Railway wagon lever type weight measuring conversion device

Abstract

The invention discloses a railway wagon lever type weight measuring conversion device, and relates to the technical field of railway wagon braking. The suppression disc mounting seat is arranged on one side of the middle body; the conversion mechanism is connected with one side of the middle body through a base, the conversion mechanism comprises a first conversion lever and a second conversion lever, one end of the first conversion lever is connected with one end of the second conversion lever, and the other end of the first conversion lever is connected with the lower end of the suppression disc mounting seat through an adjusting rod; the weight measuring rod is movably arranged on the base, the weight measuring rod penetrates through the upper side and the lower side of the bottom frame, the upper end of the weight measuring rod is connected with the other end of the second conversion lever, and the vertical gap between the lower end of the weight measuring rod and the upper plane of the side frame of the bogie is h1; the lever type weight measuring conversion device solves the problems existing in an existing railway wagon.

Description

Technical Field

[0001] The invention belongs to the technical field of railway freight car braking, and more specifically, relates to a lever-type weight measurement conversion device for a railway freight car. Background Art

[0002] The KZW-A type freight car empty and loaded automatic adjustment device is installed on railway freight cars to replace the manual empty and loaded car conversion mechanism. It uses the change in the pillow spring height that changes with the vehicle load as a control signal to control the size of the brake cylinder air pressure, so that the vehicle can obtain corresponding braking force under different load conditions, and automatically and steplessly adjust the brake cylinder pressure within a certain range according to the vehicle load, significantly reducing the change in the vehicle's braking rate under different load conditions from empty to loaded, making the braking rate of each vehicle more uniform, thereby effectively improving the vehicle's braking performance.

[0003] The braking system of the automatic adjustment device for empty and loaded vehicles of KZW-A freight vehicle is mainly composed of a cross beam 1', a weight measuring mechanism 2', a pressure reducing air cylinder 3', a pressure limiting valve 4', a brake cylinder 5', an auxiliary air cylinder 6', a 120 valve 7', an acceleration relief air cylinder 8', a dust collector and a cut-off valve combination 9', a train pipe 10' and corresponding connecting pipelines.

[0004] The cross beam 1' is pressed from steel and installed above the inner brake beam of the bogie side frame 14.3', near the bolster 14.1' and parallel to it. The two ends of the cross beam are supported on the cross beam support 14.4' on the bogie side frame, with wear pads in between. The wear pads and the cross beam support are long holes, while the ends of the cross beam are round holes, which are positioned with bolts. The slot nuts of the positioning bolts are not tightened, leaving a gap of 3mm to 5mm, and fixed with an open lock. Therefore, the cross beam 1' is supported on the side frame 14.3' and can move left and right. The cross beam is equipped with a safety lifting chain, and the touch plate in the middle of the cross beam 1' directly supports the pressure of the suppression plate screw and its return spring when the vehicle is loaded with goods.

[0005] The weight measuring mechanism 2' is composed of a suppression plate 2.1', a disc pad 2.2', a dust cover 2.3', a bracket 2.4', a mounting seat 2.5', a sensing valve 2.6', a return spring 2.7', a spring seat 2.8', a contact 2.9', a cotter pin 2.10', a sealing ring 2.11' and fasteners. The sensing valve 2.6' is mounted on the bracket 2.4', with the contact rod facing upwards and directly facing the lower plate surface of the suppression plate. When the vehicle brakes, it is used to measure the load of the vehicle and drive the pressure limiting valve 4' through the pressure air entering the pressure reducing air cylinder 3', thereby controlling the air pressure entering the brake cylinder 5'.

[0006] The bracket 2.4' is made of cast steel and is mounted on the mounting seat 2.5' below the underframe middle beam 11.1' above the cross beam by fasteners. The bracket is used to place the suppression plate, install the sensor valve and connect with the connecting pipeline flange.

[0007] The return spring 2.7' is placed on the suppression plate 2.1' and has the function of resetting the suppression plate, and is used to reduce or alleviate the impact of the vibration of the vehicle when the suppression plate moves along the support guide tube.

[0008] The suppression disc 2.1' has a disc on the top, a cylinder in the middle, a screw on the bottom, and is equipped with a spring seat 2.8' and a hexagonal contact 2.9' with threads. The suppression disc is placed on the cylindrical conduit of the bracket 2.4' and can move up and down in the conduit. The reset spring 2.7' is sleeved on the cylinder, the spring seat 2.8' is sleeved on the screw, and then the contact 2.9' is rotated on the screw and its length is adjusted. The cotter pin 2.10' is used to fix it. When the vehicle is empty, the suppression disc is located at the top of the conduit of the bracket, which serves as the reference for weighing the sensing valve when the vehicle is empty. When the vehicle is loaded, after the suppression disc contact contacts the touch plate in the middle of the cross beam, its relative height with the touch plate in the middle of the cross beam remains unchanged, and it also serves as the reference for weighing the sensing valve when loaded.

[0009] When the vehicle brakes, the pressure limiting valve 4' controls the air pressure of the brake cylinder by the pressure air from the 120 valve 7' air brake machine, the pressure air from the sensing valve 2.6' connected to the pressure reducing air cylinder 3', and the pressure air entering the brake cylinder 5'. Finally, the air pressure of the pressure reducing air cylinder and the air pressure of the brake cylinder are superimposed and balanced with the air pressure of the 120 valve 7' air brake machine. Therefore, within the specified adjustment range, when the brake pressure is constant, the air pressure of the brake cylinder increases with the increase of vehicle load.

[0010] The sensing valve 2.6' is mounted on the bracket 2.4' and is used to measure the load of the vehicle when the vehicle is braked and to drive the pressure limiting valve 4' through the pressurized air entering the pressure reducing air cylinder, thereby controlling the air pressure entering the brake cylinder.

[0011] The dust cover 2.3' is installed above the sensing valve, and the vertical distance between its upper plane and the lower plane of the suppression plate 2.1' is 6±1mm when the vehicle is in a relieved state. The dust cover on it contacts the suppression plate only when the sensing valve 2.6' drives it to move upward during braking. Therefore, this design is beneficial to the working conditions of the valve and is less affected by the movement of the vehicle.

[0012] Working principle of KZW-A type empty and loaded vehicle automatic brake adjustment device:

[0013] When the vehicle brakes, the compressed air of the auxiliary air cylinder 6' enters the brake cylinder 5' and the lower chamber of the sensing valve 2.6', pushing the piston of the sensing valve upward, and controlling the action of the sandwich valve in the piston by the upward movement distance, thereby controlling the action of the pressure limiting valve 4'. The distance that the sensing valve contact moves upward controls the action of the sandwich valve in the sensing valve piston, controls the air pressure above the pressure reducing air cylinder 3' and the pressure limiting valve template, and thereby controls the action of the pressure limiting valve piston. The action of the sandwich valve in the pressure limiting valve is maintained by the action of the piston, and the auxiliary air cylinder is controlled to inflate the brake cylinder, ensuring that the brake cylinder pressure is automatically adjusted as the vehicle weight changes.

[0014] During the braking process of railway freight cars, in order to meet the braking force requirements under different loads, the sensing valve contacts installed on the car body interact with the touch plate installed on the middle part of the bogie cross beam to obtain the load situation of the railway freight car, thereby realizing stepless adjustment of the braking force of the empty and loaded car. The relative displacement between the cross beam and the sensing valve contacts directly determines the magnitude of the braking force applied by the system.

[0015] For this purpose, cross beam supports are respectively arranged on the upper inner side of the two side frames on the bogie (since the distance between the side frame and the rail surface does not change with the vehicle load, the side frame can be used as a test benchmark) for installing the cross beam. The cross beam touch plate cooperates with the suppression plate contact installed on the vehicle body chassis to obtain the load condition of the railway freight car, thereby realizing stepless adjustment of the braking force of the empty and loaded vehicle. After the vehicle is completed, it is necessary to measure the gap between the cross beam touch plate and the suppression plate contact to ensure that the gap meets h1mm (currently, it is divided into 6±1mm and 3±1mm according to the stiffness of different bogie pillow springs equipped on domestic vehicles). If it cannot be met, it needs to be readjusted. The stability and accuracy of the gap between the cross beam touch plate and the suppression plate contact is the key to ensuring that the empty and loaded vehicle has appropriate braking force under different load conditions. When the gap is too small, the braking force will be too large when the train brakes, which may easily cause the brake shoes and wheels to lock, and the rolling relationship between the vehicle wheels and rails will change to a sliding relationship, thereby scratching the wheel tread and rail surface; when the gap is too large, the braking force will be too small, resulting in an extended braking distance, and the train cannot stop at the prescribed braking distance, affecting driving safety.

[0016] However, the weighing mechanism of the above-mentioned existing railway ballast, coal hopper car and other types of railway freight cars is installed under the middle beam near the center plate of one end of the chassis, and the cross beam is installed on the bogie under the weighing mechanism. The other accessories in the automatic adjustment device braking system of the freight car are installed above the chassis. However, the weighing mechanism and the cross beam have the following problems in use:

[0017] 1. The gap between the contact of the weighing mechanism and the touch plate on the middle of the cross beam is difficult to adjust. Due to the limited space under the car body chassis, the car body and the bogie need to be separated when adjusting the gap. There are also problems such as long operation time, high production and maintenance costs, high labor intensity and low adjustment efficiency. In addition, during maintenance, it is necessary to weld an adjustment pad of a certain thickness on the touch plate on the middle of the cross beam to ensure that the adjustment amount of the contact itself is very small and cannot meet the adjustment requirements of the gap between the contact and the touch plate. However, if the welding quality is not high, the life of the cross beam will be reduced or even scrapped. In addition, when using electric welding, it will also cause maintenance environmental pollution, long operation time, low efficiency and high cost.

