Railway freight car release valve operating device and railway freight car

Abstract

A railway freight car release valve control device and a railway freight car, relating to the field of railway technology. The railway freight car release valve control device is applied to the release valve of the railway freight car body and includes: at least one driving mechanism, which is arranged inside the bottom of the car body, and the output end of the driving mechanism is connected to the input end of the release valve; wherein, controlling the driving mechanism can pull the release valve to operate the release valve. Arranging the driving mechanism inside the car body can effectively prevent the phenomenon that the falling goods caused by the loading and unloading of goods impact the driving mechanism and then cause damage to the driving mechanism, thus effectively solving the technical problems existing in the prior art. In addition, by controlling the driving mechanism to pull the release valve, the release valve can also be used to control the car body to achieve the braking effect.

Description

Technical Field

[0001] The present invention belongs to the technical field of railways, and more specifically, relates to a railway wagon release valve operating device and a railway wagon. Background Art

[0002] Railway trains are vehicles running on railway tracks, usually composed of multiple carriages. They are one of the important modern means of transportation for humans. In the early days, they were called steam locomotives and had independent tracks to run on. Railway trains can be divided into freight wagons for carrying goods and passenger cars for carrying passengers according to the load, and there are also mixed passenger and freight cars that combine the two.

[0003] Existing freight wagons are all equipped with release valves and structures such as pull rods for operating the release valves to assist the wagons in achieving braking or braking release effects. For the convenience of operation, currently, structures such as pull rods for operating the release valves are exposed outside the large crossbeam of the wagon. However, this design method will cause the structures such as pull rods to be impacted by the falling of goods or loading and unloading equipment when loading and unloading goods onto the wagon, and thus the structures such as pull rods will break or bend and deform.

[0004] Therefore, the above technical problems need to be further solved. Summary of the Invention

[0005] The object of the present invention is to provide a railway wagon release valve operating device and a railway wagon, which will not cause the structures such as pull rods to break or bend and deform due to the falling of goods or the impact of loading and unloading equipment when loading and unloading goods onto the wagon, thereby effectively solving the technical problems existing in the prior art.

[0006] To achieve the above object, the present invention provides a railway wagon release valve operating device, which is applied to the release valve of a railway wagon body and includes:

[0007] At least one driving mechanism, the driving mechanism is arranged inside the bottom of the vehicle body, and the output end of the driving mechanism is connected to the input end of the release valve;

[0008] Wherein, controlling the driving mechanism can pull the release valve to operate the release valve.

[0009] The object of the present application and the solution to its technical problems can be further realized by the following technical measures.

[0010] Optionally, in the aforementioned railway wagon release valve operating device, the number of the driving mechanisms is at least two, which are respectively a first driving mechanism and a second driving mechanism. The first driving mechanism and the second driving mechanism are arranged horizontally inside the bottom of the vehicle body, and the opposite output ends of the first driving mechanism and the second driving mechanism are respectively connected to the input end of the release valve;

[0011] Among them, controlling the first driving mechanism or the second driving mechanism can pull the release valve, and the release valve is used to control the vehicle body to switch from the braking state to the release state.

[0012] Optionally, for the aforementioned railway freight car release valve operating device, the driving mechanism includes:

[0013] A first force arm, a second force arm, and a third force arm that are connected in sequence. The first end of the first force arm away from the second force arm is a movable end. The first force arm is movably connected to the middle of the second force arm, and the third force arm is connected to the input end of the release valve.

[0014] Among them, the second force arm is rotatably connected to the third force arm, and pulls the first end of the first force arm relative to the vehicle body, so that the first force arm drives the second force arm and the third force arm in sequence to pull the release valve.

[0015] Optionally, for the aforementioned railway freight car release valve operating device, the first end of the second force arm is rotatably connected to the inner side of the bottom of the vehicle body, and the second end of the second force arm opposite to the first end is rotatably connected to the third force arm;

[0016] The second end of the first force arm away from the first end passes through the second force arm, and a limiting block is rotatably connected. The first force arm is slidably connected to the second force arm.

