Railway freight car bottom door or top cover control device

Abstract

The present application provides a control device for the bottom door or top cover of a railway freight car, comprising at least one power transmitting circuit, a power receiving circuit, and a wind control device. Each power transmitting circuit is arranged on a track. The input end of each power transmitting circuit is electrically connected to a power source. The output end of each power transmitting circuit is used to output electric energy. The power receiving circuit is arranged at the bottom of the car body. The output end of each power transmitting circuit is wirelessly connected to the input end of the power receiving circuit. The wind control device is arranged on the car body. The wind control device comprises a solenoid valve. The control end of the solenoid valve is electrically connected to the output end of the power receiving circuit. The solenoid valve controls the flow direction of compressed air in the wind control device according to the electrical signal output by the output end of the power receiving circuit, so that the wind control device controls the opening and closing of the bottom door or top cover. The present application can transmit electric energy accurately and reliably in real time without being affected by harsh environments such as snow, fog, and ice, and can accurately realize the opening and closing of the bottom door or top cover of the railway freight car during operation.

Description

Technical Field

[0001] The present application relates to the technical field of railway freight cars, and in particular to a control device for a bottom door or a top cover of a railway freight car. Background Art

[0002] Railway freight cars are mainly composed of a car body, a bogie for supporting the car body, a connecting buffer device installed at both ends of the car body, and a brake device installed at the bottom of the car body. As a car body for loading goods, it is composed of a chassis, end walls and side walls, which is called an open car. The chassis is equipped with a bottom door, which is called a hopper car. In order to solve the problem of dust pollution to the environment along the railway when open cars and hopper cars transport bulk goods, or to prevent rain and snow from corroding bulk goods, a top cover is installed on the upper part of the car body.

[0003] At present, the bottom door or top cover of railway freight cars are mostly automatically controlled, without manual operation. The control methods of the bottom door or top cover of existing railway freight cars are all through brush control or RFID control. The brush control technology is contact recognition. Due to the shaking of railway freight cars during operation, the icing of the contact plate on the car under cold weather conditions, and the accumulation of dust on the contact plate on the car in a dusty environment, the ground brush and the contact plate on the running vehicle are in poor contact, making it impossible to reliably guarantee the acquisition of electrical signals. RFID control technology is non-contact recognition, but if a railway freight car is loaded with coal at a speed of 3Km / h, the recognition speed is affected due to the serious dust on the surface of the tag and the icing under cold weather conditions. It still cannot be recognized in time in actual use, resulting in failures.

[0004] That is, the existing control method of the bottom door or top cover of railway freight cars has the problem of low automatic control reliability under extreme environmental conditions. Summary of the invention

[0005] Based on this, it is necessary to provide a railway freight car bottom door or top cover control device to address the problem that the existing railway freight car bottom door or top cover control method has low automatic control reliability under extreme environmental conditions.

[0006] A railway freight car bottom door or top cover control device, comprising:

[0007] At least one power transmitting circuit, each of which is arranged on the track, an input end of each of which is electrically connected to a power source, and an output end of each of which is used to output power;

[0008] The power receiving circuit is arranged at the bottom of the vehicle body, and the output end of each power transmitting circuit is wirelessly connected to the input end of the power receiving circuit;

[0009] A wind control device, arranged on the vehicle body, comprising a solenoid valve, wherein a control end of the solenoid valve is electrically connected to an output end of the electric energy receiving circuit;

[0010] The solenoid valve controls the flow direction of the compressed air in the wind control device according to the electrical signal outputted by the output end of the power receiving circuit, so that the wind control device controls the opening and closing of the bottom door or the top cover.

[0011] In one embodiment, the power receiving circuit includes:

[0012] a receiving coil, the receiving coil being wirelessly connected to the output end of each of the power transmitting circuits;

[0013] a rectifier circuit, wherein a first input end of the rectifier circuit is electrically connected to a first end of the receiving coil, and a second input end of the rectifier circuit is electrically connected to a second end of the receiving coil;

[0014] an energy storage circuit, wherein a first end of the energy storage circuit is electrically connected to a first output end of the rectifier circuit, and a second end of the energy storage circuit is electrically connected to a second output end of the rectifier circuit;

[0015] A voltage stabilizing circuit, wherein the first input end of the voltage stabilizing circuit is electrically connected to the first end of the energy storage circuit and the first output end of the rectifier circuit respectively, the second input end of the voltage stabilizing circuit is electrically connected to the second end of the energy storage circuit and the second output end of the rectifier circuit respectively, and the output end of the voltage stabilizing circuit is electrically connected to the control end of the solenoid valve.