[0018] After a railway freight car has been running for a period of time, its wheels will be worn to a certain extent, causing the center of gravity of the car body to drop relatively. In order to meet the requirements of railway freight car coupling, the height of the hook on the railway freight car must meet 880mm. At this time, it is necessary to install an adjustment pad between the lower center plate and the bolster on the bogie. After the adjustment pad is installed, the weighing mechanism is also raised with the thickness of the added pad, so that the distance between the contact of the weighing mechanism and the contact plate of the cross beam increases, resulting in the empty and heavy vehicle adjustment device being unable to judge the change of the bogie spring deflection and losing its function. Since the existing hopper car weighing mechanism is installed below the middle beam and between the cross beams, due to space limitations, the upward and downward adjustment amount of the contact itself is very small. To solve this problem, the existing practice is to weld no more than two adjustment pads or wear plates made of 0Cr18Ni9 (stainless steel material) above the touch plate, and adjust the gap between the cross beam touch plate and the suppression plate contact by changing the thickness of the adjustment pad to meet the requirements of normal use of the empty and heavy vehicle adjustment device. Although welding the adjustment pad on the touch plate can make the empty and loaded vehicle adjustment device work normally, the touch plate is easily deformed during welding, which affects the judgment of the empty and loaded vehicle adjustment device. The residual stress generated by welding will reduce the life of the cross beam. There are many problems in cutting and welding the stainless steel adjustment pad during section repair, resulting in the welded touch plate not meeting the requirements. In addition, when replacing a new wheel, the adjustment pad must be cut off, which will damage the cross beam again and may cause the cross beam to be scrapped. In addition, before welding the adjustment pad, it is necessary to first erect the car body, push out the bogie, disassemble the cross beam safety chain bolts, separate the cross beam from the bogie and weld it, and then assemble and unload the car, which increases the labor intensity and operation time. At the same time, according to the adjustment needs, repeatedly welding and cutting the wear plate on the touch plate can easily cause damage to the touch plate or even the cross beam to be scrapped.

[0019] 2. There is a problem that the adjustment process of adjusting the pads between the two ends of the cross beam and the cross beam supports arranged on the inner sides of the two side frames is complicated and inefficient.

[0020] The "Rules for Maintenance of Railway Freight Car Braking Systems" stipulate that after the car body is completed and in the empty state, the total thickness of the adjustment pads between the two ends of the cross beam and the cross beam supports on the side frame shall be 0-12mm, and shall not exceed 2 pieces. If the requirements are not met, adjustment pads made of 0Cr18Ni9 may be welded on the cross beam contact plate, with a maximum of 2 pieces and full welding on both long sides.

[0021] 3. If the vertical movement of the adjustment bolts on the cross beam supports at both ends of the cross beam and the side frame is too small, the cross beam will swing slightly when the vehicle passes through a large curve, which is easy to deform; if the vertical movement of the bolts is too large, the gap between the sensor valve contact and the cross beam contact plate will be less than the limit, or even close, so the cross beam assembly bolts must be within the process requirements. At present, operators have been using steel rulers to measure the vertical movement of the cross beam assembly bolts. Measuring with a steel ruler requires operators to carefully confirm the scale of the steel ruler. This process takes about 1-2 minutes. Often, there are two or more bolts in an assembly process, and the efficiency of measuring with a steel ruler is very low.

[0022] 4. When the vehicle is loaded with goods, the spring at the bolster is compressed so that the contact of the weighing mechanism is in close contact with the cross-beam touch plate. In particular, when the vehicle is running, the cross-beam continuously swings relative to the vehicle body along with the bogie, causing the contact of the weighing mechanism and the cross-beam touch plate to continuously move relative to each other in the horizontal direction. Although the close-contacting touch plate and the contact end are made of polytetrafluoroethylene with a small friction coefficient, the contact area with the cross-beam touch plate is small and is sliding friction. Therefore, when the sensor valve contact and the cross-beam touch plate are in close contact and move relative to each other, it will cause excessive wear of the contact. Since the contact of the weighing mechanism must be replaced with a new one when the wear is greater than 3mm, the weighing mechanism has the problems of low maintenance efficiency and high cost.

[0023] 5. In the operation statistics of railway freight car sections of multiple railway bureaus, it was found that there were many operation failures of cross beams, among which the most common failures were cracks and breakages of cross beams.

[0024] The cross beam is made of pressed steel, and its two ends are supported on the cross beam support inside the side frames on both sides of the bogie. Wear-resistant pads are provided in between, and it is positioned with bolts. The slot nuts of the positioning bolts are not tightened, leaving a gap of 3 to 5 mm. It is fixed with cotter pins, and the cross beam can move left and right on the side frame. Therefore, the vibration generated during vehicle operation causes the vibration of the cross beam to be out of sync with the side beam. In addition to bearing the vibration of the bogie itself, the cross beam also bears the excitation caused by the asynchronism with the side beam, which causes its shear stress to change and intensify instantly, which is easy to cause cracks and breakage of the cross beam. In addition, the large span of the cross beam and the insufficient manufacturing strength are also one of the reasons for its cracks and breakage. During the operation of the vehicle, the components are mainly subjected to alternating vibration stress. The vibration accelerates the appearance of the crack source until the crack source expands into an obvious crack and eventually causes the component to break. Therefore, the cross beam break is fatigue fracture or multiple overload fracture. When the cross beam is damaged, train inspectors usually use three methods to deal with it: closing the cut-off gate to form a closed-door car, removing the cross beam or replacing the cross beam. The above treatment methods all have disadvantages. Closing the door will reduce the train brake shoe pressure, which will bring risks to safe operation; removing the cross beam without other treatment will cause the empty and loaded car adjustment device to always be in the empty car position, which will cause insufficient brake shoe pressure when braking in the heavy car position; when replacing the cross beam, it is not easy to ensure the installation quality due to the limited working conditions, which will also greatly increase the time of train inspection operations.

[0025] 6. Usually, a vehicle needs to be equipped with two bogies, and a welded cross-beam support needs to be symmetrically added at the corresponding position on the inner side between the two side frames of one of the bogies. However, the cross-beam support affects the interchangeability during the maintenance of the side frames, thereby affecting the maintenance efficiency and quality of the bogie of the whole vehicle. In addition, the cross-beam installed on one of the bogies of the vehicle has problems such as complex assembly and maintenance process, difficult quality assurance, low efficiency and high cost.

[0026] 7. Due to the limited space under the chassis, when assembling and repairing the weighing mechanism and the cross beam, the operator needs to go in and out of the ditch under the vehicle many times or raise the vehicle repeatedly, and sometimes the bogie needs to be pushed out repeatedly, so there is a problem of low assembly and maintenance efficiency.

[0027] 8. The two branch pipes connecting the weight measuring mechanism installed under the center beam of the chassis and the pressure reducing air cylinder, pressure limiting valve and brake cylinder installed above the chassis have too many bends, and the three-dimensional bend is not easy to manufacture and inspect. The process is complicated, the size is not easy to guarantee, and it is easy to get out of place. For example, leakage will occur during strong assembly, and it is inconvenient to install when connecting with the weight measuring mechanism under the car with a small space. In addition, the two branch pipes are too long, which increases the air propagation time in the pipes, affecting the sensitivity of the brake valve and prolonging the action time of the brake cylinder.

[0028] 9. The upper and lower external gas circuits of the sensor valve are installed on the inner sides of the two gas circuit holes corresponding to the bracket by two sealing rings, and the outer sides of the two gas circuit holes corresponding to the bracket are connected to the joint body at one end of the branch pipe by sealing rings, flanges, fasteners, so the two gas circuit holes of the sensor valve have a large number of interfaces connecting the bracket and the branch pipe, which has a high probability of leakage. In addition, the outer sides of the two gas circuit holes of the bracket and the two branch pipes need to be connected by fasteners. Due to the large number of fasteners, there is also a problem of low efficiency during assembly. Due to the complex shape of the bracket, it must be manufactured by casting and multiple fastener connection holes need to be processed. Therefore, there are also problems such as large environmental pollution, low efficiency and high cost caused by the casting and processing procedures of the bracket.

[0029] 10. Since the cross beam connects the two side frames, it has a large span and a long length. When the heavy vehicle brakes, the weighing mechanism contacts come into contact with the touch plate in the middle of the cross beam and generate downward pressure. Since the force-bearing structure has problems such as long lever arm, large bending moment and unfavorable force, and the deformation of the middle part of the cross beam and its touch plate will make the gap between the weighing mechanism contacts and the touch plate of the cross beam not meet the requirements, there is a problem of affecting the weighing effect, which will further affect the braking performance of the vehicle.

[0030] 11. The weighing mechanism is installed on the middle beam in the chassis above the cross beam ( Figure 5 , Figure 6 11.1′), due to space limitations, the mounting seat can only be symmetrically divided into two left and right settings, and each mounting seat is provided with two bolt connection holes. However, when the left and right mounting seats are respectively processed with bolt connection holes and assembled and welded with the center beam, there are large errors, which may easily lead to difficulty in aligning the weighing mechanism with the bolt connection holes on the mounting seat, and there are problems such as the need for repair and the loosening of bolts during vehicle operation, which may easily cause the weighing mechanism to fall off and affect driving safety.