[0017] Optionally, for the aforementioned railway freight car release valve operating device, the driving mechanism further includes:

[0018] A base, which is arranged on the edge of the bottom surface of the vehicle body;

[0019] A driving part, which is rotatably connected to the base and the first end of the first force arm respectively.

[0020] Optionally, for the aforementioned railway freight car release valve operating device, the driving part includes:

[0021] A lifting arm, one end of the lifting arm is rotatably connected to the base;

[0022] A handle, which is rotatably connected to the other end of the lifting arm;

[0023] Among them, the first end of the first force arm is rotatably connected between the two ends of the lifting arm.

[0024] Optionally, for the aforementioned railway freight car release valve operating device, it further includes:

[0025] A limiting part, which is arranged at the other end of the lifting arm;

[0026] Wherein, the limiting part is used to limit the handle from rotating relative to the jib in a direction away from the second force arm.

[0027] Optionally, for the aforesaid railway wagon release valve operating device, the connection between the first force arm and the second force arm, between the second force arm and the vehicle body, between the second force arm and the third force arm, and between the third force arm and the release valve is a detachable connection.

[0028] Optionally, for the aforesaid railway wagon release valve operating device, the connection between the base and the vehicle body, between the jib and the base, between the jib and the first force arm, between the jib and the handle, and between the jib and the limiting part is a detachable connection.

[0029] On the other hand, the present application provides a railway wagon, including:

[0030] A vehicle body, a release valve, and the aforesaid railway wagon release valve operating device, and the railway wagon release valve operating device includes:

[0031] At least one driving mechanism, which is arranged inside the bottom of the vehicle body, and the output end of the driving mechanism is connected to the input end of the release valve;

[0032] Wherein, controlling the driving mechanism can pull the release valve to operate the release valve.

[0033] By means of the above technical solutions, the railway wagon release valve operating device and the railway wagon of the present invention at least have the following advantages:

[0034] For the railway wagon release valve operating device and the railway wagon provided by the present invention, the driving mechanism is arranged inside the vehicle body, that is, below the large cross beam of the vehicle body, which can effectively prevent the falling goods or equipment from hitting the driving mechanism due to the loading and unloading of goods or equipment, thereby avoiding the phenomenon of damage to the driving mechanism, and effectively solving the technical problems existing in the prior art. In addition, by controlling the driving mechanism to pull the release valve, the release valve can also be used to control the vehicle body to achieve the effect of converting from braking to releasing the brake.

[0035] The above description is only an overview of the technical solution of the present invention. In order to understand the technical means of the present invention more clearly and implement it according to the content of the description, the following describes in detail with reference to the preferred embodiments of the present invention and the accompanying drawings. Description of the Drawings

[0036] The above and other objects, features, and advantages of the present invention will become more apparent by describing the exemplary embodiments of the present invention in more detail with reference to the accompanying drawings, in which, in the exemplary embodiments of the present invention, the same reference numerals generally represent the same components.

[0037] Figure 1 The structural schematic diagram of a release valve operating device for a railway freight car is shown;

[0038] Figure 2 The structural schematic diagram of a second force arm of a release valve operating device for a railway freight car is shown;

[0039] Figure 3 The structural schematic diagram of a base and a driving part of a release valve operating device for a railway freight car is shown;

[0040] Figure 4 The structural schematic diagram of a base of a release valve operating device for a railway freight car is shown.

[0041] Explanation of reference numerals:

[0042] 1, floor; 2, large cross beam; 3, U-shaped side beam; 4, release valve; 5, driving mechanism; 51, first force arm; 52, second force arm; 53, third force arm; 54, base; 55, lifting arm; 56, handle; 57, limiting part; 58, limiting block; 6, center beam. Specific embodiments

[0043] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0044] Embodiment 1

[0045] As Figures 1 to 4 shown, a release valve operating device for a railway freight car proposed in Embodiment 1 of the present invention is applied to a release valve of a railway freight car body and includes: at least one driving mechanism 5;

[0046] The driving mechanism 5 is arranged inside the bottom of the car body, and the output end of the driving mechanism 5 is connected to the input end of the release valve 4;

[0047] Wherein, controlling the driving mechanism 5 can pull the release valve 4 to operate the release valve 4.