[0016] In one embodiment, the energy storage circuit comprises:

[0017] A supercapacitor, wherein a first end of the supercapacitor is electrically connected to a first output end of the rectifier circuit and a first input end of the voltage stabilizing circuit, respectively, and a second end of the supercapacitor is electrically connected to a second output end of the rectifier circuit and a second input end of the voltage stabilizing circuit, respectively.

[0018] In one embodiment, the rectifier circuit comprises:

[0019] A rectifier bridge, wherein a first input end of the rectifier bridge is electrically connected to a first end of the receiving coil, a second input end of the rectifier bridge is electrically connected to a second end of the receiving coil, a first output end of the rectifier bridge is electrically connected to a first end of the energy storage circuit, and a second output end of the rectifier bridge is electrically connected to a second end of the energy storage circuit.

[0020] In one embodiment, the power receiving circuit further includes:

[0021] The first capacitor is connected in series between the first input terminal of the rectifier bridge and the first terminal of the receiving coil.

[0022] In one embodiment, the power transmission circuit includes:

[0023] A transmitting coil, wherein a first end of the transmitting coil is electrically connected to the positive electrode of the power supply, a second end of the transmitting coil is electrically connected to the negative electrode of the power supply, and the transmitting coil is also wirelessly connected to the input end of the power receiving circuit.

[0024] In one embodiment, the wind control device further includes:

[0025] Air storage cylinder;

[0026] An air source processing component, wherein a first end of the air source processing component is communicated with the air storage cylinder, and a second end of the air source processing component is communicated with an input end of the solenoid valve;

[0027] a first one-way throttle valve, wherein a first end of the first one-way throttle valve is connected to a first output end of the solenoid valve;

[0028] A two-way driving cylinder, wherein a first input end of the two-way driving cylinder is connected to a second end of the first one-way throttle valve;

[0029] A second one-way throttle valve, wherein a first end of the second one-way throttle valve is communicated with a second input end of the bidirectional drive cylinder, and a second end of the second one-way throttle valve is communicated with a second output end of the solenoid valve.

[0030] In one embodiment, the gas source processing component includes:

[0031] A filter, wherein a first end of the filter is in communication with the air storage cylinder;

[0032] a pressure regulating valve, wherein a first end of the pressure regulating valve is in communication with a second end of the filter;

[0033] A purifier, wherein a first end of the purifier is electrically connected to a second end of the pressure regulating valve, and a second end of the purifier is communicated with an input end of the solenoid valve.

[0034] In one embodiment, the wind control device further includes:

[0035] a ball valve, wherein a first end of the ball valve is in communication with the air storage cylinder;

[0036] A third one-way throttle valve, wherein the first end of the third one-way throttle valve is communicated with the second end of the ball valve, and the second end of the third one-way throttle valve is communicated with the air supply pipe of the vehicle body.

[0037] In one embodiment, each of the power transmitting circuits is filled in the track through insulating waterproof material; and the power receiving circuit is filled in the bottom of the vehicle body through insulating waterproof material.

[0038] Compared with the prior art, the above-mentioned railway freight car bottom door or top cover control device uses at least one of the power transmitting circuits and the power receiving circuit to form a wireless power transmission device to transmit power, and uses the power receiving circuit to control the solenoid valve with an electrical signal, thereby changing the flow direction of the compressed air in the wind control device, so that the wind control device controls the opening and closing of the bottom door or top cover. The present application can transmit power in real time and accurately without being affected by harsh environments such as snow, fog, ice, paint, and dirt, and has high transmission reliability, and can accurately realize the opening and closing of the bottom door or top cover of the railway freight car during operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic diagram of power transmission principle of a railway freight car bottom door or top cover control device provided in one embodiment of the present application;

[0040] Figure 2 A schematic diagram of the air path control of a railway freight car bottom door or top cover control device provided in one embodiment of the present application;

[0041] Figure 3 A schematic diagram of the structure of a railway freight car bottom door provided in one embodiment of the present application;

[0042] Figure 4 A schematic diagram of the structure of a railway freight car roof provided in one embodiment of the present application;

[0043] Figure 5 A schematic diagram of the operation of a power transmitting circuit and a power receiving circuit provided in one embodiment of the present application.

