Automatic adjusting device of railway vehicle braking system and railway vehicle

Abstract

The invention provides an automatic adjusting device of a railway vehicle braking system and a railway vehicle, and the automatic adjusting device comprises a weight measuring mechanism seat which is arranged at the top of a vehicle body chassis of the railway vehicle; the weight sensing mechanism is arranged at the top of the weight sensing mechanism seat, a lower cavity opening of the weight sensing mechanism is communicated with a brake cylinder and a pressure limiting valve of the brake system, and an upper cavity opening of the weight sensing mechanism is communicated with the pressure reduction air cylinder; the driven lifting assembly is arranged on the weight measuring mechanism seat and is arranged below the weight measuring sensing mechanism; the active lifting assembly is arranged in the vehicle body chassis; the two ends of the transmission mechanism are connected with the lifting top and the lifting bottom of the driving lifting assembly and the driven lifting assembly respectively; welding operation and drilling under-vehicle operation are not needed in maintenance operation, the problem of crack breakage of the crossing beam is avoided, assembly and maintenance are convenient, the adjustment operation time is shortened, the disassembly efficiency is high, the maintenance cost is low, and adjustment is easier.

Description

Technical Field

[0001] The present invention belongs to the technical field of railway vehicle braking, and more specifically, relates to an automatic adjustment device for a railway vehicle braking system and a railway vehicle. Background Art

[0002] The automatic adjustment device of the empty and loaded braking system of KZW-A freight train can reduce the longitudinal impact force between vehicles in mixed trains during braking, which has significant social and economic benefits in ensuring driving safety, improving transportation efficiency and reducing transportation costs.

[0003] like Figure 1 and Figure 5 As shown, the existing KZW-A type freight car empty and loaded braking system is mainly composed of a cross beam 1', a weight sensing 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 plug valve assembly 9', a train pipe 10' and corresponding connecting pipelines. In order to prevent the 120 valve 7' and other important braking accessories installed on the vehicle body chassis from being corroded by rain and snow and being damaged when loading goods, when designing the brake of the railway hopper car, the 120 valve 7' and other important braking accessories installed on the floor 11.3' of the body chassis 11' are usually arranged on the floor 11.3' of the body chassis 11' below the inclined end wall 17' at one end of the body chassis 11' and on the body chassis 11' surrounded by the side walls 18' on both sides of the body chassis.

[0004] like Figure 5 and Figure 6 As shown, the cross beam 1' of the automatic adjustment device of the existing brake system is pressed by steel and installed above the inner brake beam of the side frame 14.3' of the bogie 14', close to the bolster 14.1' and parallel to it. The two ends of the cross beam 1' are supported on the cross beam bracket 14.4' on the side frame 14.3' of the bogie 14', and wear pads are provided therebetween. The wear pads and the cross beam bracket 14.4' are elongated holes, while the end of the cross beam 1' is a circular hole, which is positioned by bolts. The slot nuts of the positioning bolts are not tightened, leaving a gap of 3mm to 5mm, and are fixed by 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 1' is provided with a safety lifting chain, and the touch plate in the middle of the cross beam 1' directly contacts the contact 2.9' when the vehicle is loaded with goods, and supports the suppression plate 2.1' of the weight sensing mechanism 2'.

[0005] like Figure 1 and Figure 2As shown, the weight sensing mechanism 2' of the automatic adjustment device of the existing brake system is composed of a suppression disk 2.1', a disk 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 such as bolts and nuts. The bracket 2.4' is made of cast steel and is mounted on the mounting seat 2.5' below the middle beam 11.1' of the vehicle body chassis 11' above the cross beam 1' and fastened with four bolts. The bracket 2.4' is used to place the suppression disk 2.1', install the sensing valve 2.6' and connect it to the connecting pipeline flange; the suppression disk 2.1' is a disk at the top, a cylinder in the middle, a screw at the bottom, and is equipped with a spring seat 2.8' and a contact 2. 9', the suppression disk 2.1' is placed on the cylindrical conduit of the bracket 2.4', and the cylinder 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, and it is fixed with a cotter pin 2.10'. The sensing valve 2.6' is opposite to the lower disk surface of the suppression disk 2.1'. 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'. The dust cover 2.3' is installed above the sensing valve 2.6', and the vertical distance between its upper plane and the lower plane of the suppression disk 2.1' is 6±1mm in the vehicle relief state. Only when the sensing valve 2.6' drives the dust cover 2.3' on it to contact the suppression disk 2.1' during braking.