[0048] Specifically, the body of the railway freight car is the vast majority of common models such as open wagons, flat wagons, and covered wagons. The bottom surface of the car body is generally composed of a floor 1, a center sill 6, large crossbeams 2, and U-shaped side sills 3. The specific detailed assembly steps are mastered by technicians and will not be elaborated here. Since the center sill 6 is located between two large crossbeams 2, the side installed on the large crossbeam 2 away from the center sill 6 is the outer bottom, and the side installed on the large crossbeam 2 close to the center sill 6 or the side installed on the large crossbeam 2 opposite to the bearing surface is the inner bottom. Among them, the bearing surface is the ground.

[0049] The release valve 4 is a 120-type air control valve, which is a prior art and can be obtained by procurement. The 120 valve is composed of four parts: a main valve, a semi-automatic release valve 4, an emergency valve, and an intermediate body. The 120 valve has two types: hanging type and sitting type, and usually the hanging type is more common. In this application, the 120 valve is of the hanging type and is installed at the bottom of the car body through the center sill 6. The 120 valve and the car body are connected in a detachable manner, for example: bolt connection. The 120 valve can control the brake cylinder through a series of complex actions inside the valve to make the car body realize the effect of converting from braking to releasing the brake.

[0050] The driving mechanism 5 is arranged on the inner bottom of the car body. The driving mechanism 5 and the car body can be connected in a detachable manner or in a fixed connection manner. The driving mechanism 5 is a structure with driving ability. The driving mechanism 5 and the release valve 4 can be connected in a detachable manner or in a fixed connection manner. Among them, the control driving mechanism 5 pulls the release valve 4 so that the release valve 4 can control the car body to realize the effect of converting from braking to releasing the brake.

[0051] The railway freight car release valve operating device provided by the embodiment of the present invention arranges the driving mechanism 5 inside the car body, that is, below the large crossbeam 2 of the car body, which can effectively prevent the falling goods or equipment from hitting the driving mechanism 5 due to the loading and unloading of goods or equipment, and then cause the damage of the driving mechanism 5, thus effectively solving the technical problems existing in the prior art. In addition, by controlling the driving mechanism 5 to pull the release valve 4, the release valve 4 can also control the car body to realize the effect of converting from braking to releasing the brake.

[0052] As Figure 1 shown, in a specific implementation, the number of the driving mechanisms 5 is at least two, which are a first driving mechanism 5 and a second driving mechanism 5 respectively. The first driving mechanism 5 and the second driving mechanism 5 are arranged horizontally on the inner bottom of the car body. The opposite output ends of the first driving mechanism 5 and the second driving mechanism 5 are respectively connected to the input end of the release valve 4; among them, controlling the first driving mechanism 5 or the second driving mechanism 5 can pull the release valve 4 and make the release valve 4 control the car body to convert from braking to the released braking state.

[0053] Specifically, the number of the driving mechanisms 5 can be one or more. Since the horizontal cross-section of the vehicle body is relatively wide, if there is only one driving mechanism 5 provided on one side of the vehicle body, it is not convenient for the operator to control the vehicle body, and at the same time, potential safety hazards are likely to occur. Therefore, in this application, the number of the driving mechanisms 5 is preferably two, so that the operator can control the vehicle through any one of the driving mechanisms 5 on both sides of the vehicle body, improving convenience and avoiding potential safety hazards. Secondly, since the release valve 4 has two input ends, if one of the two input ends of the release valve 4 is pulled, the other input end will also have a linkage effect, so as to facilitate the cooperation between the driving mechanism 5 and the release valve 4, enabling the release valve 4 to control the vehicle body to achieve the effect of converting from braking to releasing braking. In addition, the horizontal direction is the direction parallel to the bearing surface.