[0044] 10 Railway freight car bottom door or top cover control device

[0045] 100 electric energy transmitting circuit 101 power supply 110 transmitting coil

[0046] 200 power receiving circuit

[0047] 201 Car body 202 Bogie 203 Buffer device

[0048] 204 brake device 205 bottom door mechanism 206 top cover mechanism

[0049] 210 receiving coil 220 rectifier circuit 221 rectifier bridge

[0050] 230 Energy Storage Circuit 231 Supercapacitor

[0051] 240 voltage stabilizing circuit 250 first capacitor

[0052] 300 wind control device 310 solenoid valve 320 air storage cylinder

[0053] 330 air source processing assembly 331 filter 332 pressure regulating valve

[0054] 333 purifier 340 first one-way throttle valve 350 two-way drive cylinder

[0055] 360 second one-way throttle valve 370 ball valve 380 third one-way throttle valve DETAILED DESCRIPTION

[0056] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific implementation disclosed below.

[0057] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time.

[0058] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0059] See also Figure 1 and Figure 2 An embodiment of the present application provides a railway freight car bottom door or top cover control device 10, comprising: at least one power transmitting circuit 100, a power receiving circuit 200, and a wind control device 300. Each of the power transmitting circuits 100 is arranged on the track. The input end of each of the power transmitting circuits 100 is electrically connected to a power source 101. The output end of each of the power transmitting circuits 100 is used to output electric energy. The power receiving circuit 200 is arranged at the bottom of a vehicle body 201. The output end of each of the power transmitting circuits 100 is wirelessly connected to the input end of the power receiving circuit 200.

[0060] The wind control device 300 is disposed on the vehicle body 201. The wind control device 300 includes a solenoid valve 310. The control end of the solenoid valve 310 is electrically connected to the output end of the power receiving circuit 200. The solenoid valve 310 controls the flow direction of the compressed air in the wind control device 300 according to the electrical signal output from the output end of the power receiving circuit 200, so that the wind control device 300 controls the opening and closing of the bottom door or the top cover.

[0061] The railway freight car comprises a car body 201, a bogie 202 for supporting the car body 201, a connecting buffer device 203 installed at both ends of the car body 201 in the longitudinal direction, a brake device 204 installed on the car body 201, and a bottom door mechanism 205 (such as a bottom door mechanism 205 installed at the bottom of the car body 201). Figure 3 ) and / or a top cover mechanism 206 (as shown) installed on the upper part of the vehicle body 201 Figure 4 As shown), and the matching wind control device 300.

[0062] It can be understood that the specific circuit structure of the power transmitting circuit 100 is not specifically limited, as long as it has the function of wirelessly transmitting the power of the power source 101 to the power receiving circuit 200. The specific circuit structure of the power transmitting circuit 100 can be selected according to actual needs. In one embodiment, the power transmitting circuit 100 can be composed of a transmitting coil 110. Specifically, the first end of the transmitting coil 110 is electrically connected to the positive pole of the power source 101. The second end of the transmitting coil 110 is electrically connected to the negative pole of the power source 101. The transmitting coil 110 is also wirelessly connected to the input end of the power receiving circuit 200. In one embodiment, the number of the transmitting coils 110 can be multiple. In one embodiment, the power transmitting circuit 100 can also be composed of a wireless power transmitter.

[0063] In one embodiment, the power transmitting circuit 100 can be set in the middle of the track or at other positions of the track, as long as the vehicle body 201 runs on the track, the power receiving circuit 200 can receive the power wirelessly transmitted by the power transmitting circuit 100.

