A braking trolley matched with rack rail clamping vehicle

Abstract

The application discloses a kind of rack rail car with brake car for matching, including car body frame, the bottom of the car body frame both sides is provided with walking frame assembly, the car body frame is installed with guide wheel assembly and walking wheel assembly by walking frame assembly, the bottom of the car body frame is installed with brake device, the brake device is connected with speed limiting assembly by hydraulic system, the bottom of the car body frame is provided with rail, the guide wheel assembly, brake device, walking wheel assembly are connected with rail cooperation.This application relates to the technical field of mine machinery, solves the problem that the brake trolley for matching rack rail car in the prior art has poor pressure maintaining effect, the user needs to frequently supplement pressure to continue using, and the brake trolley has small braking force, brake shoe and rail contact surface are less, when locomotive overspeed or fault occurs, brake trolley may not brake in time and other phenomena.

Description

Technical Field

[0001] This invention relates to the field of mining machinery technology, specifically to a braking trolley for a rack railcar. Background Technology

[0002] Braking trolleys play a crucial role as accessories to rack railcars. In recent years, endless rope traction conventional railcars and diesel engine rack railcars have been rapidly adopted in underground coal mines, solving the problem of continuous transportation of heavy equipment and materials in complex roadways with long distances, large inclination angles, undulations, and curves. To prevent accidents caused by overspeeding or derailment during locomotive operation, the railcar needs to be equipped with two braking trolleys with independent hydraulic systems. In the existing technology, the braking trolleys used with rack railcars have poor pressure holding effect, requiring users to frequently replenish pressure to continue use. Furthermore, the braking force of the braking trolleys is small, and the contact area between the brake shoes and the rail is small. When the locomotive overspeeds or malfunctions, the braking trolleys may experience problems such as delayed braking. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a braking trolley for rack railcars, which solves the problems of poor pressure retention in existing braking trolleys for rack railcars, requiring frequent pressure replenishment by the user to continue use, low braking force, and insufficient contact area between the brake shoes and the rail, which may lead to delayed braking when the locomotive overspeeds or malfunctions.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a braking vehicle for a rack rail clamping vehicle, comprising a car frame, with a traveling frame assembly provided on both sides of the bottom of the car frame, a guide wheel assembly and a traveling wheel assembly mounted on the car frame via the traveling frame assembly, a braking device mounted on the bottom of the car frame, the braking device being connected to a speed limiting component via a hydraulic system, and a track provided on the bottom of the car frame, wherein the guide wheel assembly, the braking device, and the traveling wheel assembly are all connected to the track.

[0005] Preferably, the speed limiting component includes an upper speed limiting component, a lower speed limiting component, a mechanical flexible shaft, a limiting frame, a first pin, and a first compression spring. The limiting frame is fixedly connected to the vehicle frame. The lower speed limiting component is installed inside the limiting frame via the first pin. The upper speed limiting component is provided on one side of the lower speed limiting component. The upper speed limiting component is connected to the lower speed limiting component via a mechanical flexible shaft. The first compression spring is installed at the bottom of the lower speed limiting component.

[0006] Preferably, the lower part of the speed limiting component includes a rubber wheel and a rubber wheel shaft, the rubber wheel is keyed to the rubber wheel shaft, the rubber wheel is in contact with the traveling wheel assembly, and the rubber wheel shaft is connected to a mechanical flexible shaft for transmission.

[0007] Preferably, the upper part of the speed limiting component includes a brake pad spring, a sling block, a friction plate, a sling wheel shaft, a speed limiting wheel, and a lever block. The sling wheel shaft is connected to the rubber wheel shaft via a mechanical flexible shaft. Lever blocks are keyed to both sides of the outer wall of the sling wheel shaft. Sling blocks are provided on both sides of the outer wall of the sling wheel shaft. The sling blocks are connected to the lever blocks. Friction plates are fixedly connected to the outer wall of the sling blocks. The friction plates are connected to the speed limiting wheel. Brake pad springs are provided at both ends of the friction plates. The two ends of the brake pad springs are fixedly connected to the friction plates located on both sides.

[0008] Preferably, a wheel control valve group is provided below the speed limiting wheel, the wheel control valve group is connected to the hydraulic system, and the wheel control valve group includes a normally closed directional valve and a normally open directional valve.