[0054] As Figures 1 to 3 shown, in a specific implementation, the driving mechanism 5 includes: a first lever arm 51, a second lever arm 52, and a third lever arm 53 that are connected in sequence; a first end of the first lever arm 51 away from the second lever arm 52 is a movable end, the first lever arm 51 is movably connected to the middle of the second lever arm 52, and the third lever arm 53 is connected to the input end of the release valve 4; wherein, the second lever arm 52 is rotatably connected to the third lever arm 53, and the first end of the first lever arm 51 is pulled relative to the vehicle body, so that the first lever arm 51 drives the second lever arm 52 and the third lever arm 53 in sequence to pull the release valve 4.

[0055] Specifically, the first end of the first lever arm 51 is a movable end, which is used to facilitate the operator to operate the release valve 4, so that the release valve 4 can control the vehicle body to achieve the effect of converting from braking to releasing braking. The first lever arm 51 is movably connected to the middle of the second lever arm 52. This structural design enables relative movement between the first lever arm 51 and the second lever arm 52, so as to facilitate the first lever arm 51 to drive the second lever arm 52 to operate the release valve 4, so that the release valve 4 can control the vehicle body to achieve the effect of converting from braking to releasing braking. The second lever arm 52 is rotatably connected to the third lever arm 53. This structural design enables relative movement between the second lever arm 52 and the third lever arm 53, so as to facilitate the first lever arm 51 to drive the second lever arm 52 and the third lever arm 53 in sequence to operate the release valve 4, so that the release valve 4 can control the vehicle body to achieve the effect of converting from braking to releasing braking. The third lever arm 53 and the input end of the release valve 4 can be connected in a detachable manner or in a fixed connection manner. The second lever arm 52 and the third lever arm 53 are connected by a pin shaft to achieve a rotational effect. The first lever arm 51 and the second lever arm 52 can be connected in a detachable manner or in a fixed connection manner. The first lever arm 51 and the vehicle body can be connected in a detachable manner or in a fixed connection manner.

[0056] As Figures 1 - 3 shown, in a specific implementation, the first end of the second lever arm 52 is rotatably connected to the inner side of the bottom of the vehicle body, and the second end of the second lever arm 52 opposite to the first end is rotatably connected to the third lever arm 53; the second end of the first lever arm 51 away from the first end passes through the second lever arm 52 and is rotatably connected with a limit block 58, and the first lever arm 51 is slidably connected with the second lever arm 52.

[0057] Specifically, the second lever arm 52 is connected to the inner side of the bottom of the vehicle body by a pin shaft to achieve the rotation effect. The first lever arm 51 is connected to the limit block 58 by a pin shaft to achieve the rotation effect. Since a certain force is generated when the truck is loading and unloading goods, the force will force the first lever arm 51 to move in the direction of the relief valve 4. Therefore, the second end of the first lever arm 51 away from the first end is passed through the second lever arm 52 and rotated to connect the limit block 58. This structural design can form a sliding connection effect between the first lever arm 51 and the second lever arm 52. When the external force forces the first lever 51 to move, the first lever 51 can shuttle back and forth on the second lever 52 by means of a sliding connection, while preventing the second lever 52 from generating a force toward the relief valve 4, so as to prevent the external force from forcing the first lever 51, causing the first lever 51 to drive the second lever 52 to generate a force to move toward the relief valve 4, and forcing the second lever 52 to drive the third lever 53 to hit the relief valve 4, thereby causing damage to the relief valve 4 or the phenomenon of switching from braking to relief braking. This not only has a limiting effect but also can effectively protect the relief valve 4.