[0006] When the vehicle is empty, the suppression plate 2.1' is located at the top of the guide tube of the bracket 2.4', which serves as a reference for weighing the sensing valve 2.6' when the vehicle is empty; when the vehicle is loaded, after the contact 2.9' of the suppression plate 2.1' contacts the touch plate in the middle of the cross beam 1', the relative height between the contact 2.9' and the touch plate in the middle of the cross beam 1' remains unchanged, which serves as a reference for weighing the sensing valve 2.6' when loaded.

[0007] When the vehicle brakes, the pressure-limiting valve 4' controls the air pressure in the brake cylinder by the pressure air from the air brake machine of the 120 valve 7', 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 air brake machine of the 120 valve 7'. Therefore, within the prescribed adjustment range, when the brake pressure is constant, the air pressure in the brake cylinder 5' increases with the increase of the vehicle load.

[0008] 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 contact plate cooperates with the suppression plate contact 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 contact plate and the suppression plate contact to ensure that the gap meets h1mm.

[0009] Due to the limited installation space, domestic railway hopper cars, some special open cars, tank cars and other railway freight cars have the following automatic adjustment devices: except for the weight sensor mechanism installed under the middle beam near the center plate of the car body chassis at one end, and the cross beam installed on the bogie under the weight sensor mechanism, all other accessories are installed above the chassis.

[0010] like Figure 5 and Figure 6 As shown, the existing railway ballast, coal hopper car weight sensor mechanism 2 'installation position structure diagram is shown in Figure 5 and Figure 6 , mainly composed of a cross beam 1′, a weight sensing mechanism 2′, a mounting seat 2.5′, a first branch pipe 12′, a second branch pipe 13′ and a cross beam support 14.4′; the body chassis 11′ of the railway hopper car is composed of a middle beam 11.1′, a bolster 11.2′, a floor 11.3′ and a side beam 11.4′, etc., and the bogie 14′ is composed of a bolster 14.1′, a wheelset 14.2′ and a side frame 14.3′, etc.; the weight sensing mechanism 2′ is installed on the left and right mounting seats 2.5′ below the middle beam 11.1′ in the body chassis 11′ on the cross beam, and is fastened with four bolts.

[0011] The above-mentioned existing railway freight car weight measuring sensor mechanism and cross beam have the following problems in use:

[0012] 1. There is a problem of inconvenient adjustment of the gap between the contact of the weighing sensor mechanism and the touch plate on the middle part of the cross beam. During maintenance, it is necessary to weld an adjustment pad of a certain thickness on the touch plate on the middle part 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.

[0013] 2. There is a problem that the adjustment process of the pads between the two ends of the cross-beam and the cross-beam supports on both sides is complicated and inefficient.

[0014] 3. If the vertical movement of the adjustment bolts on the two ends of the cross beam and the cross beam support is too small, when the vehicle passes through a large curve, the swing amplitude of the cross beam is small and it is easy to deform; if the vertical movement of the bolt is too large, the gap between the sensor valve contact and the cross beam contact plate will be less than the limit. At present, the vertical movement of the cross beam assembly bolts is measured with a steel ruler, which is very inefficient.

[0015] 4. When the vehicle is loaded with cargo, the spring at the bolster is compressed so that the contacts of the weight measuring sensor mechanism are in close contact with the cross beam contact plate. During the operation of the vehicle, the cross beam continuously swings relative to the vehicle body along with the bogie, causing the contacts of the weight measuring 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 contacts, resulting in low maintenance efficiency and high cost.

[0016] 5. The statistical analysis revealed that the cross beams had many cracks and breakage failures.

[0017] 6. The cross beam support affects the interchangeability during the maintenance of the side frame, thus affecting the maintenance efficiency and quality of the entire bogie. In addition, the cross beam has problems such as complex assembly and maintenance process, difficult quality assurance, low efficiency and high cost.

[0018] 7. Due to the limited space under the vehicle frame, when assembling and repairing the weight sensor 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.

