the track, a touch receiver fixedly connected to the bottom of the connecting seat, a hollow tube movably connected to the bottom of the connecting seat, a mounting bracket slidably connected inside the hollow tube, a contact pulley rotatably connected inside the mounting bracket, a touch rod fixedly connected to the top of the mounting bracket, a touch head fixedly connected to the top of the touch rod, a limit ring fixedly connected inside the hollow tube, a mounting ring fixedly connected inside the hollow tube, two compression springs fixedly connected to the bottom of the mounting ring, an adjusting ring fixedly connected to the bottom end of the compression springs, and a limiting ring fixedly connected to the outer wall of the mounting bracket.

[0007] Furthermore, both sides of the touch panel are arc-shaped, and the connecting seat is located directly above the track.

[0008] Furthermore, the touch receiver is located inside the hollow tube, and the touch head is movably connected to the bottom of the touch receiver.

[0009] Furthermore, the mounting bracket is circular, and the contact pulley is slidably connected to the top of the touch plate.

[0010] Furthermore, the actuating rod slides through the inside of the mounting ring, the adjusting ring is fixedly connected to the outer peripheral wall of the actuating rod, and the adjusting ring is slidably connected to the inside of the hollow tube.

[0011] Furthermore, the limiting ring is slidably connected inside the hollow tube, and the locating ring is located directly below the limiting ring.

[0012] Furthermore, the two compression springs are symmetrically distributed from left to right, and four arc-shaped friction plates are fixedly connected to the bottom of the mounting ring. The compression springs are slidably connected inside the two arc-shaped friction plates.

[0013] Furthermore, the contact pulley is located below the hollow tube.

[0014] Furthermore, the outer peripheral wall of the hollow tube is fixedly connected to two mounting seats, and two mounting rods are slidably connected between the two mounting seats and the connecting seat. Both ends of the mounting rods are fixedly connected to limit seats. The outer peripheral wall of the hollow tube is movably connected to a mounting half-ring, and a fastening screw slides through the interior of the mounting half-ring. The fastening screw is threaded into the interior of the hollow tube.

[0015] Compared with the prior art, the present invention provides a dynamically adjustable emergency braking device, which has the following beneficial effects: This dynamic debugging emergency braking device, through the cooperation of a touch plate, a touch receiver, a contact pulley, a touch rod, and a touch head, can trigger the train's automatic emergency braking system, thereby ensuring the safety of debugging personnel and equipment. Moreover, the hollow tube's internal structure uses a compression spring and an adjusting ring to apply downward pressure to the touch rod, preventing it from moving upwards arbitrarily and contacting the touch receiver, thus avoiding accidental activation. The hollow tube's internal structure is simple, simplifying the overall workflow and reducing the complexity of subsequent maintenance. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural schematic diagram of the present utility model; Figure 2 This utility model Figure 1 Frontal sectional view of the structure; Figure 3 This utility model Figure 2 A magnified structural diagram at point A is shown below; Figure 4 This is a schematic diagram of the structure for installing the semi-ring and fastening screws in this utility model.

[0017] In the picture: 1. Track; 2. Connecting seat; 3. Touch plate; 4. Touch receiver; 5. Hollow tube; 6. Mounting bracket; 7. Contact pulley; 8. Touch rod; 9. Touch head; 10. Limiting ring; 11. Mounting ring; 12. Compression spring; 13. Adjusting ring; 14. Restricting ring; 15. Mounting seat; 16. Mounting rod; 17. Limiting seat; 18. Mounting half ring; 19. Fastening screw. Detailed Implementation

[0018] 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.

[0019] Please see Figures 1 to 3 The dynamic debugging emergency braking device in this embodiment includes a track 1 and a connecting seat 2, and an emergency braking structure is provided on the top of the track 1.

[0020] In this embodiment, the emergency braking structure includes a touch plate 3 fixedly connected to the top of the track 1. The left and right sides of the touch plate 3 are arc-shaped. The connecting seat 2 is located directly above the track 1. The bottom of the connecting seat 2 is fixedly connected to a touch receiver 4. The bottom of the connecting seat 2 is movably connected to a hollow tube 5. The hollow tube 5 is slidably connected to a mounting bracket 6. The mounting bracket 6 is rotatably connected to a contact pulley 7. The contact pulley 7 is located below the hollow tube 5. The mounting bracket 6 is circular. The contact pulley 7 is slidably connected to the top of the touch plate 3.

[0021] In this embodiment, an actuating rod 8 is fixedly connected to the top of the mounting bracket 6, an actuating head 9 is fixedly connected to the top of the actuating rod 8, the actuating receiver 4 is located inside the hollow tube 5, and the actuating head 9 is movably connected to the bottom of the actuating receiver 4.

[0022] In this embodiment, a limiting ring 10 is fixedly connected inside the hollow tube 5, and an installation ring 11 is fixedly connected inside the hollow tube 5. Two compression springs 12 are fixedly connected to the bottom of the installation ring 11. The two compression springs 12 are symmetrically distributed from left to right. Four arc-shaped friction plates are fixedly connected to the bottom of the installation ring 11. The compression springs 12 are slidably connected inside the two arc-shaped friction plates.