[0064] It can be understood that the specific circuit structure of the power receiving circuit 200 is not specifically limited, as long as it can receive the power wirelessly transmitted by the power transmitting circuit 100. The specific circuit structure of the power receiving circuit 200 can be selected according to actual needs. In one embodiment, the power receiving circuit 200 can be composed of a power receiving coil, a storage capacitor and an ordinary rectifier bridge. In one embodiment, the power receiving circuit 200 can also be composed of a power receiving coil, a storage capacitor, a voltage regulator and an ordinary rectifier bridge.

[0065] In one embodiment, the number of the power transmitting circuits 100 can be selected according to actual needs. For example, multiple power transmitting circuits 100 can be set on the track. That is, when the vehicle body 201 travels on the track, when the power receiving circuit 200 passes the power transmitting circuit 100, it can receive the power transmitted by the power transmitting circuit 100 in real time through wireless transmission. In one embodiment, each of the power transmitting circuits 100 can be filled in the track with insulating waterproof materials, and each of the power transmitting circuits 100 can be encapsulated with aluminum alloy concrete. When encapsulating, it is necessary to ensure that the power transmitting circuit 100 can work normally. That is, the encapsulated power transmitting circuit 100 can also transmit the power of the power source 101 to the power receiving circuit 200 in real time through wireless transmission.

[0066] In one embodiment, two groups of power receiving coils may be provided in the power receiving circuit 200, and the two groups of power receiving coils may be arranged at 90° relative to each other; if the power transmitting circuit 100 at the current position cooperates with the power receiving circuit 200, so that the wind control device 300 can control the bottom door or the top cover to open, then the power transmitting circuit 100 at the next position on the track may be relatively (relative to the power transmitting circuit 100 at the current position) rotated 90° for installation, so as to change the phase of the current, and then the power transmitting circuit 100 at this position may cooperate with the power receiving circuit 200, so that the wind control device 300 can only control the bottom door or the top cover to close.

[0067] That is, the plurality of power transmitting circuits 100 can be respectively set as the power transmitting circuit 100 having only the function of opening the bottom door or the top cover and the power transmitting circuit 100 having only the function of closing the bottom door or the top cover. When the vehicle body 201 runs on the track, when the power receiving circuit 200 passes through the power transmitting circuit 100 having the function of opening the bottom door or the top cover, the bottom door or the top cover can only be opened; when the power receiving circuit 200 passes through the power transmitting circuit 100 having the function of closing the bottom door or the top cover, the bottom door or the top cover can only be closed; thereby ensuring that the bottom door or the top cover will not malfunction during use, and improving the reliability of use.

[0068] In one embodiment, the power receiving circuit 200 can also be filled with insulating waterproof material at the bottom of the vehicle body 201. In this way, when the power receiving circuit 200 and the power transmitting circuit 100 transmit power, it can avoid being affected by harsh environments such as snow, fog, ice, paint, dirt, or shaking of railway freight cars during operation, as well as other electrical signal interference, thereby ensuring the reliability of the bottom door or top cover automatically opening and closing during the operation of the railway freight car.

[0069] It is understood that the specific structure of the wind control device 300 is not specifically limited, as long as it has the function of controlling the opening and closing of the bottom door or the top cover. The specific structure of the wind control device 300 can be selected according to actual needs. In one embodiment, the wind control device 300 can be composed of the solenoid valve 310, a compression pipeline, an air storage box, a valve and a cylinder. In one embodiment, the wind control device 300 can also be composed of the solenoid valve 310, an air storage box, a filter device, a valve and a cylinder.

[0070] In one embodiment, the electromagnetic valve 310 can change the flow direction of the compressed air in the wind control device 300 according to the difference of the electrical signal outputted from the output end of the power receiving circuit 200, so that the wind control device 300 can control the bottom door or the top cover to open and close. In one embodiment, the number of the power transmitting circuits 100 can be increased or the transmitting coil 110 in the power transmitting circuit 100 can be lengthened along the running direction (such as Figure 5 As shown), the power receiving circuit 200 can receive enough energy, thereby ensuring that the solenoid valve 310 can work stably during the rapid driving of the vehicle body 201, thereby improving reliability.