[0031] Since the weighing mechanism of the automatic adjustment device of empty and loaded railway freight cars of existing railway ballast cars, coal hopper cars and other models is installed under the middle beam near the center plate at one end of the chassis, the cross beam is installed on the bogie under the weighing mechanism, and the rest are installed above the chassis, there are problems such as cracks and breakage of the cross beam, which has become one of the main faults affecting the safe operation of freight trains in recent years. In addition, the weighing mechanism and the cross beam also have problems such as small assembly, maintenance and installation space, long adjustment operation time, low efficiency, high cost, and vehicle braking performance will be affected when the adjustment is not in place. With the rapid development of my country's railway freight cars and the improvement of the overall design and manufacturing level of vehicles, the existing cross beam structure can no longer meet the requirements of high manufacturing and maintenance efficiency, convenient adjustment, low cost, convenient disassembly and installation, and safe operation. Therefore, it is expected to develop a new weighing device suitable for the automatic adjustment device of empty and loaded railway freight cars installed on the chassis of the car body to replace the existing weighing device technology of the cross beam. Summary of the invention

[0032] The purpose of the present invention is to provide a lever-type weight measurement conversion device for railway freight cars in view of the shortcomings of the prior art. The lever-type weight measurement conversion device solves the problems of low assembly, adjustment, and disassembly efficiency, difficulty in maintenance, time-consuming and labor-intensive problems, high manufacturing and maintenance costs, and impact on driving safety of the existing railway freight car weight measurement mechanism. The lever-type weight measurement conversion device is easy to assemble and maintain, saves time, and has high reliability. It meets the requirements of anti-loosening, anti-falling, and protection, is easy to manufacture, maintain, and inspect, and meets the requirements of high reliability and high safety. It can extend the maintenance cycle of the weight measurement mechanism and reduce its maintenance cost.

[0033] In order to achieve the above object, the present invention provides a railway freight car lever type weight measurement conversion device, comprising:

[0034] An intermediate body is vertically arranged on the base frame;

[0035] a suppression disc mounting seat, disposed on one side of the intermediate body;

[0036] a conversion mechanism connected to one side of the intermediate body through a base, the conversion mechanism comprising a first conversion lever and a second conversion lever, one end of the first conversion lever is connected to one end of the second conversion lever, and the other end of the first conversion lever is connected to the lower end of the suppression disk mounting seat through an adjustment rod;

[0037] A weighing rod is movably arranged on the base, the weighing rod passes through the upper and lower sides of the base frame, the upper end of the weighing rod is connected to the other end of the second conversion lever, and the vertical gap between the lower end of the weighing rod and the upper plane of the side frame of the bogie is h1.

[0038] Optionally, the lower end of the intermediate body is connected to the base frame via a mounting seat, the mounting seat is L-shaped, and a first oblong hole is respectively provided on the vertical portion and the planar portion of the mounting seat, and the length direction of the first oblong hole is consistent with the width direction of the railway freight car.

[0039] Optionally, the suppression disk mounting seat includes a support body, a left bracket and a right bracket, the left bracket and the right bracket are symmetrically arranged on both sides of the support body, the support body is a round tube with a cavity opened inside, a spring upper mounting seat countersunk hole is arranged at the bottom of the support body, a reset spring is arranged between the spring upper mounting seat countersunk hole and the adjusting rod, and the reset spring is sleeved on the outer periphery of the suppression disk screw.

[0040] Optionally, one end of the adjustment rod is provided with a first internal threaded hole connected to the suppression disk connecting rod, and a long hole for a cotter pin is provided on the hole wall of the internal threaded hole. The other end of the adjustment rod is provided with a second internal threaded hole, and the second internal threaded hole is connected to the first conversion lever through an adjustment joint.

[0041] Optionally, the second conversion lever and the weighing rod are also connected through the adjustment joint, and the adjustment structure includes a screw and a U-shaped head, the other end of the screw is connected to the U-shaped head, and the other end of the screw is connected to the second internal threaded hole and the end threaded hole of the weighing rod, a self-locking nut is threaded on the screw, and the U-shaped head is hinged to the first conversion lever and the second conversion lever.

[0042] Optionally, the base comprises:

[0043] A bottom plate, arranged on the bottom frame;

[0044] A guide rod support seat is arranged on the upper side of the bottom plate, and fulcrum seats are respectively arranged on both sides of the guide rod support seat, and the fulcrum seats are respectively hingedly connected to the middle part of the first conversion lever and the middle part of the second conversion lever;

[0045] The weighing rod guide seat is arranged on the lower side of the base plate, the weighing rod guide seat penetrates the base frame, and the weighing rod is penetrated and arranged in the weighing rod guide seat.

[0046] Optionally, the guide rod support seat includes two seat plates arranged in the vertical direction, two support plates arranged in the horizontal direction are arranged between the two seat plates, a middle guide rod is arranged between the two support plates, and a double-ear joint is arranged at the lower end of the middle guide rod, and the double-ear joint is hinged to one end of the first conversion lever and one end of the second conversion lever.

[0047] Optionally, the weighing rod includes a rod body, both ends of which are respectively provided with a third internal threaded hole, the lower end of the rod body is threaded with a single-ear joint, a locking nut is provided on the screw rod of the single-ear joint, and the head of the single-ear joint is connected to a bearing.

[0048] Optionally, a locating pin is provided on the single-ear connector, a locking nut is provided at one end of the locating pin, and the other end of the locating pin is connected to the bearing.

[0049] Optionally, both ends of the first conversion lever and the second conversion lever are respectively provided with second oblong holes, and the first conversion lever and the second conversion lever are both Z-shaped plates.

[0050] The present invention provides a lever-type weight measurement conversion device for a railway freight car, which has the following beneficial effects:

[0051] 1. The lever-type weighing conversion device eliminates the existing cross-beam structure. During maintenance work, workers do not need to perform welding work or drill under the car to work, which solves the problems of inconvenient adjustment of the gap between the contact of the weighing mechanism installed on the existing railway hopper car and the touch plate on the middle part of the cross-beam, long operation time, high production and maintenance costs, high labor intensity and low adjustment efficiency; it solves the problem of welding a certain thickness of adjustment pad on the touch plate on the middle part of the cross-beam during the maintenance of the existing car to ensure that the adjustment amount of the contact itself is very small and cannot meet the adjustment requirements of the gap between the contact and the touch plate, but if the welding quality is not high, the life of the cross-beam will be reduced or even scrapped, and the use of electric welding will also cause maintenance environmental pollution, long operation time, low efficiency and high cost; it solves the problem of cross-beam in existing railway hopper cars and other models The problem of complicated and inefficient adjustment process of the adjustment pads between the two ends of the span beam and the cross beam supports arranged on the inner sides of the two side frames; it solves the problem that the measurement of the vertical movement of the adjustment bolts on the two ends of the existing span beam and the cross beam supports on the side frames requires the operator to carefully and repeatedly confirm the scale of the steel ruler, which is very inefficient and if the movement exceeds the limit, it will affect the braking performance and cause driving safety problems; it solves the problem that the vibration generated during the operation of existing railway freight cars and the alternating vibration stress easily lead to cracks and breakage of the cross beam and cause driving safety problems; it solves the problem that due to the small space under the chassis, when assembling and repairing the weighing mechanism and the cross beam, the operator needs to go in and out of the ditch under the car many times or repeatedly raise the car, and sometimes the bogie needs to be repeatedly pushed out, resulting in low assembly and maintenance efficiency.

[0052] 2. The lever-type weighing conversion device is connected to the lower part of the suppression plate through an adjusting rod and an adjusting joint, which will not produce lateral movement and friction, and replaces the contacts connected to the lower part of the existing suppression plate, so it will not cause the contact of the weighing mechanism to be excessively worn. In addition, the bearing assembled at the lower part of the weighing rod and the upper plane of the side frame have a gap when the vehicle is empty, and will not contact to generate friction. In the case of a heavy vehicle, although they are in contact, a rolling friction contact mode with very small friction is adopted, which avoids the occurrence of sliding friction excessive wear. It solves the problem that when the vehicle is loaded with heavy goods, the contact of the weighing mechanism is in close contact with the cross-beam contact plate due to the compression of the spring at the bolster, especially when the vehicle is running, the cross-beam continuously swings relative to the vehicle body with the bogie, causing the contact of the weighing mechanism and the cross-beam contact plate to continuously move relative to each other in the horizontal direction, which will cause excessive wear of the contact. It also solves the problem that the weighing mechanism has low maintenance efficiency and high cost because the contact of the weighing mechanism must be replaced with a new one when the wear is greater than 3mm.

[0053] 3. The sensing valve and the suppression plate in the lever-type weight measurement conversion device are directly installed on the floor of the chassis of the railway freight car and integrated on the intermediate body, so that the existing branch pipes connected to the connecting pipes of the pressure-reducing air cylinder, the pressure-limiting valve and the brake cylinder are cancelled or shortened, the air propagation time in the pipe is reduced, the sensitivity of the brake valve is improved, the action time of the brake cylinder is shortened, and it is easy to manufacture and test, simplify the manufacturing process, and the assembly size and quality are easy to guarantee. The problem that the two branch pipes connecting the weight measurement mechanism installed below the middle beam of the existing vehicle chassis and the pressure-reducing air cylinder, the pressure-limiting valve and the brake cylinder installed above the chassis are too long, too many bends, and the three-dimensional bends are difficult to manufacture and test, which increases the air propagation time in the pipe, affects the sensitivity of the brake valve, and prolongs the action time of the brake cylinder, and the manufacturing process is complicated, the size and quality are difficult to guarantee, and it is easy to be different during assembly, such as leakage during strong assembly, and the problem that the branch pipe is small under the vehicle and inconvenient to install when connecting the weight measurement mechanism.

[0054] 4. The lever-type weighing conversion device is provided with a bearing at the lower end of the weighing rod, and the bearing contacts and transmits the force with the upper plane near the middle of the side frame, thereby replacing the cross-beam structure of the existing vehicle, solving the problems of long force arm, poor rigidity, large bending moment and unfavorable force of the cross-beam of the existing vehicle, and solving the problem that the middle part of the cross-beam and its contact plate are deformed, which will cause the gap between the weighing mechanism contact and the cross-beam contact plate to not meet the requirements, thus affecting the weighing effect and further affecting the braking performance of the vehicle.