[0058] The setting of the limit block 58 can have a limiting effect. When the operator manipulates the first end of the first lever arm 51, the first lever arm 51 moves in the direction away from the relief valve 4. Because the second end of the first lever arm 51 away from the first end passes through the second lever arm 52 and is rotatably connected to the limit block 58, the first end of the second lever arm 52 is rotatably connected to the inner side of the bottom of the vehicle body, and the second end of the second lever arm 52 opposite to the first end is rotatably connected to the third lever arm 53. Therefore, the first lever arm 51 can pull the second lever arm 52 through the limit block 58 to make the second lever arm 52 move in the direction away from the relief valve 4. At the same time, the second lever arm 52 will drive the third lever arm 53 to move in the direction away from the relief valve 4 and pull the input end of the relief valve 4 so that the relief valve 4 can control the vehicle body to achieve the effect of converting braking to relief braking.

[0059] It should be noted that the length of the first lever arm 51 and the length of the second lever arm 52 in each set of driving mechanisms 5 are adjusted accordingly with the length of the corresponding third lever arm 53 to adapt to the bottom of the vehicle body. In addition, the first lever arm 51, the second lever arm 52 and the third lever arm 53 of the two sets of driving mechanisms 5 in the present application are of the same structure except for the different sizes.

[0060] like Figure 1 as well as Figure 3 and Figure 4 As shown, in a specific implementation, the driving mechanism 5 further includes: a base 54 and a driving part;

[0061] The base 54 is disposed on the edge of the bottom surface of the vehicle body; the driving part is respectively rotatably connected to the base 54 and the first end of the first force arm 51.

[0062] Specifically, the edge of the vehicle body on the ground is the side of the U-shaped side beam 3 close to the release valve 4. The base 54 and the vehicle body can be connected in a detachable manner or in a fixed connection manner. The driving part is used to drive the first force arm 51, so that the first force arm 51 can pull the second force arm 52 through the limit block 58, so that the second force arm 52 moves away from the release valve 4. At the same time, the second force arm 52 will drive the third force arm 53 to move away from the release valve 4 and pull the input end of the release valve 4, so that the release valve 4 can control the vehicle body to achieve the effect of converting from braking to releasing braking. The driving part and the base 54 are rotatably connected through pin shaft cooperation, and the driving part and the first force arm 51 are rotatably connected through pin shaft cooperation.

[0063] Such as Figure 1 And Figure 3 And Figure 4 As shown, in a specific implementation, the driving part includes: a boom 55 and a handle 56;

[0064] One end of the boom 55 is rotatably connected to the base 54; the handle 56 is rotatably connected to the other end of the boom 55; wherein, the first end of the first force arm 51 is rotatably connected between the two ends of the boom 55.

[0065] Specifically, the boom 55 and the base 54 are rotatably connected through pin shaft cooperation. The handle 56 and the boom 55 are rotatably connected through pin shaft cooperation. The boom 55 and the first force arm 51 are rotatably connected through pin shaft cooperation.

[0066] The operator pulls the handle 56, so that the boom 55 drives the first force arm 51 to move. The first force arm 51 can pull the second force arm 52 through the limit block 58, so that the second force arm 52 moves away from the release valve 4. At the same time, the second force arm 52 will drive the third force arm 53 to move away from the release valve 4 and pull the input end of the release valve 4, so that the release valve 4 can control the vehicle body to achieve the effect of converting from braking to releasing braking.

[0067] Such as Figure 1 As shown, further, it further includes: a limiting part 57;

[0068] The limiting part 57 is disposed at the other end of the boom 55; wherein, the limiting part 57 is used to limit the handle 56 from rotating relative to the boom 55 in a direction away from the second force arm 52.

[0069] Specifically, the limiting part 57 can be a limiting block 58 or a pin, as long as it is a device with a limiting effect. The limiting part 57 and the boom 55 can be connected in a detachable manner or in a fixed connection manner. In this application, the limiting part 57 and the boom 55 are preferably connected in a detachable manner, for example: the cooperation of a pin and a nut. The limiting part 57 is located between the handle 56 and the U-shaped side beam 3.

[0070] In a specific implementation, the connection between the first arm 51 and the second arm 52, between the second arm 52 and the vehicle body, between the second arm 52 and the third arm 53, and between the third arm 52 and the release valve 4 are all detachable connections.