[0071] In this embodiment, at least one of the power transmitting circuits 100 and the power receiving circuit 200 is used to form a wireless power transmission device to transmit power, and the power receiving circuit 200 is used to control the solenoid valve 310 with an electrical signal, thereby changing the flow direction of the compressed air in the wind control device 300, so that the wind control device 300 controls the opening and closing of the bottom door or the top cover. This embodiment can transmit power in real time and accurately without being affected by harsh environments such as snow, fog, ice, paint, and dust, and has high transmission reliability, and can accurately realize the opening and closing of the bottom door or the top cover of the railway freight car during operation.

[0072] See also Figure 1 In one embodiment, the power receiving circuit 200 includes: a receiving coil 210, a rectifier circuit 220, a tank circuit 230, and a voltage stabilizing circuit 240. The receiving coil 210 is wirelessly connected to the output end of each of the power transmitting circuits 100. The first input end of the rectifier circuit 220 is electrically connected to the first end of the receiving coil 210. The second input end of the rectifier circuit 220 is electrically connected to the second end of the receiving coil 210.

[0073] The first end of the energy storage circuit 230 is electrically connected to the first output end of the rectifier circuit 220. The second end of the energy storage circuit 230 is electrically connected to the second output end of the rectifier circuit 220. The first input end of the voltage stabilizing circuit 240 is electrically connected to the first end of the energy storage circuit 230 and the first output end of the rectifier circuit 220, respectively. The second input end of the voltage stabilizing circuit 240 is electrically connected to the second end of the energy storage circuit 230 and the second output end of the rectifier circuit 220, respectively. The output end of the voltage stabilizing circuit 240 is electrically connected to the control end of the solenoid valve 310. In one embodiment, the number of the receiving coils 210 can be multiple, which can be selected according to actual needs.

[0074] It can be understood that the specific circuit structure of the rectifier circuit 220 is not specifically limited, as long as it has the function of rectification. The specific circuit structure of the rectifier circuit 220 can be selected according to actual needs. In one embodiment, the rectifier circuit 220 can be constructed by diodes and capacitors. In one embodiment, the rectifier circuit 220 can also be composed of a rectifier. The rectifier circuit 220 is used to convert the AC power received by the receiving coil 210 into DC power, which is convenient for use by the back-end equipment.

[0075] It can be understood that the specific circuit structure of the energy storage circuit 230 is not specifically limited, as long as it has the function of charging and discharging. The specific circuit structure of the energy storage circuit 230 can be selected according to actual needs. In one embodiment, the energy storage circuit 230 can be composed of a capacitor and a resistor. In one embodiment, the energy storage circuit 230 can also be composed of a capacitor and an inductor. The energy storage circuit 230 is charged with the DC power output by the rectifier circuit 220. When the rectifier circuit 220 stops outputting DC power, the energy storage circuit 230 starts to discharge until all the stored energy is released.

[0076] It can be understood that the specific circuit structure of the voltage stabilizing circuit 240 is not specifically limited, as long as it has the function of voltage stabilization. The specific circuit structure of the voltage stabilizing circuit 240 can be selected according to actual needs. In one embodiment, the voltage stabilizing circuit 240 can be composed of a voltage stabilizer. In one embodiment, the voltage stabilizing circuit 240 can also be composed of a voltage stabilizing diode. The voltage stabilizing circuit 240 can make the electrical signal input to the control end of the solenoid valve 310 more stable.

[0077] In one embodiment, the energy storage circuit 230 includes: a super capacitor 231. The first end of the super capacitor 231 is electrically connected to the first output end of the rectifier circuit 220 and the first input end of the voltage stabilizing circuit 240. The second end of the super capacitor 231 is electrically connected to the second output end of the rectifier circuit 220 and the second input end of the voltage stabilizing circuit 240. By utilizing the charging and discharging function of the super capacitor 231, the electrical signal input to the control end of the solenoid valve 310 can be made more durable and stable, thereby increasing the reliability of use.