[0009] Preferably, the braking device includes an upper brake shoe seat, a second pin, a brake bending component, a third pin, a brake shoe, a second compression spring, a hydraulic cylinder, and a fourth pin. Brake bending components are provided on both sides of the bottom of the vehicle frame, front and rear. The brake bending components are rotatably connected to the vehicle frame via the third pin. An upper brake shoe seat is provided at the bottom of each brake bending component, and the upper brake shoe seat is rotatably connected to the brake bending component via the second pin. Hydraulic cylinders are provided on both sides of the vehicle frame, and the hydraulic cylinders are connected to a hydraulic system. A second compression spring is provided outside each hydraulic cylinder, and both ends of the second compression spring abut against the output end of the hydraulic cylinder. The output end of the hydraulic cylinder is fixedly connected to the brake bending component via the fourth pin. A brake shoe is correspondingly provided below the upper brake shoe seat, and the brake shoe is fixedly connected to the running frame assembly.

[0010] Preferably, the hydraulic system includes an oil tank assembly, a pneumatic-hydraulic booster pump, a valve block assembly, a manual pump, an accumulator, and a pressure gauge. The oil tank assembly is connected to the pneumatic-hydraulic booster pump and the manual pump, respectively. The pneumatic-hydraulic booster pump and the manual pump are both connected to the valve block assembly, respectively. The valve block assembly is connected to the accumulator, the pressure gauge, the swivel wheel control valve group, and the hydraulic cylinder, respectively.

[0011] Preferably, the valve block assembly includes an overflow valve, a one-way valve, a damping orifice, a first shut-off directional valve, a second shut-off directional valve, and a two-way valve.

[0012] This invention provides a braking trolley for a rack railcar. It offers the following advantages: The braking trolley for the rack railcar, through the coordination of the car frame, guide wheel assembly, running frame assembly, speed limiting assembly, braking device, running wheel assembly, and hydraulic system, limits the locomotive's speed via the speed limiting assembly. When the locomotive overspeeds or malfunctions, the speed limiting assembly triggers a control valve, causing the hydraulic system to stop supplying pressure to the braking device. This causes the brake shoes of multiple braking devices to contact the rail, enabling timely braking of the locomotive. The hydraulic system is connected to the control valve group of the speed limiting assembly and the drive hydraulic cylinder of the braking device, improving the pressure holding effect of the braking trolley and ensuring its stable operation. It eliminates the need for frequent pressure replenishment by operators, reducing their workload and effectively improving the braking stability and timeliness of the trolley, thus providing stable speed control for the locomotive.

[0013] Through the cooperation between the car body frame, running frame assembly, running wheel assembly, brake pad tension spring, sling block, friction pad, sling wheel axle, speed limiting wheel, shift block, rubber wheel, rubber wheel axle, mechanical flexible shaft, limit frame, first pin shaft, and first compression spring, the rubber wheel at the bottom of the speed limiting assembly is in close contact with the running wheel assembly. When the locomotive moves, the running wheel assembly drives the rubber wheel at the bottom of the speed limiting assembly to rotate, so that the lower part of the speed limiting assembly obtains power. Through the mechanical flexible shaft, the power is transmitted to the upper part of the speed limiting assembly, so that the upper part of the speed limiting assembly triggers the control valve when the locomotive overspeeds. This causes the hydraulic system to release pressure on the braking device, ensuring effective speed control of the braking trolley. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of the present invention;

[0015] Figure 2 This is a top view of the structure of the present invention;

[0016] Figure 3 for Figure 1 A schematic diagram of the upper part of the speed limiter assembly, the lower part of the speed limiter assembly, and the mechanical flexible shaft;

[0017] Figure 4 for Figure 3 A schematic diagram of the appearance of the speed limiter wheel, the slinger axle, and the slinger control valve assembly;

[0018] Figure 5 for Figure 3 A schematic diagram of the lower part of the middle speed limiter component;

[0019] Figure 6 This is a schematic diagram of the hydraulic system of the present invention.

[0020] In the diagram: 1. Body frame; 2. Guide wheel assembly; 3. Running frame assembly; 4. Speed ​​limiting assembly; 41. Upper part of speed limiting assembly; 42. Lower part of speed limiting assembly; 43. Mechanical flexible shaft; 44. Limiting bracket; 45. First pin; 46. First compression spring; 411. Brake pad tension spring; 412. Thruster; 413. Friction pad; 414. Thruster axle; 415. Speed ​​limiting wheel; 416. Pulley; 417. Thruster control valve assembly; 4171. Normally closed reversing valve; 4172. Normally open reversing valve; 421. Rubber wheel; 422. Rubber wheel axle; 5. Braking device. 51. Upper brake shoe seat; 52. Second pin; 53. Brake bending component; 54. Third pin; 55. Brake shoe; 56. Second compression spring; 57. Hydraulic cylinder; 58. Fourth pin; 6. Traveling wheel assembly; 7. Hydraulic system; 8. Track; 71. Oil tank assembly; 72. Air-liquid booster pump; 73. Valve block assembly; 74. Manual pump; 75. Accumulator; 76. Pressure gauge; 711. Relief valve; 712. Check valve; 713. Damping orifice; 714. First shut-off directional valve; 715. Second shut-off directional valve; 716. Two-way valve. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] In the existing technology, the braking trolley used with rack railcars has poor pressure holding effect, requiring users to frequently replenish the pressure to continue use. In addition, the braking force of the braking trolley is small, and the contact area between the brake shoes and the rail is small. When the locomotive overspeeds or malfunctions, the braking trolley may experience problems such as delayed braking.