[0055] 5. When the vehicle is newly manufactured or overhauled, the lever-type weight measurement conversion device will not affect the interchangeability of the bogie parts installed on the vehicle because the cross-beam structure installed on the existing vehicle bogie is eliminated in the structure, which improves the assembly and overhaul efficiency and quality of the bogie, reduces the number of spare parts in stock, and improves the driving safety performance of the vehicle. It solves the problem that the cross-beam supports that need to be symmetrically welded on the corresponding positions of the inner side surfaces between the two side frames on the bogie of the existing vehicle affect the interchangeability of the side frames during the overhaul of the bogie, and affects the overhaul efficiency and quality of the bogie. At the same time, it also solves the problems of complex assembly and overhaul processes, difficult quality assurance, low efficiency, high cost, and driving safety caused by the cross-beam installed on the bogie of the existing vehicle.

[0056] 6. The intermediate body in the lever-type weighing conversion device is an integral integrated structure and is assembled on the floor of the chassis. It has good processing and assembly processability, and the assembly size and quality are easy to ensure. It has good safety and solves the problem that due to space limitations, the weighing mechanism of the existing vehicle is installed on two mounting seats that are symmetrically arranged above the cross beam and below the middle beam of the chassis. When there is a large error in processing the bolt connection holes and assembling and welding with the middle beam, it is easy to cause difficulty in centering the bolt connection holes on the weighing mechanism and the mounting seat, and there is a need for repair and the weighing mechanism is easy to fall off after the bolts are loosened during the operation of the vehicle, affecting driving safety.

[0057] 7. The lever-type weight measurement conversion device shortens the distance between the weight measurement mechanism and the main brake accessories such as the 120 valve, eliminates the branch pipe connecting the weight measurement mechanism and accessories such as the 120 valve, shortens the air wave conduction time, and can improve the braking sensitivity. Compared with existing vehicles, this device reduces the number of connection points of each air path, correspondingly reduces the leakage probability of each connection point, and thus improves the sealing performance of the air brake system.

[0058] 8. The air path hole of the sensor valve in the lever-type weight measurement conversion device is directly connected to the intermediate body by two sealing rings and bolts, which reduces the number of interfaces and fasteners, reduces the probability of leakage, and improves the assembly efficiency of the sensor valve; and the suppression disk support seat with a simple structure of assembly welding can reduce the pollution to the environment during the processing, improve the processing efficiency and reduce the cost, thus solving the problems of large environmental pollution, low efficiency and high cost during casting and processing of existing brackets.

[0059] 9. The lever-type weighing conversion device has a large adjustment range, multiple places can be adjusted, and the adjustment is convenient. No electric welding is required during assembly and adjustment. After the vehicle wheels are worn, there is enough adjustment to replace the existing adjustment pads, contacts, cross beam support pads and other structures that are difficult to adjust. In the adjustment process, the adjustment requirements can be met by adjusting the thread length of any one or a combination of the adjustment joint connected to the upper part of the weighing rod, the single-ear joint connected to the lower part, the adjustment rod connected to the lower part of the suppression plate, and the adjustment joint connected to the lower part of the adjustment rod. The problem of welding defects when the adjustment pad is welded on the cross beam touch plate when the existing weighing mechanism is adjusted is avoided. The problem of large welding workload, difficult to ensure welding quality, high labor intensity and great environmental pollution caused by adding an adjustment pad on the cross beam touch plate during the maintenance of the existing vehicle is solved. At the same time, it also solves the problem that when the existing vehicle adopts electric welding to assemble and weld the adjustment pad on the cross beam touch plate, when the ground line is not properly processed, there is pitting corrosion of the bogie bearing due to the passage of current, which affects the driving safety.

[0060] 10. When the lever-type weight conversion device is loaded with goods, the bearing arranged at the lower part of the weighing rod can roll relative to the upper plane of the side frame of the corresponding bogie, which can reduce friction resistance, improve the force of the weighing rod and avoid deformation. The weighing rod is located above the longitudinal center line of the upper plane of the side frame, so that the outer ring of the bearing is always in contact with the upper plane near the center of the side frame at that location when the vehicle is loaded with goods, whether running on a straight or curved track, and can produce rolling motion relative to the upper plane of the side frame at that location; it can adapt to the upper surface of the side frame of the railway freight car with a small plane in the longitudinal center and an arched structure with inclined structures at both ends, which can ensure that when the vehicle loaded with goods runs through a straight line or a curve, the outer ring of the bearing arranged at the lower part of the weighing rod always acts on the upper plane near the middle of the side frame, and will not slide to the inclined surfaces at both ends of the side frame, ensuring that the reference clearance between the bearing and the upper plane of the side frame is accurate and will not affect the occurrence of normal braking force.

[0061] 11. The lever-type weighing conversion device is simple to assemble, disassemble and adjust, with high efficiency, good safety, low manufacturing and maintenance costs, and is all arranged on the bottom plate of the chassis, which is convenient for manufacturing and maintenance, meets the requirements of anti-loosening, anti-falling and protection, and does not affect the assembly and maintenance of other components. In addition, the structure in the device has good stress resistance, and has the characteristics of long service life, light weight, convenient assembly and positioning, and good economy.

[0062] 12. The lever-type weight measurement conversion device is easy to carry, suitable for field operations without large tools, easy to manufacture, maintain, and inspect, and meets high reliability and high safety requirements; the main accessories in the device are made of high-strength, corrosion-resistant steel plates, have certain strength and rigidity, high reliability, and are easy to mass produce. All movable accessories of the device are made of materials with good corrosion resistance and wear resistance, with a high reuse rate during maintenance, which can effectively reduce procurement and transportation costs, is conducive to improving assembly quality, and saves manufacturing costs.

[0063] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, wherein like reference numerals generally represent like components throughout the exemplary embodiments of the present invention.

[0065] Figure 1 The present invention shows a schematic diagram of the composition of the braking system of the existing KZW-A type railway freight car empty and loaded automatic adjustment device.

[0066] Figure 2 The schematic diagram of the structure of the existing weighing mechanism is shown.

[0067] Figure 3 Shows Figure 2 Left view of .

[0068] Figure 4 Shows Figure 2 AA section view.

[0069] Figure 5 The schematic diagram shows the structural installation position of the existing railway hopper car weight measuring mechanism.

[0070] Figure 6 Shows Figure 5 A sectional view of the local structure of the left view.

[0071] Figure 7 A schematic structural diagram of a railway freight car lever-type weight measurement conversion device according to an embodiment of the present invention is shown when it is in an empty car relief position.

[0072] Figure 8 Shows Figure 7 Right view of .

[0073] Fig. 9 Shows Figure 7 Schematic diagram of the local structure of the AA section view.

[0074] Fig.10 Shows Figure 7 B view.

[0075] Fig.11 Shows Figure 7 Schematic diagram of the local structure of the CC cross-section view.

[0076] Fig.12 A schematic structural diagram of a railway freight car lever-type weight measurement conversion device according to an embodiment of the present invention is shown when it is in a heavy vehicle relief position.

[0077] Fig.13 A schematic diagram of the structure of the intermediate of the present invention is shown.

[0078] Fig.14 A structural schematic diagram of the adjustment joint of the present invention is shown.

[0079] Fig.15 Shows Fig.14 Right view of .

[0080] Fig.16 The schematic structural diagram of the adjusting rod of the present invention is shown.

[0081] Fig.17 Shows Fig.16 Left view of .

[0082] Fig.18A schematic structural diagram of the suppression disk mounting seat of the present invention is shown.

[0083] Fig.19 Shows Fig.18 Left view of .

[0084] Fig. 20 Shows Fig.18 Top view of the .

[0085] Fig.21 A schematic structural diagram of the support body of the present invention is shown.

[0086] Fig. 22 Shows Fig.21 DD cross-sectional view.

[0087] Fig.23 A schematic structural diagram of the middle guide rod of the present invention is shown.

[0088] Fig.24 Shows Fig.23 Top view of the .

[0089] Fig.25 A schematic structural diagram of the guide rod body of the present invention is shown.

[0090] Fig.26 The schematic diagram of the structure of the double-ear connector of the present invention is shown.

[0091] Fig. 27 A schematic structural diagram of a base of the present invention is shown.

[0092] Fig.28 Shows Fig. 27 Top view of the .

[0093] Fig.29 The schematic diagram of the structure of the fulcrum seat of the present invention is shown.

[0094] Fig.30 Shows Fig.29 Left view of .

[0095] Fig.31 A structural schematic diagram of the guide rod support seat of the present invention is shown.

[0096] Fig.32 Shows Fig.31 Left view of .

[0097] Fig.33 Shows Fig.31 Top view of the .

[0098] Fig.34 A schematic structural diagram of the guide tube of the present invention is shown.

[0099] Fig.35The schematic diagram of the structure of the conversion lever of the present invention is shown.

[0100] Fig.36 Shows Fig.35 Top view of the .

[0101] Fig.37 The schematic structural diagram of the weighing rod of the present invention is shown.

[0102] Fig.38 The schematic diagram of the structure of the single-ear connector of the present invention is shown.

[0103] Fig.39 Shows Fig.38 Left view of .

[0104] Fig.40 A schematic structural diagram of the positioning pin of the present invention is shown.