[0071] Specifically, this structural design facilitates the later maintenance of the device. Among them, the detachable connection can be the cooperation of a pin and a nut, or can be connected by bolts and nuts. The specific connection method is mastered by those skilled in the art and will not be elaborated here.

[0072] In a specific implementation, the connection between the base 54 and the vehicle body, between the boom 55 and the base 54, between the boom 55 and the first arm 51, between the boom 55 and the handle 56, and between the boom 55 and the limiting part 57 are all detachable connections.

[0073] Specifically, the base 54, the boom 55, and the second arm 52 are all composed of assembled parts that are matched by bolts and nuts or / and pins and nuts, as Figures 2 to 4 shown. This structural design can, on the one hand, enhance the overall connection strength of the device, and on the other hand, avoid the problems of the harm to the health of operators caused by the soot generated by electric welding during welding connection and the air pollution. Among them, the assembled parts of the base 54, the boom 55, and the second arm 52 are all prepared from steel plate materials. The specific connection structure of the base 54, the boom 55, and the second arm 52 is mastered by those skilled in the art and can be adjusted adaptively according to actual needs, so this application will not elaborate here. The first arm 51 and the third arm 53 are both rods made of metal materials.

[0074] In addition, the connection between the first arm 51 and the second arm 52, between the second arm 52 and the vehicle body, between the second arm 52 and the third arm 53, and between the third arm 52 and the release valve 4 are all detachable connections, for example: the cooperation of a pin and a nut or the cooperation of a bolt and a nut.

[0075] Embodiment 2

[0076] As Figures 1 to 4As shown in the figure, a railway freight car proposed in the second embodiment of the present invention includes: a car body, a release valve 4, and the railway freight car release valve operating device in the first embodiment. The railway freight car release valve operating device includes: at least one driving mechanism 5;

[0077] The driving mechanism 5 is arranged inside the bottom of the car body, and the output end of the driving mechanism 5 is connected to the input end of the release valve 4;

[0078] Wherein, controlling the driving mechanism 5 can pull the release valve 4 to operate the release valve 4.

[0079] Specifically, the railway freight car body is the vast majority of models such as general open cars, flat cars, and covered cars. The bottom surface of the car body is generally composed of a floor 1, a center sill 6, large crossbeams 2, and U-shaped side sills 3. The specific detailed assembly steps are mastered by technicians and will not be elaborated here. Since the center sill 6 is located between the two large crossbeams 2, the side away from the center sill 6 of the large crossbeam 2 is the outer bottom, and the side close to the center sill 6 of the large crossbeam 2 or the side opposite to the bearing surface of the large crossbeam 2 is the inner bottom. Among them, the bearing surface is the rail surface.

[0080] The release valve 4 is a 120-type air control valve, which is prior art and can be obtained by procurement. The 120 valve is composed of four parts: a main valve, a semi-automatic release valve 4, an emergency valve, and an intermediate body. The 120 valve has two types: hanging type and sitting type, and usually the hanging type is more common. In this application, the 120 valve is of the hanging type and is installed at the bottom of the car body through the center sill 6. The 120 valve is connected to the car body in a detachable manner, for example: bolt connection. The 120 valve can control the brake cylinder through a series of complex actions inside the valve to make the car body realize the effect of converting from braking to releasing the brake.

[0081] The driving mechanism 5 is arranged inside the bottom of the car body. The driving mechanism 5 and the car body can be connected in a detachable manner or in a fixed connection manner. The driving mechanism 5 is a structure with driving ability. The driving mechanism 5 and the release valve 4 can be connected in a detachable manner or in a fixed connection manner. Wherein, controlling the driving mechanism 5 to pull the release valve 4 enables the release valve 4 to control the car body to realize the effect of converting from braking to releasing the brake.