[0019] 8. The two connected branch pipes have too many bends, the three-dimensional bends are difficult to manufacture and inspect, the process is complicated, the size is difficult to guarantee, and it is easy to get twisted, which makes installation inconvenient when connecting with the weight sensor mechanism under the vehicle in a small space. In addition, the branch pipe is too long, which increases the air propagation time in the pipe, affecting the sensitivity of the brake valve and prolonging the action time of the brake cylinder.

[0020] 9. Since the cross beam connects the two side frames and has a large span, when the heavy vehicle brakes, the contact of the weight sensor mechanism contacts the touch plate in the middle of the cross beam and generates downward pressure. Since the force-bearing structure has problems such as long lever arm, large bending moment and unfavorable force, and the deformation in the middle of the cross beam will make the suppression plate inflexible and stuck in moving up and down, resulting in the contact gap not meeting the requirements.

[0021] 10. Due to space limitations, the mounting seat of the weighing sensor mechanism 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 mounting seat has large errors in processing the bolt connection holes and assembling and welding with the center beam, it is easy to cause 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 the bolts during vehicle operation, which may cause the weighing mechanism to fall off and affect driving safety. Summary of the invention

[0022] The purpose of the present invention is to provide an automatic adjustment device for a railway vehicle braking system and a railway vehicle in view of the deficiencies in the existing technology, so as to solve the problems of the existing automatic adjustment device mentioned in the background technology, such as the weighing mechanism and the cross beam being prone to cracks and breakage, the small assembly and maintenance installation space, the long adjustment operation time, the low disassembly efficiency, the high maintenance cost and the vehicle braking performance being affected when the adjustment is not in place.

[0023] In order to achieve the above object, the present invention provides an automatic adjustment device for a railway vehicle braking system, the automatic adjustment device comprising:

[0024] A weighing mechanism seat, the weighing mechanism seat being arranged on the top of the vehicle body underframe of the railway vehicle;

[0025] A weight-measuring sensor mechanism, wherein the weight-measuring sensor mechanism is arranged on the top of the weight-measuring mechanism seat, the lower cavity of the weight-measuring sensor mechanism is communicated with the brake cylinder and the pressure-limiting valve of the brake system, and the upper cavity of the weight-measuring sensor mechanism is communicated with the pressure-reducing air cylinder;

[0026] A driven lifting component, the driven lifting component is arranged on the weighing mechanism seat and below the weighing sensor mechanism, and the lifting top end of the driven lifting component contacts with the contact of the weighing sensor mechanism;

[0027] An active lifting component, the active lifting component is arranged inside the vehicle body underframe, the lifting top and lifting bottom of the active lifting component respectively penetrate the top and bottom of the vehicle body underframe, the lifting bottom of the active lifting component is arranged relative to a position where the height of the bogie of the railway vehicle remains unchanged, and the lifting top of the active lifting component can be raised or lowered when the weight of the cargo carried on the top of the vehicle body underframe becomes heavier or lighter;

[0028] A transmission mechanism, wherein the two transmission ends of the transmission mechanism are respectively connected to the lifting top end of the active lifting component and the lifting bottom end of the driven lifting component, and the lifting top end of the driven lifting component can be raised or lowered when the lifting top end of the active lifting component is raised or lowered.

[0029] A railway vehicle comprising:

[0030] Vehicle underframe;

[0031] A bogie, the bogie being arranged at the bottom of the vehicle body underframe;

[0032] A braking system, comprising an automatic adjustment device for a railway vehicle braking system, wherein the braking system is arranged on the top of the vehicle body underframe.