[0023] In view of this, the present invention provides a braking trolley for a rack railcar. Through the cooperation of the car frame, guide wheel assembly, running frame assembly, speed limiting component, braking device, running wheel assembly, and hydraulic system, the speed limiting component restricts the locomotive's speed. When the locomotive overspeeds or malfunctions, the speed limiting component triggers a control valve to stop the hydraulic system from supplying pressure to the braking device, causing the brake shoes of multiple braking devices to contact the rail, enabling the locomotive to brake in a timely manner. The hydraulic system is connected to the control valve group of the speed limiting component and the drive hydraulic cylinder of the braking device, improving the pressure holding effect of the braking trolley, ensuring the stable operation of the braking trolley, eliminating the need for frequent pressure replenishment by operators, reducing the workload of operators, and effectively improving the braking stability and timeliness of the braking trolley.

[0024] Those skilled in the art should connect all electrical components and their compatible power supplies in this case via wires. Appropriate controllers and encoders should be selected according to the actual situation to meet control requirements. The specific connection and control sequence should refer to the working principle described below, where the electrical components are connected in sequence. The detailed connection methods are well-known in the art. The following mainly introduces the working principle and process, and will not describe the electrical control further.

[0025] Depend on Figure 1-5 It is known that a braking vehicle for a rack rail clamping vehicle includes a car frame 1, which is a car frame support for the braking trolley and is used to install and fix the various components of the braking trolley. The bottom sides of the car frame 1 are provided with a traveling frame assembly 3. The car frame 1 is equipped with a guide wheel assembly 2 and a traveling wheel assembly 6 through the traveling frame assembly 3. The traveling frame assembly 3 is used to enable the braking trolley to make vertical and horizontal turns. The guide wheel assembly 2 is located on both sides of the track and plays a guiding and clamping role. A braking device 5 is installed at the bottom of the car frame 1. The braking device 5 is connected to a speed limiting component 4 through a hydraulic system 7. A track 8 is provided at the bottom of the car frame 1. The guide wheel assembly 2, the braking device 5, and the traveling wheel assembly 6 are all connected to the track 8.

[0026] In the specific implementation process, it is worth noting that the car frame 1 serves as the car body support for the braking trolley, used to install and fix the various components of the braking trolley. The guide wheel assembly 2 is located on both sides of the track, serving as a guide and locking mechanism. The traveling frame assembly 3 is used to enable the braking trolley to make vertical and horizontal turns. Through the cooperation between the car frame 1, guide wheel assembly 2, traveling frame assembly 3, traveling wheel assembly 6, and track 8, the movement, guidance, and locking of the braking trolley on the top of the track are realized. Through the cooperation between the car frame 1, speed limiting assembly 4, and hydraulic system 7, the speed limiting assembly 4 limits the speed. When the locomotive overspeeds or malfunctions, the speed limiting assembly 4 triggers the control valve, causing the hydraulic system 7 to automatically drive the braking device 5, enabling the braking trolley to brake in time. Through the cooperation between the car frame 1, braking device 5, hydraulic system 7, and track 8, braking devices 5 are installed at the bottom sides and front and rear of the car frame 1. When the speed exceeds the limit, the hydraulic system 7 drives the braking device 5, and the brake shoes of the braking device 5 contact the rail 8 to achieve the braking of the locomotive. Through the cooperation between the car frame 1, guide wheel assembly 2, running frame assembly 3, speed limiting component 4, braking device 5, running wheel assembly 6 and hydraulic system 7, the speed limiting component 4 limits the speed of the locomotive. When the locomotive overspeeds or malfunctions, the speed limiting component 4 triggers the control valve to stop the hydraulic system 7 from supplying pressure to the braking device 5, so that the brake shoes of multiple sets of braking devices 5 contact the rail 8, so that the locomotive can brake in time. The hydraulic system 7 is connected to the control valve group of the speed limiting component 4 and the driving hydraulic cylinder of the braking device 5 respectively, which improves the pressure holding effect of the braking trolley, ensures the stable operation of the braking trolley, eliminates the need for staff to frequently replenish pressure, reduces the workload of staff, and effectively improves the braking stability and timeliness of the braking trolley.