[0105] Figures 1 to 40 Description of reference numerals:

[0106] 1′, cross beam; 2′, weighing mechanism; 2.1′, suppression plate; 2.2′, disc pad; 2.3′, dust cover; 2.4′, bracket; 2.5′, mounting seat; 2.6′, sensing valve; 2.7′, reset spring; 2.8′, spring seat; 2.9′, contact; 2.10′, cotter pin; 2.11′, sealing ring; 3′, pressure-reducing air cylinder; 4′, pressure-limiting valve; 5′, brake cylinder; 6′, auxiliary air cylinder; 7′, 120 valve; 8′, acceleration relief air cylinder; 9′, dust collector and cut-off plug door combination; 10′, train pipe; 11′, underframe; 11.1′, middle beam; 11.2′, bolster beam; 11.3′, floor; 11.4′, side beam; 12′, first branch pipe; 13′, second branch pipe; 1 4', bogie; 14.1', bolster; 14.2', wheelset; 14.3', side frame; 14.4', cross beam support; 1, mounting seat; 2, intermediate body; 2.1, body; 2.2, fourth bolt mounting hole of suppression plate mounting seat; 2.3, third bolt mounting hole of sensing valve; 2.4, air path connecting hole of sensing valve; 2.5, second bolt mounting hole; 3, adjustment joint; 3.1, screw rod; 3.2, self-locking nut; 3.3, U-shaped head; 3.4, first round pin connecting through hole; 4, adjustment rod; 4.1, long hole for inserting cotter pin; 4.2, internal thread for connecting suppression plate screw; 4.3, rod body; 4.4 internal thread for connecting adjustment joint; 5, suppression plate mounting seat; 5.1, left bracket; 5.2, support body ;5.2.1, round tube;5.2.2, sealing ring;5.2.3, oil storage tank;5.2.4, spring upper mounting seat;5.3, right bracket;6, middle guide rod;6.1, screw;6.2, guide rod body;6.2.1, screw connection internal threaded hole;6.2.2, flange;6.2.3, oil storage chamber;6.2.4, oil outlet hole;6.2.5, cylinder;6.2.6, connector assembly internal threaded hole;6.3, self-locking nut;6.4, double ear joint;6.4.1, screw rod;6.4.2, connecting end;6.4.3, third round pin connection hole;7, base;7.1, fulcrum seat;7.1.1, seat plate;7.1.2, pad plate;7.1.3, rib plate;7.2, guide rod support seat;7. 2.1, guide tube; 7.2.1.1, inner chamfer; 7.2.1.2, sealing ring; 7.2.1.3, guide hole; 7.2.1.4, tube body; 7.2.1.5, sealing ring mounting groove; 7.2.2, upper support plate; 7.2.3, vertical plate; 7.2.4, lower support plate; 7.2.5, rib plate; 7.3, bottom plate; 7.4, guide seat of weighing rod; 8, conversion lever; 9, weighing rod; 9.1, rod body; 9.2, locking nut; 9.3, single ear joint; 9.3.1, threaded end; 9.3.2, middle; 9.3.3, head; 9.3.4, locating pin mounting hole; 9.4, locating pin; 9.4.1, cotter pin hole; 9.4.2, external thread; 9.4.3, pin body; 9.4.4. round disc; 9.5. bearing; 9.6. adjustment pad; 9.7. elastic washer; 9.8. locking nut; 9.9. split pin; 10. first bolt; 11. first nut; 12. first elastic washer; 13. second bolt; 14. second nut; 15. second elastic washer; 16. first round pin; 17. adjustment pad; 18. first flat washer; 19. first split pin; 20. second round pin; 21. second flat washer; 22. second split pin; 23. third round pin; 24. isolation pad; 25. third flat washer; 26. third split pin; 27. third bolt; 28. third nut; 29. ​​third elastic washer; 30. fourth bolt; 31. fourth nut; 32. fourth elastic washer;. DETAILED DESCRIPTION

[0107] 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.

[0108] The present invention provides a lever-type weight measurement conversion device for railway freight cars, which is arranged on the bottom plate at one end of the chassis of the car body. The device includes a mounting seat, an intermediate body, two adjustment joints, an adjustment rod, a suppression plate mounting seat, a middle guide rod, a base, two conversion levers, a weight measurement rod, a suppression plate, a disc pad, a dust cover, a sensing valve, a spring seat, a cotter pin, a sealing ring and fasteners. In order to improve the interchangeability of accessories and reduce the cost of manufacturing and repair, the suppression plate, the disc pad, the dust cover, the sensing valve, the reset spring, the spring seat and the sealing ring still use the mature accessories of the existing weight measurement mechanism.

[0109] Among them, the upper mounting surface of the mounting seat is connected to the lower part of the intermediate body by a number of bolts, nuts and elastic washers, and the lower mounting surface of the mounting seat is also connected to the floor by a number of bolts, nuts and elastic washers. The sensing valve is bolted to the intermediate body, and the suppression plate mounting seat is also bolted to the intermediate body. The lower screw of the suppression plate is connected to the upper internal thread of the adjustment rod and then fixed with a cotter pin; after screwing the screw of an adjustment joint into the lower internal thread of the adjustment rod, adjust its height to a suitable level and its opening toward the two conversion levers, and then use a self-locking nut for self-locking positioning; the rod body of the middle guide rod is inserted from the top into the guide rod support seat in the middle of the base, and then the screw of the double-ear joint is screwed into the internal thread below it. After adjusting its height to a suitable level and its opening toward the conversion lever, use a self-locking nut for self-locking positioning; one end of the rod body of the weighing rod is inserted upward into the weighing rod guide seat of the base, and then the screw of the single-ear joint is used Connect it with the internal thread at the lower part, screw another adjustment joint screw into the internal thread at the upper end of the rod body of the weighing rod, and after adjusting its height to a suitable level and the opening facing the conversion lever, use a self-locking nut for self-locking positioning; the middle parts of the two conversion levers are connected to the two fulcrum seats respectively using round pins, flat washers and cotter pins; then, insert the two conversion levers into the openings of the nearby assembled adjustment joints respectively, and align the round pin holes of the two, and also use round pins, flat washers and cotter pins to connect them; finally, insert the inner ends of the two conversion levers into the isolation pads and align them, and then insert them into the opening of the double-ear joint at the lower end of the middle guide rod, and align the round pin holes of each adjacent accessory and use round pins, flat washers and cotter pins to connect them.

[0110] The body chassis of the railway freight car installed with the lever-type weighing conversion device is composed of a middle beam, a bolster, a floor and side beams, etc. The bogie used for the railway freight car involved in the present invention is composed of a bolster, a side frame and a wheel pair, etc. A lower side bearing is arranged at each end of the bolster, and upper side bearings are arranged at the position of the lower cover plate of the bolster corresponding to the lower side bearing below the bolster, and the upper side bearings and the lower side bearings are in constant contact. Long holes for fastener installation of the installation seat are arranged on the bottom plate at one end near the bolster on the chassis, and a process circular hole is arranged for the guide seat of the weighing rod at the right end of the base to pass through.

[0111] Four mounting seats are arranged in the lever-type weighing conversion device, two mounting seats are arranged on each side of the intermediate body, and the two mounting seats on the same side are arranged correspondingly. The mounting seats are L-shaped structures, two of which form a group and are arranged symmetrically. There is a thickness of the intermediate body between the two corresponding mounting seats, and a plurality of oblong holes along the lateral direction of the vehicle are arranged correspondingly on the upper and lower planes of the mounting seats.

[0112] The intermediate body in the lever-type weight measurement conversion device is a rectangular parallelepiped structure, and a plurality of air path holes are opened through the intermediate body, and the connecting air path ports and fastening mounting holes of accessories such as the main valve, emergency valve, pressure limiting valve, pressure reducing air cylinder, acceleration relief air cylinder, auxiliary air cylinder and main pipe are correspondingly arranged on the large-area planes on both sides of the intermediate body. Through the arrangement of the integrated mounting seat of the highly integrated structure, the number of pipelines, the connection length and the pipeline leakage point can be reduced or avoided, the propagation time of compressed air in the brake system is shortened, the sensitivity of the air brake is improved, the weight of the air brake device can be reduced, the leakage probability between the brake accessories is reduced, and the assembly efficiency of the air brake device can be improved during pre-assembly under the vehicle, saving the vehicle manufacturing and repair costs. In addition, four bolt mounting holes of the suppression disk mounting seat need to be symmetrically arranged on the large-area plane close to the outside of the body, two air path connecting holes for connecting the sensor valve are arranged directly below the symmetrical center line, two bolt mounting holes for installing the sensor valve are symmetrically arranged on the horizontal center line of the two air path holes for connecting the sensor valve, and a plurality of bolt mounting holes are horizontally arranged at the bottom of the body along its length direction. For ease of description, the schematic structural diagram of the intermediate of the present invention only shows a portion.

[0113] The adjustment joint in the lever-type weighing conversion device is composed of a screw, a self-locking nut and a U-shaped head. Round pin connection holes are provided on both sides of the U-shaped head. The adjustment joint mainly serves the function of connection and adjustment. There are two of them. The screw end of one adjustment joint is installed on the lower part of the adjusting rod, and its open end is hinged to the outer end of a conversion lever. The screw end of the other adjustment joint is installed on the upper part of the weighing rod, and its open end is hinged to the outer end of another conversion lever. The above-mentioned hinged ends are connected by round pins, adjustment pads, flat washers and cotter pins. One end of the rod body of the adjustment rod is provided with an internal thread for connecting the screw of the suppression disk and a long hole for inserting the cotter pin, and the other end is provided with an internal thread for connecting the adjustment joint. The rod body is made of polygonal steel, which is convenient for adjustment and tightening with a wrench.

[0114] The suppression disk mounting seat in the lever-type weighing conversion device is connected to the intermediate body through four sets of bolts, nuts and elastic washers. It mainly supports, limits, lubricates and guides the suppression disk, and is composed of a left bracket, a support body and a right bracket. The left and right brackets are symmetrical Z-shaped steel plate bending structures, with the flat end of one end welded to the support body, and two horizontal oblong holes are respectively arranged on the plane of the other end, so as to facilitate its connection with the intermediate body and horizontal adjustment; the support body is a round tube structure with an inner cavity hole processed from round steel, and an axial and radial oil storage tank is arranged in the middle of the inner cavity hole, and a groove and a sealing ring for a sealing ring are respectively arranged at the end of the annular oil storage tank, and a spring upper mounting seat countersunk hole for installing the upper part of the positioning reset spring is arranged at the lower part of the inner cavity hole.