[0033] The invention provides an automatic adjustment device for a railway vehicle brake system and a railway vehicle, which has the beneficial effects that a weight sensing mechanism of the automatic adjustment device is arranged on the top of a vehicle body chassis of the railway vehicle, a lifting top end of a driven lifting component contacts with a contact of the weight sensing mechanism, a lifting top end of an active lifting component can be raised or lowered when the weight of the cargo carried on the top of the vehicle body chassis becomes heavier or lighter, and a lifting top end of the driven lifting component can be raised or lowered when the lifting top end of the active lifting component is raised or lowered, so that the pressure of the brake cylinder is automatically adjusted as the weight of the vehicle changes, and stepless adjustment of the brake system is realized. The automatic adjustment device is installed on the top of the vehicle body chassis, and a cross beam and a cross beam supporting structure of the existing automatic adjustment device are eliminated (the weight sensing mechanism still adopts the existing technology), and welding operations and drilling operations under the vehicle are no longer required during maintenance operations, so the cross beam crack damage problem will not occur, and assembly, maintenance and installation are convenient, the adjustment operation time is shortened, the disassembly efficiency is high, the maintenance cost is low, and the adjustment is easier, and the vehicle braking performance will not be affected.

[0034] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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.

[0036] Figure 1 A schematic structural diagram of a conventional braking system is shown.

[0037] Figure 2 The schematic diagram of the structure of the weight sensing mechanism of the brake system in the prior art is shown.

[0038] Figure 3 Shows Figure 2 Schematic diagram of the left view structure.

[0039] Figure 4 Shows Figure 2 Schematic diagram of the structure in the AA direction.

[0040] Figure 5 The schematic diagram shows the structure of the prior art when the weight sensor mechanism is installed on the vehicle body underframe and the bogie.

[0041] Figure 6 Shows Figure 5 Schematic diagram of the left-side partial cross-sectional structure.

[0042] Figure 7A schematic structural diagram of an automatic adjustment device of a railway vehicle braking system according to an embodiment of the present invention when in an empty vehicle relief position is shown.

[0043] Figure 8 Shows Figure 7 Schematic diagram of the top view structure.

[0044] Fig. 9 Shows Figure 7 Schematic diagram of the C direction structure.

[0045] Fig.10 It is a structural schematic diagram of the present invention in a heavy vehicle relief position when the vehicle is loaded with cargo and the pillow spring of the bogie is compressed and moves downward by a distance of h1mm and then moves downward by a distance of Hmm.

[0046] Fig.11 Shows Figure 7 Schematic diagram of the structure in direction A.

[0047] Fig.12 Shows Figure 7 Schematic diagram of the B direction structure.

[0048] Fig.13 A schematic structural diagram of a first fixed pulley block of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0049] Fig.14 Shows Fig.13 Schematic diagram of the right view structure.

[0050] Fig.15 A schematic structural diagram of a driven lifting component of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0051] Fig.16 Shows Fig.15 Schematic diagram of the left view structure.

[0052] Fig.17 A schematic structural diagram of a weighing mechanism seat of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0053] Fig.18 Shows Fig.17 Schematic diagram of the top view structure.

[0054] Fig.19 Shows Fig.17 Schematic diagram of the left view structure.

[0055] Fig. 20 A schematic structural diagram of a pull rope assembly of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0056] Fig.21 A schematic structural diagram of a second fixed pulley block of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0057] Fig. 22 Shows Fig.21 Schematic diagram of the top view structure.

[0058] Fig.23 A schematic structural diagram of a third fixed pulley block of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0059] Fig.24 Shows Fig.23 Schematic diagram of the top view structure.

[0060] Fig.25 A schematic structural diagram of a fourth fixed pulley block of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0061] Fig.26 Shows Fig.25 Schematic diagram of the top view structure.

[0062] Fig. 27 A schematic structural diagram of an active lifting component of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0063] Fig.28 Shows Fig. 27 Schematic diagram of the left view structure.

[0064] Fig.29 A schematic structural diagram of a spring pad of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0065] Fig.30 A schematic structural diagram of a connecting rod of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0066] Fig.31 A schematic structural diagram of a connecting frame of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0067] Fig.32 A schematic structural diagram of a guide rod of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0068] Fig.33A schematic structural diagram of a positioning seat of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0069] Fig.34 A schematic structural diagram of a guide seat of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0070] Fig.35 A schematic structural diagram of an active second guide sleeve of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0071] Fig.36 A schematic structural diagram of an active first guide sleeve of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0072] Fig.37 A schematic structural diagram of a connecting seat of an automatic adjustment device of a railway vehicle braking system according to an embodiment of the present invention is shown.

[0073] Fig.38 Shows Fig.37 Schematic diagram of the top view structure.