[0027] Furthermore, the speed limiting component 4 includes an upper speed limiting component 41, a lower speed limiting component 42, a mechanical flexible shaft 43, a limiting frame 44, a first pin 45, and a first compression spring 46. The limiting frame 44 is fixedly connected to the car body frame 1. The lower speed limiting component 42 is installed inside the limiting frame 44 through the first pin 45. The upper speed limiting component 41 is provided on one side of the lower speed limiting component 42. The upper speed limiting component 41 is used to limit the speed of the locomotive. When the locomotive exceeds the speed limit, the control device is triggered. The upper speed limiting component 41 is connected to the lower speed limiting component 42 through the mechanical flexible shaft 43. The mechanical flexible shaft 43 is used for power transmission. The bottom of the lower speed limiting component 42 is equipped with a first compression spring 46. The first compression spring 46 gives the lower speed limiting component 42 an elastic force away from the limiting frame 44, and the first compression spring 46 gives the limiting frame 44 an elastic force away from the car body frame 1.

[0028] In the specific implementation process, it is worth noting that the upper part 41 of the speed limiting component is used to limit the speed of the locomotive. When the locomotive exceeds the speed limit, the control device is triggered. The lower part 42 of the speed limiting component is used to contact the traveling wheels of the braking trolley and obtains power through the rotation of the traveling wheels. The first compression spring 46 provides elastic force to the lower part 42 of the speed limiting component away from the limit frame 44, and the first compression spring 46 provides elastic force to the limit frame 44 away from the car body frame 1. Through the cooperation between the car body frame 1, the lower part 42 of the speed limiting component, the limit frame 44, the first pin 45, and the first compression spring 46, the lower part 42 of the speed limiting component is fixed at the bottom of the car body frame 1. The first compression spring 46 provides an upward elastic force to the lower part 42 of the speed limiting component, so that the rubber wheel of the lower part 42 of the speed limiting component is always in close contact with the traveling wheel assembly 6. The mechanical flexible shaft 43 For power transmission, the speed limiter assembly upper part 41, speed limiter assembly lower part 42 and mechanical flexible shaft 43 cooperate to realize the transmission from the speed limiter assembly lower part 42 to the speed limiter assembly upper part 41. Through the cooperation between the car frame 1, speed limiter assembly upper part 41, speed limiter assembly lower part 42, mechanical flexible shaft 43, limit frame 44, first pin shaft 45 and first compression spring 46, the rubber wheel of the speed limiter assembly lower part 42 is in close contact with the traveling wheel assembly 6. When the locomotive moves, the traveling wheel assembly 6 drives the rubber wheel of the speed limiter assembly lower part 42 to rotate, so that the speed limiter assembly lower part 42 obtains power, and through the transmission of the mechanical flexible shaft 43, the power is transmitted to the speed limiter assembly upper part 41. Then, when the locomotive overspeeds, the speed limiter assembly upper part 41 triggers the control valve, so that the hydraulic system 7 automatically controls the pressure relief of the braking device 5.

[0029] Furthermore, the lower part 42 of the speed limiting component includes a rubber wheel 421 and a rubber wheel shaft 422. The rim of the rubber wheel 421 is made of polyurethane vulcanized layer, and the surface is made into a groove tooth shape to prevent slippage when it contacts the traveling wheel. The rubber wheel 421 is keyed to the rubber wheel shaft 422. The rubber wheel 421 is in contact with the traveling wheel assembly 6, and the rubber wheel shaft 422 is connected to the mechanical flexible shaft 43 for transmission.

[0030] In the specific implementation process, it is worth noting that the rim of the rubber wheel 421 is made of polyurethane vulcanized layer, and the surface is made into a groove tooth shape to prevent slippage when it comes into contact with the traveling wheel. Through the cooperation between the traveling wheel assembly 6, the rubber wheel 421 and the rubber wheel shaft 422, the traveling wheel assembly 6 rotates synchronously when the locomotive moves. Through the tight fit between the rubber wheel 421 and the traveling wheel assembly 6, the rubber wheel 421 and the rubber wheel shaft 422 are driven to rotate. Through the cooperation between the traveling wheel assembly 6, the rubber wheel 421, the rubber wheel shaft 422 and the mechanical flexible shaft 43, the traveling wheel assembly 6 drives the rubber wheel 421 and the rubber wheel shaft 422 to rotate. Through the transmission connection between the rubber wheel shaft 422 and the mechanical flexible shaft 43, the power is transmitted from the traveling wheel assembly 6 to the mechanical flexible shaft 43.