[0115] The middle guide rod in the lever-type weight measurement conversion device is installed on the guide rod support seat. When installing, first insert the rod body of the middle guide rod from the top into the guide rod support seat in the middle of the base, then screw the screw of the double-ear joint into the internal thread below it, and after adjusting its height to a suitable level and the opening toward the conversion lever, use a self-locking nut for self-locking positioning; after the double-ear joint at the bottom of the middle guide rod is hinged with the inner ends of the two conversion levers, the synchronous vertical movement of each connecting accessory can be achieved under the action of any conversion lever, and the middle guide rod plays the role of up and down guidance and synchronous limiting. The middle guide rod is mainly composed of a screw, a guide rod body, a self-locking nut and a double-ear joint. The guide rod body is a cylindrical structure with a flange at one end made of round steel. A screw-connected internal threaded hole and an oil storage chamber are provided at the axial center of the flange end, and a number of oil outlet holes are provided at the bottom of the oil storage chamber. An internal threaded hole for connector assembly is provided at the axial center of the other end of the guide rod; the double-ear joint consists of a screw rod and a connecting end, and the connecting end is a U-shaped opening structure of two parallel vertical plates and a vertical base, and a third round pin connecting hole is provided through the two parallel vertical plates.

[0116] The base of the lever-type weighing conversion device includes two fulcrum seats, a guide rod support seat, a weighing rod guide seat and a bottom plate. The fulcrum seat, the guide rod support seat and the weighing rod guide seat are all arranged on the bottom plate. The fulcrum seat is hinged in the middle of the conversion lever and is symmetrically arranged on both sides of the guide rod support seat. It is composed of two symmetrically arranged seat plates, a pad plate and two rib plates. A round through hole connected to a round pin is arranged on the upper end of the seat plate. The thickness of the pad plate is greater than the thickness of the conversion lever, which plays a role in maintaining the distance between the two seat plates so that the conversion lever can rotate flexibly. The guide rod support seat is a welded assembly consisting of a guide tube, an upper support plate, two vertical plates, a lower support plate and four rib plates. The guide tube is made of round steel and has a tube structure with a certain wall thickness. A guide hole matching the outer diameter of the rod body of the middle guide rod is arranged at its axial center. An inner chamfer is provided at the top of the hole, and a sealing ring and a sealing ring mounting groove are provided at the upper and lower parts of the inner cavity of the guide hole respectively; a process hole for the round pin to be inserted is provided on the vertical plate, and a guide tube assembly hole is provided in the center of the upper and lower support plates, and the two ends are welded to the corresponding vertical plates; the weighing rod guide seat is a steel pipe structure made of round steel and has a guide round through hole and an inner chamfer on the upper part, which is convenient for guiding and assembling the weighing rod; the bottom plate is a rectangular steel plate, and a weighing rod guide seat assembly positioning process hole is provided at its right end part. The bottom plate is welded to the floor composed of the base frame, and is used to weld the fulcrum seat, the guide rod support seat and the weighing rod guide seat.

[0117] Two conversion levers are arranged in the lever-type weight measurement conversion device. The conversion levers are processed from rectangular steel plates into a Z-shaped structure with arcs at the inner and outer ends, an oblong hole at the center of the arc, and a round hole at the center line. Two identical Z-shaped inner ends of the conversion levers are symmetrically assembled. The circular holes in the middle of the two conversion levers are respectively hinged to the fulcrum seats on both sides of the base using round pins, flat washers and cotter pins; the outer ends of the two conversion levers are respectively hinged to the assembled adjustment joints on both sides using round pins, adjustment pads, flat washers and cotter pins; an isolation pad is placed between the inner ends of the two conversion levers and then inserted into the opening of the double-ear joint at the lower end of the middle guide rod, and the round pin holes of each adjacent accessory are aligned and then hinged using round pins, flat washers and cotter pins.

[0118] The weighing rod in the lever-type weighing conversion device mainly senses and transmits the vertical displacement and force of the vehicle body relative to the upper plane of the side frame of the bogie when the vehicle is loaded at different weights (because the side frame is in rigid contact with the wheel set and other accessories, the height of the side frame relative to the rail surface remains unchanged when the vehicle is loaded at different weights), and transmits the displacement and force to the suppression plate through the lever-type weighing conversion device. The weighing rod mainly consists of a rod body, a locking nut, a single ear joint, a positioning pin (see Fig.37 Serial No. 9.4 and Fig.40 ), bearings, adjustment pads, elastic washers, locking nuts and split pins. The rod body is made of round steel with internal threads at both ends, and the outer diameter is in a clearance match with the inner diameter of the guide round hole of the weighing rod guide seat set at the right end of the base; the single-ear joint is composed of a threaded end, a middle part and a single-ear head. The single-ear head is a rectangular structure, with an arc at the outer end and a positioning pin installation hole at the center of the arc; the pin body of the positioning pin is a cylindrical structure with a clearance match with the inner diameter of the positioning pin installation hole of the single-ear head, one end of which is provided with a disc for limiting the inner ring of the bearing, and the other end is provided with an external thread, and a split pin hole is radially provided at the end of the external thread; the adjustment pad is inserted into the pin body of the positioning pin between the single-ear head and the bearing, mainly to adjust the bearing assembly position and limit the inner ring of the bearing; the bearing is a ball bearing with a sealing cover composed of an inner and outer ring, the inner diameter of the inner ring is in a small clearance match with the pin body, and the outer edge of the outer ring can be covered with wear-resistant material.

[0119] During the assembly process of the lever-type weighing conversion device, an appropriate amount of lubricating oil needs to be injected into each guide tube to reduce the friction resistance of each guide rod. In addition, sealing grooves and sealing rings are respectively arranged at the upper and lower parts of the inner cavity of each guide tube to store the lubricating oil for a long time.

[0120] When the vehicle is in an empty state, after the weighing rod is assembled, the distance between the lowest point of the bearing installed at the bottom and the upper plane of the side frame is the same as the distance between the weighing mechanism of the existing vehicle and the touch plate set in the middle of the cross beam, which is h1. When the vehicle is loaded with goods, the bearing set at the bottom of the weighing rod can rotate relative to the upper plane of the side frame of the corresponding bogie, which can reduce friction resistance, improve the force of the weighing rod and avoid deformation. The weighing rod is directly above the upper plane of the side frame, so that when the vehicle is loaded with goods, whether running on a straight or curved track, the bearing is always in contact with the upper plane within a certain range at the center of the side frame at that location, and can rotate with the vehicle body relative to the upper plane of the side frame at that location. For example, when the vehicle loaded with goods passes through a curve, the relative movement friction and wear between the bearing and the upper plane of the side frame can be reduced.

[0121] Example

[0122] like Figures 7 to 40 As shown, the installation steps of the railway freight car lever type weight measurement conversion device are as follows:

[0123] The floor 11.3' at one end of the bolster 11.2' on the chassis 11' must be pre-processed to correspond to the long round hole for mounting the fastener of the mounting seat 1 and the process round hole for the weighing rod guide seat 7.4 at the right end of the base 7; the bottom plate 7.3 of the prefabricated base 7 must be pre-welded to the floor along the transverse direction of the vehicle body; in addition, the various components must be pre-processed as shown in the figure and then pre-assembled.