[0074] Fig.39 A schematic structural diagram of a universal wheel of an automatic adjustment device for a railway vehicle braking system according to an embodiment of the present invention is shown.

[0075] Fig.40 Shows Fig.39 Schematic diagram of the left view structure.

[0076] Fig.41 A schematic structural diagram of a railway vehicle on a linear guide rail according to an embodiment of the present invention is shown.

[0077] Fig.42 A schematic diagram of the structure of a railway vehicle on a curved guide rail according to an embodiment of the present invention is shown. Figure 1 .

[0078] Fig.43 A schematic diagram of the structure of a railway vehicle on a curved guide rail according to an embodiment of the present invention is shown. Figure 2 .

[0079] Description of reference numerals:

[0080] 1', cross beam; 2', weight sensing 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', split 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 Cylinder; 9', dust collector and shut-off plug assembly; 10', train pipe; 11', car body frame; 11.1', middle beam; 11.2', bolster; 11.3', floor; 11.4', side beam; 12', first branch pipe; 13', second branch pipe; 14', bogie; 14.1', bolster; 14.2', wheelset; 14.3', side frame; 14.4', cross beam support; 15', upper side bearing; 16', lower side bearing; 17', end wall; 18', side wall.

[0081] 1. The first fixed pulley group; 1.1. The first pulley; 1.2. The first pulley side plate; 1.3. The first pulley connecting plate; 1.4. The first pulley anti-drop pin; 1.5. The first round pin; 1.6. The first washer; 1.7. The first cotter pin; 1.8. The first pull rope through hole; 2. The driven lifting component; 2.1. The rib plate; 2.2. The support plate; 2.3. The driven guide sleeve; 2.4. The action plate; 2.5. The guide column; 2.6. The driven pull rope seat; 2.7. The connecting plate; 2.8. The driven nut; 2.9. The driven washer; 2.10. The driven cotter pin; 3. The weighing sensor mechanism; 4. The weighing mechanism seat; 4.1. The upper weighing seat plate; 4.2. The weighing vertical plate; 4.3. The lower weighing seat plate; 4.4. The fourth pull rope through hole; 4.5. semicircular arc opening; 4.6, weighing mechanism mounting hole; 5, pull rope composition; 5.1, sleeve ring; 5.2, pull rope; 6, second fixed pulley block; 6.1, second pulley seat plate; 6.2, second pulley anti-slip ring; 6.3, second pulley anti-slip pin; 6.4, second pulley connecting plate; 6.5, second pulley; 6.6, second round pin; 6.7, second washer; 6.8, second cotter pin; 7, third fixed pulley block; 7.1, third pulley seat plate; 7.2, third pulley anti-slip ring; 7.3, third anti-slip pin; 7.4, third pulley connecting plate; 7.5, third pulley; 7.6, third pulley terminal plate; 7.7, third round pin; 7.8, third washer; 7.9 third cotter pin; 8, fourth fixed pulley block; 8.1, fourth pulley 8.2, side plate of the fourth pulley; 8.3, horizontal plate of the fourth pulley; 8.4, vertical plate of the fourth pulley; 8.5, through hole of the second pull rope; 8.6, through hole of the third pull rope; 8.7, fourth pulley; 8.8, anti-drop pin of the fourth pulley; 8.9, fourth round pin; 8.10, fourth washer; 8.11 fourth cotter pin; 9, active lifting component; 9.1, fifth round pin; 9.2, nylon pad; 9.3, fifth cotter pin; 9.4, adjustment pad; 9.5, spring seat pad; 9.5.1, round pad; 9.5.2, spring installation countersunk hole; 9.5.3, guide rod through hole; 9.6, compression spring; 9.7, sixth cotter pin; 9.8, connecting rod; 9.8.1, round tube structure; 9.8.2, seventh cotter pin connection hole; 9.8.3, center through hole; 9.8.4, sixth cotter pin connection hole; 9.9, seventh cotter pin; 9.10, connecting frame; 9.11, upper seat plate; 9.12, connecting frame vertical plate; 9.13, lower seat plate; 9.14, lower connecting end; 9.15, seventh cotter pin installation hole; 9.16, eyebolt; 9.17, positioning nut; 9.18, elastic washer; 9.19, self-locking nut; 9.20, guide rod; 9.21, long screw rod; 9.22, rod body; 9.23, short screw rod; 9.24, installation nut; 9.25, elastic washer; 9.26, guide flat washer; 9.27, positioning nut; 9.28, locking nut; 9.30, positioning seat; 9.31, guide seat; 9.31.1. Positioning seat plate; 9.31.2. Side guide sleeve mounting hole; 9.31.3. Middle guide sleeve mounting hole; 9.32. Active second guide sleeve; 9.33. Active first guide sleeve; 9.40. Connecting seat; 9.41. Connecting round tube; 9.42. Connecting seat plate; 9.43. Connecting disc; 9.44. Fifth round pin mounting hole; 9.45. Universal wheel mounting countersunk hole; 9.46. Guide rod mounting hole; 9.47. Fifth cotter pin mounting hole hole; 9.48, sixth cotter pin mounting hole; 9.49, tube cavity through hole; 9.50, universal wheel; 9.51, base; 9.52, support seat; 9.53, pulley; 9.54, sixth round pin; 9.55, sixth washer; 9.56, universal cotter pin; 9.57, flat washer; 9.58, fifth round pin mounting hole; 10, fixing bolt; 11, fixing nut; 12, fixing washer; 13, first branch pipe; 14, second branch pipe. . DETAILED DESCRIPTION