[0082] In the second embodiment of the present invention, the railway freight car uses the operating device of the release valve 4 of the railway freight car provided in the first embodiment, and the driving mechanism 5 is arranged inside the car body, that is, below the large cross beam 2 of the car body, which can effectively prevent the falling goods or equipment from hitting the driving mechanism 5 due to the loading and unloading of goods or equipment, and further prevent the damage of the driving mechanism 5, thus effectively solving the technical problems existing in the prior art. In addition, by controlling the driving mechanism 5 to pull the release valve 4, the release valve 4 can also be used to control the car body to realize the effect of converting from braking to releasing braking.

[0083] The embodiments of the present invention have been described above. The above description is exemplary and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations are obvious to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A release valve operating device for a railway freight car, which is applied to the release valve of the railway freight car body, and is characterized in that, include: At least one driving mechanism, the driving mechanism is arranged on the inner side of the bottom of the vehicle body, and the output end of the driving mechanism is connected to the input end of the relief valve; wherein the driving mechanism is controlled to pull the relief valve to operate the relief valve; The driving mechanism comprises: A first lever arm, a second lever arm and a third lever arm connected in sequence, wherein the first end of the first lever arm away from the second lever arm is a movable end, the first lever arm is movably connected to the middle of the second lever arm, and the third lever arm is connected to the input end of the relief valve; Wherein, the second lever arm is rotatably connected with the third lever arm, and the first end of the first lever arm is pulled relative to the vehicle body, so that the first lever arm sequentially drives the second lever arm and the third lever arm to pull the relief valve; The first end of the second lever arm is rotatably connected to the inner side of the bottom of the vehicle body, and the second end of the second lever arm opposite to the first end is rotatably connected to the third lever arm; The second end of the first force arm away from the first end passes through the second force arm and is rotatably connected to the limiting block, and the first force arm is slidably connected to the second force arm.

2. The railway freight car relief valve operating device according to claim 1, characterized in that: The number of the driving mechanisms is at least two, namely a first driving mechanism and a second driving mechanism, the first driving mechanism and the second driving mechanism are arranged horizontally on the inner side of the bottom of the vehicle body, and the opposite output ends of the first driving mechanism and the second driving mechanism are respectively connected to the input end of the relief valve; Among them, controlling the first driving mechanism or the second driving mechanism can pull the relief valve, and the relief valve controls the vehicle body to change from a braking state to a relief state.

3. The railway wagon release valve operating device according to claim 1, characterized in that, The driving mechanism further comprises: A base, the base being arranged on an edge of the bottom surface of the vehicle body; The driving part is rotatably connected to the base and the first end of the first lever arm respectively.

4. The railway freight car release valve operating device according to claim 3, characterized in that, The driving unit comprises: A boom, one end of which is rotatably connected to the base; A handle, the handle being rotatably connected to the other end of the boom; Wherein, the first end of the first lever arm is rotatably connected between the two ends of the suspension arm.

5. The railway wagon release valve operating device according to claim 4, characterized in that, Also includes: A limiting portion, the limiting portion being arranged at the other end of the boom; Wherein, the limiting portion is used to limit the handle from rotating relative to the suspension arm in a direction away from the second lever arm.

6. The railway freight car relief valve operating device according to claim 1, characterized in that: The first lever arm and the second lever arm, the second lever arm and the vehicle body, the second lever arm and the third lever arm, and the third lever arm and the relief valve are all detachably connected.

7. The railway freight car relief valve operating device according to claim 5, characterized in that: The base and the vehicle body, the suspension arm and the base, the suspension arm and the first force arm, the suspension arm and the handle, and the suspension arm and the limiting portion are all detachably connected.

8. A railway freight car, characterized in that, include: A vehicle body, a relief valve, and a railway freight vehicle relief valve operating device as claimed in any one of claims 1 to 7; Wherein, the release valve and the driving mechanism are arranged on the inner side of the bottom of the vehicle body, and at least one side of the release valve is provided with the driving mechanism, and the driving mechanism is controlled to pull the release valve so that the release valve controls the vehicle body to switch from the braking state to the release state.

Images