[0031] Furthermore, the upper part 41 of the speed limiting component includes a brake pad spring 411, a sling block 412, a friction plate 413, a sling wheel shaft 414, a speed limiting wheel 415, and a lever 416. The sling wheel shaft 414 is connected to the rubber wheel shaft 422 via a mechanical flexible shaft 43. Lever blocks 416 are keyed to both sides of the outer wall of the sling wheel shaft 414. Sling blocks 412 are provided on both sides of the outer wall of the sling wheel shaft 414. The sling blocks 412 are connected to the levers 416. Friction plates 413 are fixedly connected to the outer wall of the sling blocks 412. Friction plates 413 are connected to the speed limiting wheel 415. Brake pad springs 411 are provided at both ends of the friction plates 413. The brake pad springs 411 provide a pulling force to bring the friction plates 413 closer together, so that the sling blocks 412 are kept in close contact with the sling wheel shaft 414 and the levers 416. The two ends of the brake pad springs 411 are fixedly connected to the friction plates 413 located on both sides respectively.

[0032] In the specific implementation process, it is worth noting that, through the cooperation between the rubber wheel shaft 422, the swing wheel shaft 414, and the mechanical flexible shaft 43, power is transmitted from the rubber wheel shaft 422 to the swing wheel shaft 414 via the mechanical flexible shaft 43. The brake pad spring 411 provides a pulling force to bring the friction plates 413 closer together, keeping the swing block 412 in close contact with the swing wheel shaft 414 and the lever block 416. Through the cooperation between the swing wheel shaft 414, the lever block 416, the swing block 412, the friction plates 413, and the brake pad spring 411, the friction plates 413 are fixed to the outside of the swing block 412, and the two friction plates 413 are connected by the brake pad spring 411. The swing block 412 and the lever block 416 are spaced apart. When the swing wheel shaft 414 rotates, the lever block 416... The swing block 412 rotates synchronously. When the speed reaches the overspeed limit, the swing block 412 moves away from the swing wheel shaft 414 under the action of centrifugal force, and stretches the brake pad spring 411. Through the cooperation between the swing wheel shaft 414, the lever block 416, the swing block 412, the friction plate 413, the brake pad spring 411 and the speed limiting wheel 415, when the speed reaches the overspeed limit, the swing block 412 moves away from the swing wheel shaft 414. The friction plate 413 located outside the swing block 412 contacts the speed limiting wheel 415 and drives the speed limiting wheel 415 to rotate under the action of friction, thereby triggering the hydraulic system to make the braking trolley perform emergency braking, protect the whole vehicle and prevent the locomotive from speeding too fast and causing an accident.

[0033] Furthermore, a wheel control valve assembly 417 is provided below the speed limiter wheel 415. The wheel control valve assembly 417 is connected to the hydraulic system 7. The wheel control valve assembly 417 includes a normally closed directional valve 4171 and a normally open directional valve 4172.

[0034] In the specific implementation process, it is worth noting that through the cooperation between the speed limiting wheel 415, the normally closed directional valve 4171, the normally open directional valve 4172 and the hydraulic system 7, the speed limiting wheel 415 rotates to the designated position. At this time, the normally closed directional valve 4171 is in the normally closed state and the normally open directional valve 4172 is in the normally open state. When the speed reaches the overspeed limit value, the speed limiting wheel 415 rotates, triggering the normally closed directional valve 4171 and the normally open directional valve 4172 to change the transmission direction of the hydraulic oil, thereby triggering the hydraulic system 7 to perform emergency braking and realize the speed limiting control of the braking trolley. The normally closed directional valve 4171 and the normally open directional valve 4172 are both shut-off directional valves KR2-1.

[0035] Furthermore, the braking device 5 includes an upper brake shoe seat 51, a second pin 52, a brake bending component 53, a third pin 54, a brake shoe 55, a second compression spring 56, a hydraulic cylinder 57, and a fourth pin 58. Brake bending components 53 are provided on both sides of the bottom of the vehicle frame 1, and the brake bending components 53 are rotatably connected to the vehicle frame 1 through the third pin 54. An upper brake shoe seat 51 is provided at the bottom of the brake bending component 53, and the upper brake shoe seat 51 is rotatably connected to the brake bending component 53 through the second pin 52. Hydraulic cylinders 57 are provided on both sides of the vehicle frame 1, and the hydraulic cylinders 57 are connected to the hydraulic system 7. A second compression spring 56 is provided on the outside of the hydraulic cylinder 57, and the two ends of the second compression spring 56 are respectively pressed against the output end of the hydraulic cylinder 57. The output end of the hydraulic cylinder 57 is fixedly connected to the brake bending component 53 through the fourth pin 58. A brake shoe 55 is provided below the upper brake shoe seat 51, and the brake shoe 55 is fixedly connected to the running frame assembly 3.