[0082] 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.

[0083] like Figure 7-Figure 10 As shown, the present invention provides an automatic adjustment device for a railway vehicle braking system, the automatic adjustment device comprising:

[0084] A weighing mechanism seat 4, which is arranged on the top of the vehicle body underframe 11' of the railway vehicle;

[0085] The weighing sensor mechanism 3 is arranged on the top of the weighing mechanism seat 4, the lower cavity of the weighing sensor mechanism 3 is connected with the brake cylinder 5' and the pressure limiting valve 4' of the brake system, and the upper cavity of the weighing sensor mechanism 3 is connected with the pressure reducing air cylinder 3';

[0086] The driven lifting component 2 is arranged on the weighing mechanism seat 4 and below the weighing sensor mechanism 4, and the lifting top of the driven lifting component 2 contacts the contact of the weighing sensor mechanism 3;

[0087] An active lifting component 9, which is arranged inside the vehicle body underframe 11', wherein the lifting top and lifting bottom of the active lifting component 9 respectively penetrate the top and bottom of the vehicle body underframe 11', and the lifting bottom of the active lifting component 9 is arranged relative to a position where the height of the bogie 14' of the railway vehicle remains unchanged, and the lifting top of the active lifting component 9 can be raised or lowered when the weight of the cargo carried on the top of the vehicle body underframe 11' becomes heavier or lighter;

[0088] The transmission mechanism has two transmission ends which are respectively connected to the lifting top end of the active lifting component 9 and the lifting bottom end of the driven lifting component 2. The lifting top end of the driven lifting component 2 can be raised or lowered when the lifting top end of the active lifting component 9 is raised or lowered.