[0124] During assembly, first place each mounting seat 1 symmetrically and make its mounting surface close to the lower mounting surface of the intermediate body 2. After adjusting the alignment of each mounting hole, use the second bolt 13, the second nut 14 and the second elastic washer 15 to connect; then place the intermediate body with the assembled mounting seat perpendicular to the length direction of the vehicle body on the floor, adjust the base mounting holes of each mounting seat to align with the corresponding oblong holes on the floor, and use the first bolt 10, the first nut 11 and the first elastic washer 12 to connect; then respectively connect the main valve, emergency valve, pressure limiting valve and pressure reduction air cylinder, acceleration relief air cylinder, auxiliary air cylinder and main pipe and other brake system related accessories and connecting branch pipe air outlets and fastening installation After the mounting holes are aligned with the corresponding holes of the intermediate body, sealing rings and fasteners are used to complete the assembly; then, the two sealing rings 2.11′ are respectively installed in the upper and lower gas path countersunk holes of the sensing valve 2.6′, and after the sensing valve and the corresponding gas path ports and mounting holes of the intermediate body 2 are aligned, two third bolts 27, a third nut 28 and a third elastic washer 29 are used to connect; then, the dust cover 2.3′ is inserted into the head of the sensing valve, and the assembly of the sensing valve is completed at this time; then, the suppression disk mounting seat 5 is aligned with the mounting holes of the intermediate body 2, and the fourth bolt 30, the fourth nut 31 and the fourth elastic washer 32 are used to connect and tighten; then, the disc pad 2.2′ is screwed from the suppression disk 2.1′ After inserting it into the root of the disc, insert the screw of the suppression disc downward into the inner cavity hole of the support body 5.2 of the suppression disc mounting seat 5. At this time, the disc pad on the screw of the suppression disc contacts the lower plane of the suppression disc and the upper plane of the support body 5.2. At this time, the distance between the lower plane of the suppression disc and the dust cover assembled on the upper part of the sensing valve is 6mm; then, insert the reset spring 2.7' and the spring seat 2.8' into the lower part of the sensing valve screw in sequence, connect the upper internal thread of the adjusting rod 4 with the screw at the lower part of the suppression disc, and after adjusting to the appropriate position, use the first cotter pin 23 for anti-loosening and positioning connection; then move the suppression disc upward by hand to connect the upper inner circular hole of the adjusting rod 4 with the lower part of the suppression disc mounting seat 5 After the adjustment is completed, the cotter pin 2.10′ is used to prevent loosening and position the connection; then, a screw rod of an adjustment joint 3 is screwed into the internal thread at the lower part of the adjustment rod 4, and after adjusting its height to a suitable level and its opening toward the conversion lever 8, a self-locking nut is used for self-locking positioning; then, the rod body of the middle guide rod 6 is inserted from above into the guide rod support seat 7.2 in the middle of the base 7, and the screw rod of the double-ear joint 6.4 is screwed into the internal thread below it, and after adjusting its height to a suitable level and its opening toward the conversion lever, a self-locking nut is used for self-locking positioning; then, one end of the rod body of the weighing rod 9 is inserted from above into the weighing rod guide seat 7.4 at the right end of the base 7, and a single-ear joint 9 is used.3 is connected with the internal thread at the lower part, and then the screw of the other adjusting joint 3 is screwed into the internal thread at the upper end of the rod body of the weighing rod 9. After adjusting its height to a suitable level and the opening facing the conversion lever, a self-locking nut is used for self-locking positioning; then the Z-shaped ends of two identical conversion levers 8 are placed symmetrically toward the inside in sequence, so that the middle part thereof is respectively hinged with the fulcrum seats 7.1 on both sides of the base 7 by using the second round pin 20, the second flat washer 21 and the second cotter pin 22; then the outer ends of the two conversion levers 8 are respectively inserted into the openings of the corresponding assembled adjustment joints 3, and the first round pin 16, the two adjustment pads 17, the first flat washer 18 and the first cotter pin 19 are respectively used for hinge connection; finally, the inner ends of the two conversion levers 8 are inserted into the isolation pad 24 for alignment, and then inserted into the opening of the double-ear joint 6.4 at the lower end of the middle guide rod 6 at the same time, and the round pin holes of each adjacent accessory are aligned for hinge connection by using the third round pin 23, the third flat washer 25 and the third cotter pin 26. Then, the threaded end of the locating pin 9.4 is successively inserted into the inner ring of the bearing 9.5 and the adjustment pad 9.6, and then inserted into the mounting hole of the single-ear joint 9.3 installed in advance at the bottom of the weighing rod 9, and then fastened and positioned with an elastic washer 9.7, a locking nut 9.8 and a cotter pin 9.9; then, the height and direction of the single-ear joint 9.3 are adjusted, and the axis of the locating pin 9.4 assembled thereon is perpendicular to the length direction of the vehicle body, ensuring that when the vehicle is loaded, the bearing installed thereon can roll along the upper plane of the length direction of the side frame on the bogie. Then, the vehicle body assembled with the device of the present invention is dropped onto the bogie, and the vertical clearance between the lowest point of the bearing 9.5 set below the weighing rod 9 and the upper plane of the side frame of the bogie is adjusted to h1. Finally, after each position is adjusted appropriately, the cotter pin is inserted and the open end of each cotter pin is split to 60°. Finally, the assembly and adjustment of the device of the present invention on the vehicle have been completed. .

[0125] In addition, the disassembly process of the device is opposite to its installation process. The device of the invention adopts an integrated installation structure, which reduces the connection pipelines compared with the existing vehicles, shortens the compressed air propagation time, and improves the sensitivity and braking performance of the air brake system. Since the number of air path connections is small, the leakage probability of each connection is also small, so the device has good sealing performance, and the device has the advantages of convenient manufacture and maintenance, high efficiency, low cost and good safety. It not only solves various problems existing in the cross beam of the existing vehicle, but also solves the safety problem caused by excessive or insufficient pressure in the brake cylinder due to excessive wear of the contacts of the existing weight measuring mechanism.

[0126] The working principle of the railway freight car lever type weight measurement conversion device is:

[0127] When a vehicle is in the empty vehicle relief position:

[0128] The suppression plate 2.1' of the weighing mechanism, under the push of its own weight and the force of the return spring 2.7', drives the adjustment rod 4 connected to the suppression plate screw and the adjustment joint 3 connected to the lower part of the adjustment rod to generate a downward force. At the same time, the force is passed through the outer end of the left conversion lever hinged to the adjustment joint to generate a counterclockwise movement around the fulcrum seat on its base. At the same time, the inner end of the conversion lever drives the inner end of another conversion lever hinged thereto and the middle guide rod 6 to generate an upward force. At the same time, the upward force of the inner end of the other conversion lever drives the other conversion lever to rotate around the fulcrum seat on the base. The fulcrum seat on its base makes the other conversion lever generate a clockwise force, and at the same time, this force makes the outer end of the other conversion lever drive the weight measuring rod 9 hinged thereto to move downward; until the suppression plate 2.1' of the weight measuring mechanism contacts the disc pad 2.2' set above the support body of the suppression plate mounting seat 5, each force maintains a balanced state, at which time, the downward movement of the weight measuring rod stops, and at this time, the lowest point of the bearing set below the weight measuring rod is at a distance of h1 from the upper plane of the side frame of the corresponding bogie (this value is the same as the distance between the existing vehicle contact and the cross beam contact plate). The above resistances are relatively small and can be ignored.

[0129] b When the vehicle is fully loaded with goods and is in the relief position:

[0130] When the vehicle is fully loaded with cargo, the bogie's pillow spring will be compressed and move downward by a distance of h1mm and then by a distance of Hmm (see Fig.12 ), and because the side frame of the bogie is in rigid contact with the wheelset bearing and the load-bearing saddle, etc., and the vertical positioning dimensions relative to the rail surface remain unchanged, after the vehicle is fully loaded with goods, the vehicle body frame will drive the device of the invention to move downward relative to the upper plane of the side frame by a distance of (h1+H) mm.

[0131] Since the vertical distance between the lowest point of the bearing and the upper plane of the side frame is h1mm when the vehicle is empty, when the vehicle is loaded with a small amount of cargo (close to an empty state), the lowest point of the bearing at the lower end of the weighing rod moves downward with the vehicle body chassis relative to the upper plane of the side frame by a distance ≤h1mm, the weighing rod will not produce vertical movement, and the conversion lever directly connected to it, the other conversion lever and the suppression plate indirectly connected thereto will not produce displacement; only after the vehicle is loaded with a certain amount of cargo, the lowest point of the bearing at the lower end of the weighing rod moves downward with the vehicle body chassis by h1mm and contacts the upper plane area of ​​the side frame, the vertical distances of the weighing rod, each conversion lever and the suppression plate relative to the upper plane of the side frame remain unchanged, and when the chassis drives the device of the invention to move downward vertically by a distance Hmm relative to the upper plane of the side frame, the weighing rod drives each conversion lever and the suppression plate to move upward vertically by a displacement of Hmm. At this time, the distance between the lower plane of the disk of the suppression plate and the top of the dust cover on the top of the sensing valve is changed from the original 6mm (see Figure 7 ) becomes (6+H) mm (see Fig.12 ), the specific principle is as follows (see Fig.12 ):

[0132] After the vehicle is loaded with goods, the vehicle body will compress the pillow spring of the bogie and move downward by a distance of h1mm and then by a distance of Hmm. Then, the lowest point of the bearing at the lower end of the weighing rod will move downward with the chassis of the vehicle body by a distance of h1mm and then contact the flat area on the side frame. Subsequently, the bearing at the lower end of the weighing rod will continue to move downward by a distance of Hmm together with the chassis. Since the lowest point of the bearing has contacted the flat surface on the side frame, the contact force overcomes the deadweight of the weighing rod, the deadweight of the suppression plate, the return spring force on the lower part of the screw and the deadweight of the other parts, so that the weighing rod drives the conversion levers and the suppression plate to move upward by a distance of Hmm relative to the chassis. At this time, Since the sensing valve is assembled on the intermediate body, and the intermediate body is assembled on the floor above the chassis of the car body through the mounting seat, the vertical distance between the sensing valve body and the chassis is always inconvenient. As a result, the distance between the lower plane of the disc on the upper part of the suppression plate and the top surface of the dust cover on the top of the sensing valve changes from 6mm when the car is empty to (6+H)mm when the car is loaded. At this time, when the train brakes the vehicle, the sensing valve contact will extend upward from 6mm when the car is empty to (6+H)mm when the car is loaded. Therefore, the device replaces the cross-beam structure of the existing car and realizes the acquisition of the load condition of the railway freight car during the braking process, thereby realizing stepless adjustment of the braking force of empty and loaded vehicles.