[0036] In the specific implementation process, it is worth noting that the connection between the upper brake shoe seat 51 and the car body frame 1 is achieved through the cooperation between the car body frame 1, the brake bending component 53, the third pin 54, the second pin 52, and the upper brake shoe seat 51. The upper brake shoe seat 51 is steered by the rotation of the brake bending component 53 around the third pin 54. Furthermore, the connection between the car body frame 1, the brake bending component 53, the third pin 54, the second pin 52, the upper brake shoe seat 51, the hydraulic cylinder 57, and the fourth pin 58 is achieved by fixing the brake bending component 53 to both ends of the hydraulic cylinder 57 and by extending and retracting the ends of the hydraulic cylinder 57. The rotation of the brake bending component 53 and the upper brake shoe seat 51 is achieved through the cooperation of the hydraulic cylinder 57, the second compression spring 56, and the hydraulic system 7. During locomotive operation, the hydraulic system 7 continuously supplies pressure to the hydraulic cylinder 57, keeping the extension rod of the hydraulic cylinder 57 fixed and the second compression spring 56 compressed. When the speed reaches the overspeed limit, the hydraulic system 7 is triggered to release pressure from the hydraulic cylinder 57. Under the action of the second compression spring 56, the extension rod of the hydraulic cylinder 57 moves in a direction away from each other, thereby rotating the brake bending component 53 and the upper brake shoe seat 51, and causing the upper brake shoe seat 51 to contact the rail. The braking mechanism, through the cooperation between the car frame 1, the running frame assembly 3, and the brake shoe 55, tightens the rail at the top and bottom of the track when the braking trolley is engaged. This achieves the braking effect of the braking trolley. Through the cooperation between the car frame 1, the brake bending component 53, the third pin 54, the second pin 52, the upper brake shoe 51, the brake shoe 55, the second compression spring 56, the hydraulic cylinder 57, the fourth pin 58, and the hydraulic system 7, during locomotive operation, the extension rod of the hydraulic cylinder 57 keeps the upper brake shoe 51 separated from the track and keeps the second compression spring 56 in place. In the compressed state, when the speed reaches the overspeed limit, the hydraulic system 7 is triggered to release the pressure of the hydraulic cylinder 57. The telescopic rod of the hydraulic cylinder 57 moves away from each other under the action of the second compression spring 56, driving the brake bending part 53 and the upper brake shoe seat 51 to rotate, so that the upper brake shoe seat 51 contacts the top of the track. The car frame 1 of the brake trolley is raised under the action of the upper brake shoe seat 51, so that the brake shoe 55 contacts the bottom of the track surface. The brake trolley is braked by the clamping of the upper brake shoe seat 51 and the brake shoe 55 on the track. The specific model of the hydraulic cylinder 57 is not limited, as long as it meets the usage requirements.

[0037] Furthermore, the hydraulic system 7 includes an oil tank assembly 71, a pneumatic-hydraulic booster pump 72, a valve block assembly 73, a manual pump 74, an accumulator 75, and a pressure gauge 76. The oil tank assembly 71 is used for storing hydraulic oil. The oil tank assembly 71 is connected to the pneumatic-hydraulic booster pump 72 and the manual pump 74 respectively. Both the pneumatic-hydraulic booster pump 72 and the manual pump 74 are connected to the valve block assembly 73. The pneumatic-hydraulic booster pump 72 is used for automatic pressurization, and the manual pump 74 is used for manual pressurization adjustment. The valve block assembly 73 is used to control the transmission direction of the hydraulic oil. The valve block assembly 73 is connected to the accumulator 75, the pressure gauge 76, the swivel wheel control valve group 417, and the hydraulic cylinder 57 respectively. The accumulator 75 is used to convert the energy in the hydraulic system into compressible energy or potential energy for storage, and replenish the hydraulic system when needed. It can also protect the transmission pipelines in the hydraulic system. The pressure gauge 76 is used to measure the hydraulic pressure in the hydraulic system.

[0038] In the specific implementation process, it is worth noting that the oil tank assembly 71 is used for storing hydraulic oil, the air-liquid booster pump 72 is used for automatic boosting, the manual pump 74 is used for manual boosting adjustment, the valve block assembly 73 is used to control the transmission direction of hydraulic oil, the accumulator 75 is used to convert the energy in the hydraulic system into compressible energy or potential energy for storage, and to replenish the hydraulic system when needed, while also protecting the transmission pipelines in the hydraulic system, and the pressure gauge 76 is used to measure the hydraulic pressure in the hydraulic system. The specific models of the air-liquid booster pump 72, the manual pump 74, the accumulator 75 and the pressure gauge 76 are not limited, as long as they meet the usage requirements.