[0089] Specifically, the invention aims to solve the problems that the gap between the contact of the existing vehicle mounted weight sensor mechanism and the touch plate on the middle part of the cross beam is inconvenient to adjust, the operation time is long, the production and maintenance costs are high, the labor intensity is high and the adjustment efficiency is low; the existing touch plate is welded with an adjustment pad of a certain thickness to ensure that the adjustment requirement of the gap between the contact and the touch plate is met by the adjustment amount of the contact itself, but if the welding quality is not high, the service life of the cross beam will be reduced, and the maintenance environment will be polluted, the efficiency is low and the cost is high when the electric welding is used; the existing vehicle cross beam between the two ends and the cross beam support has a complicated adjustment process and the adjustment efficiency is low. The invention solves the problem of low efficiency; solves the problem that the vertical movement amount of the adjustment bolts on the two ends of the existing cross beam and the cross beam support on the side frame needs to be repeatedly confirmed. The scale of the steel ruler is very inefficient. If the movement amount exceeds the limit, it will affect the braking performance and cause driving safety problems; solves the problem that the cross beam is prone to cracks and breakage during the operation of the existing vehicle, causing driving safety problems; solves the problem that due to the small space under the vehicle body chassis, the operator needs to drill in and out of the ditch under the vehicle for many times or repeatedly raise the vehicle during assembly and maintenance operations, resulting in low assembly and maintenance efficiency. The invention provides an automatic braking system for railway vehicles Adjustment device and railway vehicle, the weight sensing mechanism 3, pressure reducing air cylinder 3', pressure limiting valve 4', brake cylinder 5', auxiliary air cylinder 6', 120 valve 7', acceleration relief air cylinder 8', dust collector and cut-off plug door combination 9', train pipe 10' and corresponding connecting pipelines of the automatic adjustment device still adopt the existing technology of railway vehicles, the weight sensing mechanism of the automatic adjustment device is arranged on the top of the body underframe 11' of the railway vehicle, the lifting top end of the driven lifting component 2 contacts with the contact of the weight sensing mechanism 3, and the lifting top end of the active lifting component 9 can be carried on the top of the body underframe 11'. Or it becomes lighter, the lifting top of the driven lifting component 2 can rise or fall when the lifting top of the active lifting component 9 rises or falls, ensuring that the pressure of the brake cylinder 5' is automatically adjusted as the vehicle weight changes, thereby realizing stepless adjustment of the braking system. The automatic adjusting device is installed on the top of the vehicle body frame 11', and the cross beam and cross beam supporting structure of the existing automatic adjusting device are eliminated. During maintenance operations, there is no need to perform welding operations and drilling operations under the vehicle, so there will be no problem of cross beam cracks and breakages. The assembly, maintenance and installation are convenient, the adjustment operation time is shortened, the maintenance cost is low, and the adjustment is easier.

[0090] like Fig.10 As shown, preferably, the transmission mechanism includes:

[0091] A first fixed pulley block 1 and a second fixed pulley block 6, wherein the first fixed pulley block 1 is arranged on one side of the driven lifting component 2, and the second fixed pulley block 6 is arranged on one side of the first fixed pulley block 6, and the rotation center line of the first fixed pulley block 1 is parallel to the longitudinal center line of the vehicle body underframe 11', and the rotation center line of the second fixed pulley block 6 is perpendicular to the vehicle body underframe 11';

[0092] The third fixed pulley block 7 and the fourth fixed pulley block 8, the fourth pulley block 8 is arranged on one side of the active lifting assembly 9, the third fixed pulley block 7 is arranged on one side of the fourth fixed pulley block 8, the rotation center line of the fourth fixed pulley block 8 is parallel to the longitudinal center line of the vehicle body underframe 11', and the rotation center line of the third fixed pulley block 7 is perpendicular to the vehicle body underframe 11';

[0093] The pull rope assembly 5 has two ends respectively connected to the lifting top end of the active lifting assembly 9 and the lifting bottom end of the driven lifting assembly 2, and the pull rope assembly 5 passes around the first fixed pulley assembly 1, the second fixed pulley assembly 6, the third fixed pulley assembly 7 and the fourth fixed pulley assembly 8 in sequence.

[0094] like Figure 7-Figure 10 , Figure 15-Figure 20 , Fig. 27 and Fig.28 As shown, preferably, a cavity is provided inside the weighing mechanism seat 4, and the contact of the weighing sensor mechanism 3 passes through the top of the weighing mechanism seat 4, and the driven lifting component 2 includes:

[0095] A support plate 2.2, on which two driven mounting holes are arranged at intervals, and two ends of the support plate 2.2 are respectively connected to two sides of the interior of the cavity;

[0096] Two rib plates 2.1, the two rib plates 2.1 are respectively connected to the two sides of the bottom of the support plate 2.2, and the ends of the two rib plates 2.1 that are away from each other are respectively connected to the two sides of the inside of the cavity;

[0097] Two driven guide sleeves 2.3, the two driven guide sleeves 2.3 are respectively connected to the two driven mounting holes;

[0098] Two guide pillars 2.5, the two guide pillars 2.5 are respectively slidably connected in the two driven guide sleeves 2.3;

[0099] An action plate 2.4, which is connected to the top ends of the two guide pillars 2.5, and is the lifting top end of the driven lifting component 2;

[0100] A connecting plate 2.7, which is connected to the bottom ends of the two guide pillars 2.5, and is the lifting bottom end of the driven lifting component 2;

[0101] The driven pull rope seat 2.6 is connected to the top of the connecting plate 2.7.