[0078] In one embodiment, the rectifier circuit 220 includes: a rectifier bridge 221. A first input end of the rectifier bridge 221 is electrically connected to a first end of the receiving coil 210. A second input end of the rectifier bridge 221 is electrically connected to a second end of the receiving coil 210. A first output end of the rectifier bridge 221 is electrically connected to a first end of the energy storage circuit 230. A second output end of the rectifier bridge 221 is electrically connected to a second end of the energy storage circuit 230. The rectifier bridge 221 is used to convert the AC power received by the receiving coil 210 into DC power, so as to facilitate the use of the back-end DC equipment.

[0079] In one embodiment, the power receiving circuit 200 further includes: a first capacitor 250. The first capacitor 250 is connected in series between the first input end of the rectifier bridge 221 and the first end of the receiving coil 210. The first capacitor 250 is used to filter the AC power output by the receiving coil 210, thereby protecting the power receiving circuit 200 from damage.

[0080] See also Figure 2 In one embodiment, the wind control device 300 further includes: an air storage cylinder 320, an air source processing component 330, a first one-way throttle valve 340, a two-way driving cylinder 350, and a second one-way throttle valve 360. The first end of the air source processing component 330 is in communication with the air storage cylinder 320. The second end of the air source processing component 330 is in communication with the input end of the solenoid valve 310. The first end of the first one-way throttle valve 340 is in communication with the first output end of the solenoid valve 310. The first input end of the two-way driving cylinder 350 is in communication with the second end of the first one-way throttle valve 340. The first end of the second one-way throttle valve 360 ​​is in communication with the second input end of the two-way driving cylinder 350. The second end of the second one-way throttle valve 360 ​​is in communication with the second output end of the solenoid valve 310.

[0081] In one embodiment, the air storage cylinder 320 may store compressed air or other compressed media, such as nitrogen. In one embodiment, the air storage cylinder 320 outputs compressed air to the air source processing component 330, and the compressed air is filtered and purified by the air source processing component 330, and then the compressed air is output to the solenoid valve 310 according to a preset pressure. The solenoid valve 310 controls the compressed air to flow to the first one-way throttle valve 340 or the second one-way throttle valve 360 ​​according to the electrical signal output by the output end of the power receiving circuit 200, thereby driving the two-way driving cylinder 350 to control the opening and closing of the bottom door or the top cover.

[0082] In one embodiment, if the first one-way throttle valve 340 cooperates with the two-way driving cylinder 350 to control the bottom door or the top cover to open, then the second one-way throttle valve 360 ​​cooperates with the two-way driving cylinder 350 to control the bottom door or the top cover to close, and vice versa. The specific flow direction of the compressed air can be switched by the solenoid valve 310, thereby realizing the opening and closing of the bottom door or the top cover.

[0083] In one embodiment, the air source processing component 330 includes: a filter 331, a pressure regulating valve 332, and a purifier 333. The first end of the filter 331 is in communication with the air storage cylinder 320. The first end of the pressure regulating valve 332 is in communication with the second end of the filter 331. The first end of the purifier 333 is electrically connected to the second end of the pressure regulating valve 332. The second end of the purifier 333 is in communication with the input end of the solenoid valve 310. By using the filter 331 and the purifier 333 to process the compressed air output from the air storage cylinder 320, the compressed air input to the two-way drive cylinder 350 can be made purer, and the resistance to the two-way drive cylinder 350 can be reduced. At the same time, by using the pressure regulating valve 332, the pressure of the compressed air input to the two-way drive cylinder 350 can be fixed, so as to avoid damage to the two-way drive cylinder 350 due to sudden pressure changes.

[0084] In one embodiment, the wind control device 300 further includes: a ball valve 370 and a third one-way throttle valve 380. The first end of the ball valve 370 is in communication with the air storage cylinder 320. The first end of the third one-way throttle valve 380 is in communication with the second end of the ball valve 370. The second end of the third one-way throttle valve 380 is in communication with the air supply pipe of the vehicle body 201.

[0085] In one embodiment, the compressed air flows to the third one-way throttle valve 380 and the ball valve 370 in sequence through the air supply pipeline of the vehicle body 201, and is finally stored in the air storage cylinder 320. In one embodiment, the third one-way throttle valve 380 only allows the compressed air to flow to the ball valve 370 through the air supply pipeline of the vehicle body 201, and cuts off the reverse flow. In one embodiment, the output end (i.e., the first end) of the ball valve 370 is provided with a shrinkage hole to prevent the output end flow from being too large, resulting in excessive local decompression of the compressed air at the input end (i.e., the second end) causing braking.