[0133] The present invention utilizes the fact that the friction and resistance are negligible compared with the vehicle body load, and ensures that when the vehicle is loaded with goods, after the lowest point of the bearing at the lower end of the weighing rod contacts the upper plane of the side frame (eliminating the gap h1), the vehicle body underframe drives the device of the present invention connected thereto to move vertically downward relative to the upper plane of the side frame by the same distance as the vertical upward movement of the suppression plate. The principle is as follows:

[0134] According to the principle of moment balance, the principle of equal work and Newton's third law of motion (the action and reaction forces between two interacting objects are always equal in magnitude, opposite in direction, and act on the same straight line), after the vehicle is loaded with cargo, the bearing below the weighing rod contacts the upper plane of the side frame and continues to move vertically upward relative to the upper plane of the side frame by a distance of Hmm. Assuming that the vertical force transmitted by the side frame to the upper connecting part of the weighing rod is F1, and the vertical displacement generated is Hmm, then the force and displacement are transmitted to the right end of the conversion lever on this side through the first round pin hinged to the adjustment joint on the upper part of the weighing rod. The vertical force at the hinge of the right end of the conversion lever on this side is also F1, and the vertical displacement is also Hmm. The lever arm of the conversion lever hinge point rotating counterclockwise around the fulcrum seat is L1. According to the principle of moment balance, assuming that the vertical force at the hinge round pin of the double-ear joint of the other end of the conversion lever and the middle guide rod is F2, and the displacement generated in the direction of the force is Smm, and the displacement around the fulcrum is The force arm of the point seat rotation is L2. Since the size, structure and ends of the two symmetrically installed conversion levers in the present invention are the same as the base (the assembly size L1 of the lower lever, the assembly size L2 of the upper lever and the angle a° of the conversion lever of the two conversion levers are the same, h2=h3), their starting and final positions and rotation angles at any time are completely consistent, the assembly sizes of the two fulcrum seats are completely consistent, and both ends of the conversion levers are set as oblong holes. When the two conversion levers rotate around their respective fulcrum seats and the hinged ends of the two-ear joints of the two conversion levers and the middle guide rod move, they will not get stuck. According to the moment balance principle: F1*L1=F2*L2, according to the principle of equal work: F1*H=F2*S, the force transmitted by the other conversion lever rotating clockwise around its fulcrum seat to the round pin hinged to the adjustment joint below the adjustment rod of the suppression disk is also F1, and then the force is transmitted to the suppression disk, so the suppression disk generates the same vertical force F1, and the vertical displacement is also Hmm, see Fig.12 Therefore, the device replaces the function and role of the existing vehicle cross beam.

[0135] The device's principle of preventing rotation, loosening and falling off:

[0136] All round pins of this device are equipped with washers and cotter pins. After the positions are adjusted appropriately, the openings of the cotter pins are opened 60° to prevent them from falling off. All bolt fastening structures of this device adopt spring washers or double nuts to prevent loosening, or bolts and self-locking nuts to prevent loosening. After fastening, welding points can be used to prevent loosening and falling off.

[0137] The principle of preventing excessive wear between the device and the upper surface of the side frame:

[0138] When the device of the invention is empty, a clearance of h1mm is retained between the lowest point of the bearing below the weighing rod and the upper plane of the side frame. Since the two are not in contact and friction is not generated, no wear will occur when the vehicle is empty.

[0139] When the vehicle is loaded, the outer ring of the bearing covered with wear-resistant material set below the weighing rod is in contact with the flat surface on the side frame, but it adopts a rolling friction contact mode with very small friction force, thus avoiding the occurrence of excessive wear of the bearing.

[0140] When the vehicle is loaded with goods, the ball disposed at the lower part of the action rod of the device of the invention always acts near the middle upper plane of the arched side frame:

[0141] When the vehicle is on a straight track, the angle between the bogie and the longitudinal center line of the car body is 0°, then the center of the contact surface of the bottom of the bearing arranged at the lower part of the weighing rod coincides with the center of the upper plane of the side frame, ensuring that the bearing always acts on the shorter horizontal plane in the middle range of the upper surface of the bow-shaped side frame; when the vehicle is on a curved track, the bogie rotates clockwise or counterclockwise by a certain angle relative to the car body (the angle between the bogie and the longitudinal center line of the car body is also this angle), then the longitudinal center line of the bolster of the bogie also rotates clockwise or counterclockwise by this angle relative to the center line of the bolster on the car body frame. When the weighing rod is arranged on the frame close to the bolster, the center of the bearing below it is within the middle straight line segment of the upper plane of the side frame. Therefore, the present invention can ensure that the bearing always acts on the horizontal plane within the middle straight line segment of the side frame.

[0142] Principles of improving braking performance:

[0143] The present invention adopts an integrated mounting seat structure, which shortens the distance between the sensing valve and main valve and other main brake accessories after assembly, shortens the length of the branch pipe connecting the sensing valve and the main valve and other accessories, shortens the conduction time of the air wave in the branch pipe, and can improve the braking sensitivity. Compared with existing vehicles, the device reduces the number of connection points of each air path, and correspondingly reduces the leakage probability of each connection point, thereby improving the sealing performance of the air brake system.

[0144] Adjustment principle of the present invention:

[0145] After the wheel is worn, in order to ensure that the height of the hook remains unchanged, the present invention ensures the safe operation of the vehicle by increasing the thickness of the lower center plate pad. At this time, the gap between the bearing arranged below the weighing rod of the device of the invention and the upper plane of the side frame changes accordingly. The present invention ensures the gap between the bearing and the upper plane of the side frame by adjusting the threaded connection length of each threaded connector. The present invention has a large vertical distance adjustment range, which avoids the problems of large welding pollution caused by welding the wear plate on the touch plate of the existing vehicle when the suppressor plate contact cannot be adjusted, and easily causing bearing overcurrent problems such as improper ground wire operation.

[0146] The principle of rapid recovery of the suppression disk of the present invention:

[0147] The present invention sets a reset spring at the lower end of the screw rod of the suppression disk. When the vehicle is loaded, the upper plane of the side frame moves the weighing rod and the suppression disk upward by a certain distance at the same time through the bearing in contact with it. In this process, the weighing rod and the suppression disk respectively compress the restoring spring to obtain the spring reset pressure. When the goods are unloaded into an empty vehicle, the suppression disk, the weighing rod and the accessories connected thereto quickly return to the starting position under the reset force of the reset spring and the action of their own weight. In addition, sealed oil storage tanks and lubricating oil are set in the inner cavity of the support body of the suppression disk mounting seat and the inner cavity of each guide rod sleeve. Therefore, the suppression disk, the middle guide rod and the weighing rod are lubricated when they move vertically in their corresponding guide sleeves, reducing resistance and avoiding jamming. Therefore, the suppression disk drives the lower conversion lever, the middle guide rod and the weighing rod and other accessories to be quickly reset.

[0148] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A lever-type weight measurement conversion device for railway freight cars, characterized in that: include: An intermediate body is vertically arranged on the base frame; a suppression disc mounting seat, disposed on one side of the intermediate body; a conversion mechanism connected to one side of the intermediate body through a base, the conversion mechanism comprising a first conversion lever and a second conversion lever, one end of the first conversion lever is connected to one end of the second conversion lever, and the other end of the first conversion lever is connected to the lower end of the suppression disk mounting seat through an adjustment rod; A weighing rod is movably arranged on the base, the weighing rod passes through the upper and lower sides of the base frame, the upper end of the weighing rod is connected to the other end of the second conversion lever, and the vertical gap between the lower end of the weighing rod and the upper plane of the side frame of the bogie is h1.

2. The railway freight car lever type weight measurement conversion device according to claim 1 is characterized in that: The lower end of the intermediate body is connected to the base frame through a mounting seat, the mounting seat is L-shaped, and a first oblong hole is respectively provided on the vertical surface and the planar surface of the mounting seat, and the length direction of the first oblong hole is consistent with the width direction of the railway freight car.

3. The railway freight car lever type weight measurement conversion device according to claim 1, characterized in that: The suppression disk mounting seat includes a support body, a left bracket and a right bracket, the left bracket and the right bracket are symmetrically arranged on both sides of the support body, the support body is a round tube with a cavity opened inside, a spring upper mounting seat countersunk hole is arranged at the bottom of the support body, a reset spring is arranged between the spring upper mounting seat countersunk hole and the adjustment rod, and the reset spring is sleeved on the outer periphery of the suppression disk screw.

4. The railway freight car lever type weight measurement conversion device according to claim 1, characterized in that: One end of the adjustment rod is provided with a first internal threaded hole connected to the suppression disk connecting rod, and a long hole for a cotter pin is opened on the hole wall of the internal threaded hole. The other end of the adjustment rod is provided with a second internal threaded hole, and the second internal threaded hole is connected to the first conversion lever through an adjustment joint.

5. The railway freight car lever type weight measurement conversion device according to claim 4, characterized in that: The second conversion lever and the weighing rod are also connected through the adjustment joint. The adjustment structure includes a screw and a U-shaped head. The other end of the screw is connected to the U-shaped head. The other end of the screw is connected to the second internal threaded hole and the end threaded hole of the weighing rod. A self-locking nut is threaded on the screw, and the U-shaped head is hinged to the first conversion lever and the second conversion lever.

6. The railway freight car lever type weight measurement conversion device according to claim 1, characterized in that: The base comprises: A bottom plate, arranged on the bottom frame; A guide rod support seat is arranged on the upper side of the bottom plate, and fulcrum seats are respectively arranged on both sides of the guide rod support seat, and the fulcrum seats are respectively hingedly connected to the middle part of the first conversion lever and the middle part of the second conversion lever; The weighing rod guide seat is arranged on the lower side of the base plate, the weighing rod guide seat penetrates the base frame, and the weighing rod is penetrated and arranged in the weighing rod guide seat.

7. The railway freight car lever-type weight measurement conversion device according to claim 6, characterized in that: The guide rod support seat includes two seat plates arranged in the vertical direction, two support plates arranged in the horizontal direction are arranged between the two seat plates, a middle guide rod is arranged between the two support plates, and a double-ear joint is arranged at the lower end of the middle guide rod, and the double-ear joint is hinged to one end of the first conversion lever and one end of the second conversion lever.

8. The railway freight car lever type weight measurement conversion device according to claim 1, characterized in that: The weighing rod comprises a rod body, and third internal threaded holes are respectively provided at both ends of the rod body. A single-ear joint is threadedly connected to the lower end of the rod body, a locking nut is arranged on the screw rod of the single-ear joint, and a bearing is connected to the head of the single-ear joint.

9. The railway freight car lever type weight measurement conversion device according to claim 1, characterized in that: The single-ear joint is provided with a locating pin, one end of the locating pin is provided with a locking nut, and the other end of the locating pin is connected to the bearing.

10. The railway freight car lever type weight measurement conversion device according to claim 1, characterized in that: Second oblong holes are respectively provided at both ends of the first conversion lever and the second conversion lever, and both the first conversion lever and the second conversion lever are Z-shaped plates.

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