[0023] In this embodiment, the bottom end of the compression spring 12 is fixedly connected to an adjusting ring 13, the outer wall of the mounting bracket 6 is fixedly connected to a limiting ring 14, the limiting ring 14 is slidably connected inside the hollow tube 5, the limiting ring 10 is located directly below the limiting ring 14, the actuating rod 8 slides through the inside of the mounting ring 11, the adjusting ring 13 is fixedly connected to the outer peripheral wall of the actuating rod 8, and the adjusting ring 13 is slidably connected inside the hollow tube 5.

[0024] In this embodiment, two mounting seats 15 are fixedly connected to the outer peripheral wall of the hollow tube 5. Two mounting rods 16 are slidably connected between the two mounting seats 15 and the connecting seat 2. Limit seats 17 are fixedly connected to both ends of the mounting rods 16. A mounting half-ring 18 is movably connected to the outer peripheral wall of the hollow tube 5. A fastening screw 19 slides through the interior of the mounting half-ring 18 and is threaded into the interior of the hollow tube 5.

[0025] It should be noted that the limiting ring 10 limits the contact pulley 7, so that the contact pulley 7 is always stably slidably connected to the top of the track 1 when it is not in contact with the touch plate 3.

[0026] It should be noted that by installing the semi-ring 18 and fastening screw 19 to limit the two mounting rods 16, the mounting base 15 and the mounting rod 16 are stably connected. The hollow tube 5 can be disassembled and assembled by removing or installing the fastening screw 19, thereby improving the convenience of disassembling and assembling the hollow tube 5.

[0027] It should be noted that the compression spring 12 generates downward pressure, which is transmitted to the actuating rod 8 through the adjusting ring 13, thereby causing the contact pulley 7 to move downward stably.

[0028] The working principle of the above embodiments is as follows: When the contact pulley 7 moves to the touch plate 3, the contact pulley 7 will move upward and simultaneously drive the mounting bracket 6, the touch rod 8 and the touch head 9 to move upward. Then the touch head 9 will contact the touch receiver 4. At this time, the touch receiver 4 will transmit the braking command and brake the train. When the contact pulley 7 separates from the touch plate 3, the contact pulley 7 will roll on the top of the track 1 due to the elastic pressing action of the compression spring 12, in preparation for the next braking.

[0029] The installation, connection, or setting methods disclosed in this embodiment are all common mechanical connection methods, and any method that achieves the desired beneficial effect can be implemented. Furthermore, all electrical components in this embodiment are electrically connected to the main controller and power supply. The main controller can be a conventional, known device such as a computer that performs control functions. Those skilled in the art can control the electrical components through simple programming, and the existing disclosed power connection technologies are common knowledge in the field. Therefore, this embodiment will not elaborate further on their specific structural composition and working principles.

[0030] It should be noted that the orientations or positional relationships indicated herein are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the purpose of facilitating the description of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A dynamic adjustment emergency braking device, comprising a track (1) and a connecting seat (2), characterized in that: An emergency braking structure is provided at the top of the track (1); The emergency braking structure includes a touch plate (3) fixedly connected to the top of the track (1), a touch receiver (4) fixedly connected to the bottom of the connecting seat (2), a hollow tube (5) movably connected to the bottom of the connecting seat (2), a mounting bracket (6) slidably connected inside the hollow tube (5), a contact pulley (7) rotatably connected inside the mounting bracket (6), a touch rod (8) fixedly connected to the top of the mounting bracket (6), a touch head (9) fixedly connected to the top of the touch rod (8), a limit ring (10) fixedly connected inside the hollow tube (5), a mounting ring (11) fixedly connected inside the hollow tube (5), two compression springs (12) fixedly connected to the bottom of the mounting ring (11), an adjusting ring (13) fixedly connected to the bottom end of the compression spring (12), and a limiting ring (14) fixedly connected to the outer wall of the mounting bracket (6).

2. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The left and right sides of the touch plate (3) are both arc-shaped, and the connecting seat (2) is located directly above the track (1).

3. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The touch receiver (4) is located inside the hollow tube (5), and the touch head (9) is movably connected to the bottom of the touch receiver (4).

4. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The mounting bracket (6) is circular, and the contact pulley (7) is slidably connected to the top of the touch plate (3).

5. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The actuating rod (8) slides through the inside of the mounting ring (11), the adjusting ring (13) is fixedly connected to the outer peripheral wall of the actuating rod (8), and the adjusting ring (13) slides inside the hollow tube (5).

6. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The limiting ring (14) is slidably connected inside the hollow tube (5), and the limiting ring (10) is located directly below the limiting ring (14).

7. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The two compression springs (12) are symmetrically distributed on the left and right. The bottom of the mounting ring (11) is fixedly connected to four arc-shaped friction plates. The compression springs (12) are slidably connected inside the two arc-shaped friction plates.

8. The dynamic adjustment emergency braking device according to claim 1, characterized in that: The contact pulley (7) is located below the hollow tube (5).

9. A dynamically adjustable emergency braking device according to claim 1, characterized in that: The hollow tube (5) has two mounting seats (15) fixedly connected to its outer peripheral wall. Two mounting rods (16) are slidably connected between the two mounting seats (15) and the connecting seat (2). Both ends of the mounting rods (16) are fixedly connected to limit seats (17). The hollow tube (5) has a mounting half-ring (18) movably connected to its outer peripheral wall. A fastening screw (19) slides through the interior of the mounting half-ring (18). The fastening screw (19) is threaded into the interior of the hollow tube (5).

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