[0086] In one embodiment, the working pressure of the ball valve 370 can be set by manual adjustment. When the pressure of the input port (i.e., the second end) is greater than the set working pressure through automatic detection, the output port (i.e., the first end) outputs compressed air; when the pressure of the input port (i.e., the second end) is not greater than the set working pressure, the output port is automatically closed. In one embodiment, the air path from the air supply pipeline of the vehicle body 201 to the air storage cylinder 320 can be cut off by manual operation.

[0087] In summary, the present application utilizes at least one of the power transmitting circuits 100 and the power receiving circuit 200 to form a wireless power transmission device to transmit power, and at the same time utilizes the power receiving circuit 200 to control the solenoid valve 310 with an electrical signal, thereby changing the flow direction of the compressed air in the wind control device 300, so that the wind control device 300 controls the opening and closing of the bottom door or the top cover. The present application can transmit power in real time and accurately without being affected by harsh environments such as snow, fog, ice, paint, and dirt, and has high transmission reliability, and can accurately realize the opening and closing of the bottom door or the top cover of the railway freight car during operation.

[0088] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0089] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A railway freight car bottom door or top cover control device, It is characterized in that include: At least one power transmission circuit (100), each of the power transmission circuits (100) being arranged on the track, an input end of each of the power transmission circuits (100) being electrically connected to a power source (101), and an output end of each of the power transmission circuits (100) being used to output electric energy; A power receiving circuit (200) is arranged at the bottom of the vehicle body (201), and the output end of each power transmitting circuit (100) is wirelessly connected to the input end of the power receiving circuit (200); A wind control device (300) is arranged on the vehicle body (201), the wind control device (300) comprising a solenoid valve (310), the control end of the solenoid valve (310) being electrically connected to the output end of the electric energy receiving circuit (200); The solenoid valve (310) controls the flow direction of the compressed air in the wind control device (300) according to the electrical signal outputted from the output end of the power receiving circuit (200), so that the wind control device (300) controls the opening and closing of the bottom door or the top cover; two groups of power receiving coils are arranged in the power receiving circuit (200), and the two groups of power receiving coils are arranged at 90 degrees relative to each other; if the power transmitting circuit (100) at the current position cooperates with the power receiving circuit (200), so that the wind control device (300) can control the bottom door or the top cover to open, then the upper and lower positions of the track are The electric energy transmitting circuit (100) at the position is installed by rotating 90° relative to the electric energy transmitting circuit (100) at the current position, so that the wind control device (300) can only control the bottom door or the top cover to close; when the vehicle body (201) is running on the track, when the electric energy receiving circuit (200) passes through the electric energy transmitting circuit (100) with the function of opening the bottom door or the top cover, the bottom door or the top cover can only be opened; when the electric energy transmitting circuit (100) passes through the electric energy transmitting circuit (100) with the function of closing the bottom door or the top cover, the bottom door or the top cover can only be closed; Wherein, the wind control device (300) further includes: Air storage cylinder (320); An air source processing component (330), wherein a first end of the air source processing component (330) is in communication with the air storage cylinder (320), and a second end of the air source processing component (330) is in communication with an input end of the solenoid valve (310); a first one-way throttle valve (340), wherein a first end of the first one-way throttle valve (340) is connected to a first output end of the solenoid valve (310); A bidirectional driving cylinder (350), wherein a first input end of the bidirectional driving cylinder (350) is connected to a second end of the first one-way throttle valve (340); A second one-way throttle valve (360), wherein a first end of the second one-way throttle valve (360) is connected to a second input end of the bidirectional drive cylinder (350), and a second end of the second one-way throttle valve (360) is connected to a second output end of the solenoid valve (310).