[0039] Furthermore, the valve block assembly 73 includes an overflow valve 711, a one-way valve 712, a damping orifice 713, a first shut-off directional valve 714, a second shut-off directional valve 715, and a two-way valve 716.

[0040] In the specific implementation process, it is worth noting that the relief valve 711, check valve 712, damping orifice 713, first shut-off directional valve 714, second shut-off directional valve 715, and two-way valve 716 are all used to control the direction of hydraulic oil transmission in the hydraulic system, so that the hydraulic system can output pressure stably. Among them, the relief valve 711 is model RDBA-LAN, the check valve 712 is model CXDA-XCN, the first shut-off directional valve 714 is model BVP1 2-position 2-way shut-off directional valve BVP1-SA, the second shut-off directional valve 715 is model BVP1 2-position 2-way shut-off directional valve BVP1-SH, and the two-way valve 716 is model L-LC16B05E.

[0041] Specifically, when using the rack rail trolley with its matching brake trolley, the oil tank assembly 71 is filled with hydraulic oil, and the speed limiting wheel 415 on the upper part 41 of the speed limiting assembly is rotated to the designated position. At this time, the normally closed reversing valve 4171 is in the normally closed state, and the normally open reversing valve 4172 is in the normally open state. The first shut-off reversing valve 714 is pressed, and the hydraulic system is pressurized by the pneumatic-hydraulic booster pump 72. According to the value of the pressure gauge 76, the overflow valve 711 is adjusted. After the value of the pressure gauge 76 reaches the rated pressure, the pressurization of the pneumatic-hydraulic booster pump 72 is stopped. Under the pressure of the hydraulic system, the telescopic rods on both sides of the hydraulic cylinder 57 retract, driving the brake bending part 53 and the upper brake shoe seat 51 to rotate, causing the upper brake shoe seat 51 to separate from the rail, and simultaneously... The second compression spring 56 is compressed. During the compression process, manual compression can also be performed by the manual pump 74. After the compression is completed, the locomotive can travel normally. During the locomotive's travel, the traveling wheel assembly 6 rotates on the top of the track due to friction, driving the rubber wheel 421 and rubber wheel shaft 422 to rotate. This gives the rubber wheel shaft 422 rotational power, which is transmitted to the swing wheel shaft 414 through the mechanical flexible shaft 43. This causes the swing wheel shaft 414 to drive the swing block 412 and the lever block 416 to rotate rapidly. When the locomotive's travel speed exceeds the limit speed, the swing block 412 moves away from the swing wheel shaft 414 under the action of centrifugal force, stretching the brake pad tension spring 411. The friction plate 413 located outside the swing block 412 contacts the speed limiting wheel 415. The friction force causes the speed limiting wheel 415 to rotate, triggering the speed limiting wheel 415 to activate the wheel control valve group 417, which in turn activates the normally closed directional valve 4171. This opens the normally closed directional valve 4171, rapidly reducing the pressure in the hydraulic system 7 to zero. The two-way valve 716 in the valve block assembly 73 then opens, allowing the hydraulic oil in the hydraulic cylinder 57 to flow back to the oil tank assembly 71 through the two-way valve 716, thus depressurizing the hydraulic system 7. The hydraulic cylinder 57, no longer under the pressure of the hydraulic system 7, extends its telescopic rods on both sides under the action of the second compression spring 56. This causes the brake bending member 53 and the upper brake shoe seat 51 to rotate, clamping the upper brake shoe seat 51 and the brake shoe 55 onto the track, achieving a braking effect. Through the coordination of the car body frame 1, guide wheel assembly 2, running frame assembly 3, speed limiting component 4, braking device 5, running wheel assembly 6, and hydraulic system 7, the speed limiting component 4 restricts the locomotive's speed. When the locomotive overspeeds or malfunctions, the speed limiting component 4 triggers a control valve, causing the hydraulic system 7 to stop supplying pressure to the braking device 5. This causes the brake shoes of multiple sets of braking devices 5 to contact the rail 8, enabling the locomotive to brake in a timely manner. The hydraulic system 7 is connected to the control valve group of the speed limiting component 4 and the drive hydraulic cylinder of the braking device 5, improving the pressure holding effect of the braking trolley, ensuring the stable operation of the braking trolley, eliminating the need for frequent pressure replenishment by personnel, reducing the workload of personnel, and effectively improving the braking stability and timeliness of the braking trolley.