2. The railway freight car bottom door or top cover control device as claimed in claim 1, It is characterized in that The electric energy receiving circuit (200) comprises: A receiving coil (210), the receiving coil (210) being wirelessly connected to an output end of each of the electric energy transmitting circuits (100); a rectifier circuit (220), wherein a first input end of the rectifier circuit (220) is electrically connected to a first end of the receiving coil (210), and a second input end of the rectifier circuit (220) is electrically connected to a second end of the receiving coil (210); An energy storage circuit (230), wherein a first end of the energy storage circuit (230) is electrically connected to a first output end of the rectifier circuit (220), and a second end of the energy storage circuit (230) is electrically connected to a second output end of the rectifier circuit (220); A voltage stabilizing circuit (240), wherein a first input end of the voltage stabilizing circuit (240) is electrically connected to a first end of the energy storage circuit (230) and a first output end of the rectifier circuit (220), a second input end of the voltage stabilizing circuit (240) is electrically connected to a second end of the energy storage circuit (230) and a second output end of the rectifier circuit (220), and an output end of the voltage stabilizing circuit (240) is electrically connected to a control end of the solenoid valve (310).

3. The railway freight car bottom door or top cover control device as claimed in claim 2, It is characterized in that The energy storage circuit (230) comprises: A super capacitor (231), wherein a first end of the super capacitor (231) is electrically connected to a first output end of the rectifier circuit (220) and a first input end of the voltage stabilizing circuit (240), and a second end of the super capacitor (231) is electrically connected to a second output end of the rectifier circuit (220) and a second input end of the voltage stabilizing circuit (240).

4. The railway freight car bottom door or top cover control device as claimed in claim 2, It is characterized in that The rectifier circuit (220) comprises: A rectifier bridge (221), wherein a first input end of the rectifier bridge (221) is electrically connected to a first end of the receiving coil (210), a second input end of the rectifier bridge (221) is electrically connected to a second end of the receiving coil (210), a first output end of the rectifier bridge (221) is electrically connected to a first end of the energy storage circuit (230), and a second output end of the rectifier bridge (221) is electrically connected to a second end of the energy storage circuit (230).

5. The railway freight car bottom door or top cover control device as claimed in claim 4, It is characterized in that The electric energy receiving circuit (200) further comprises: A first capacitor (250) is connected in series between a first input end of the rectifier bridge (221) and a first end of the receiving coil (210).

6. The railway freight car bottom door or top cover control device as claimed in claim 1, It is characterized in that The electric energy transmitting circuit (100) comprises: A transmitting coil (110), wherein a first end of the transmitting coil (110) is electrically connected to the positive electrode of the power source (101), a second end of the transmitting coil (110) is electrically connected to the negative electrode of the power source (101), and the transmitting coil (110) is also wirelessly connected to the input end of the power receiving circuit (200).

7. The railway freight car bottom door or top cover control device as claimed in claim 1, It is characterized in that The gas source processing component (330) comprises: A filter (331), wherein a first end of the filter (331) is in communication with the air storage cylinder (320); a pressure regulating valve (332), wherein a first end of the pressure regulating valve (332) is in communication with a second end of the filter (331); A purifier (333), wherein a first end of the purifier (333) is electrically connected to a second end of the pressure regulating valve (332), and a second end of the purifier (333) is communicated with an input end of the solenoid valve (310).

8. The railway freight car bottom door or top cover control device as claimed in claim 1, It is characterized in that The wind control device (300) further includes: a ball valve (370), wherein a first end of the ball valve (370) is in communication with the air storage cylinder (320); A third one-way throttle valve (380), wherein the first end of the third one-way throttle valve (380) is connected to the second end of the ball valve (370), and the second end of the third one-way throttle valve (380) is connected to the air supply pipeline of the vehicle body (201).

9. The railway freight car bottom door or top cover control device as claimed in claim 8, It is characterized in that The output end, i.e., the first end, of the ball valve (370) is provided with a shrinkage hole to prevent excessive flow at the output end from causing excessive local decompression of compressed air at the input end, i.e., the second end, causing braking.

10. The railway freight car bottom door or top cover control device as claimed in claim 1, It is characterized in that Each of the electric energy transmitting circuits (100) is filled in the track through an insulating waterproof material; and the electric energy receiving circuit (200) is filled in the bottom of the vehicle body (201) through an insulating waterproof material.

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