[0042] It should be noted that, in this document, relational terms such as "first" and "second" are used merely 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, the phrase "comprising an element defined as..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0043] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," "fixing," "screw connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0044] Although embodiments of the 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 invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A braking trolley for use with a rack rail clamping vehicle, comprising a frame (1), characterized in that: The bottom sides of the vehicle frame (1) are provided with a walking frame assembly (3). The vehicle frame (1) is equipped with a guide wheel assembly (2) and a walking wheel assembly (6) through the walking frame assembly (3). A braking device (5) is installed at the bottom of the vehicle frame (1). The braking device (5) is connected to a speed limiting assembly (4) through a hydraulic system (7). A track (8) is provided at the bottom of the vehicle frame (1). The guide wheel assembly (2), the braking device (5), and the walking wheel assembly (6) are all connected to the track (8). The speed limiting component (4) includes an upper speed limiting component (41), a lower speed limiting component (42), a mechanical flexible shaft (43), a limit bracket (44), a first pin (45), and a first compression spring (46). The limiting frame (44) is fixedly connected to the vehicle frame (1). The lower part (42) of the speed limiting component is installed inside the limiting frame (44) through the first pin (45). The upper part (41) of the speed limiting component is provided on one side of the lower part (42). The upper part (41) of the speed limiting component is connected to the lower part (42) of the speed limiting component through the mechanical flexible shaft (43). The bottom of the lower part (42) of the speed limiting component is equipped with a first compression spring (46). The lower part (42) of the speed limiting component includes a rubber wheel (421) and a rubber wheel shaft (422). A rubber wheel (421) is keyed to the rubber wheel shaft (422), the rubber wheel (421) is in contact with the walking wheel assembly (6), and the rubber wheel shaft (422) is connected to the mechanical flexible shaft (43) for transmission. The upper part (41) of the speed limiting component includes a brake pad spring (411), a swivel block (412), a friction plate (413), a swivel wheel shaft (414), a speed limiting wheel (415), and a paddle block (416). The swing wheel shaft (414) is connected to the rubber wheel shaft (422) via a mechanical flexible shaft (43). Both sides of the outer wall of the swing wheel shaft (414) are keyed with a lever (416). Both sides of the outer wall of the swing wheel shaft (414) are provided with a swing block (412). The swing block (412) is connected to the lever (416). The outer wall of the swing block (412) is fixedly connected with a friction plate (413). The friction plate (413) is connected to the speed limiting wheel (415). Both ends of the friction plate (413) are provided with a brake pad spring (411). Both ends of the brake pad spring (411) are fixedly connected to the friction plate (413) located on both sides. Below the speed limiting wheel (415) is a wheel control valve group (417), which is connected to the hydraulic system (7). The wheel control valve group (417) includes a normally closed directional valve (4171) and a normally open directional valve (4172).

2. The braking trolley for a rack railcar according to claim 1, characterized in that: The braking device (5) includes an upper brake shoe seat (51), a second pin (52), a brake bending piece (53), a third pin (54), a brake shoe (55), a second compression spring (56), a hydraulic cylinder (57), and a fourth pin (58). Brake bending parts (53) are provided on both sides of the bottom of the vehicle frame (1). The brake bending parts (53) are rotatably connected to the vehicle frame (1) through a third pin (54). An upper brake shoe seat (51) is provided at the bottom of the brake bending parts (53). The upper brake shoe seat (51) is rotatably connected to the brake bending parts (53) through a second pin (52). Hydraulic cylinders (57) are provided on both sides of the vehicle frame (1). The hydraulic cylinders (57) are connected to the hydraulic system (7). A second compression spring (56) is provided on the outside of the hydraulic cylinder (57). The two ends of the second compression spring (56) are respectively pressed against the output end of the hydraulic cylinder (57). The output end of the hydraulic cylinder (57) is fixedly connected to the brake bending parts (53) through a fourth pin (58). A brake shoe (55) is provided below the upper brake shoe seat (51). The brake shoe (55) is fixedly connected to the running frame assembly (3).

3. The braking trolley for a rack railcar according to claim 2, characterized in that: The hydraulic system (7) includes an oil tank assembly (71), a gas-liquid booster pump (72), a valve block assembly (73), a manual pump (74), an accumulator (75), and a pressure gauge (76). The oil tank assembly (71) is connected to the gas-liquid booster pump (72) and the manual pump (74) respectively. The gas-liquid booster pump (72) and the manual pump (74) are both connected to the valve block assembly (73). The valve block assembly (73) is connected to the accumulator (75), the pressure gauge (76), the swivel wheel control valve group (417) and the hydraulic cylinder (57) respectively.

4. The braking trolley for a rack railcar according to claim 3, characterized in that: The valve block assembly (73) includes an overflow valve (711), a check valve (712), a damping orifice (713), a first shut-off directional valve (714), a second shut-off directional valve (715), and a two-way valve (716).

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