[0102] Specifically, the driven lifting component 2 is installed between the middle parts of the two weighing vertical plates of the weighing mechanism seat through a supporting plate 2.2 and two rib plates 2.1, and is mainly composed of a supporting plate 2.2, two rib plates 2.1, two driven guide sleeves 2.3, an action plate 2.4, two guide pillars 2.5, a driven rope seat 2.6, a connecting plate 2.7, four driven nuts 2.8, four driven washers 2.9 and four driven cotter pins 2.10; the action plate and the connecting plate are made of thick rectangular steel plates, and guide pillar connecting round through holes are symmetrically arranged at both ends; the supporting plate is a rectangular steel plate with a certain thickness, which has the function of fixing and supporting, and two driven guide sleeve connecting holes are symmetrically arranged in its length direction for easy connection with the driven guide sleeve, and the driven guide sleeve has the function of guiding the guide pillar, so that the guide pillar can move along its inner cavity It moves up and down, and two symmetrical driven guide sleeves and guide pillars are set to prevent the action plate and connecting plate connected up and down from making horizontal rotational movement, so that the action plate and connecting plate can only move up and down; the driven pull rope seat is set in the middle of the plane on the connecting plate, which is used to connect the pull rope assembly; the middle of the guide pillar is set as a cylinder with a large diameter, and the two ends are set as stepped threaded connection structures with a small diameter, and the threaded ends are provided with cotter pin holes. After the two guide pillars are inserted into the guide sleeves respectively, the upper and lower ends are respectively assembled with the action plate and the connecting plate, and finally four second nuts, four driven washers and four driven cotter pins are used to fasten the connection; the action plate mainly plays the role of transmitting the force and displacement of the active lifting assembly to the contact under the suppression disk through the pull rope assembly. After proper assembly and adjustment, a certain gap is left between the action plate and the support plate.

[0103] like Fig.11 and Fig.12 As shown, preferably, the active lifting component includes:

[0104] A positioning seat 9.30, the positioning seat 9.30 is welded to the top of the floor 11.3' at one end of the vehicle body chassis 11', one side of the positioning seat 9.30 is provided with an active first mounting hole, and the positioning seat 9.30 is provided with active second mounting holes on both sides of the first mounting hole;

[0105] An active first guide sleeve 9.33 and two active second guide sleeves 9.32, the active first guide sleeve 9.33 is connected in the active first mounting hole, and the two active second guide sleeves 9.32 are respectively connected in the two second mounting holes, and the active first guide sleeve 9.33 and the two active second guide sleeves 9.32 all pass through the top of the vehicle body underframe 11';

[0106] A connecting rod 9.8, the connecting rod 9.8 is slidably connected in the active first guide sleeve 9.33;

[0107] Two guide rods 9.20, the two guide rods 9.20 are respectively slidably connected in two active second guide sleeves 9.32;

[0108] A connecting seat 9.40, the connecting seat 9.40 is connected to the bottom end of the connecting rod 9.8 and the bottom ends of the two guide rods 9.20;

[0109] Two compression springs 9.6, the two compression springs 9.6 are respectively sleeved on the two guide rods 9.20, and the two ends of the compression spring 9.6 are respectively attached to the bottom end of the active second guide sleeve 9.32 and the top of the connecting seat 9.40;

[0110] A connecting frame 9.10, the connecting frame 9.10 is connected to the top of the connecting rod 9.8, the connecting frame 9.10 is the lifting top of the active lifting component 9, and an active pull rope seat is provided on the top of the connecting frame 9.10;

[0111] Universal wheel 9.50, universal wheel 9.50 is connected to the bottom of connecting seat 9.40, universal wheel 9.50 is the lifting bottom end of active lifting component 9, and universal wheel 9.50 can roll on the top of side frame 14.3' on one side of bogie 14'.

[0112] Specifically, Figure 7-Figure 10 , Fig. 27 and Fig.28 As shown, the active lifting component 9 is installed on the floor 11.3' of the upper plane of the side frame 14.3' of the bogie 14' corresponding to the center line of the upper plane of the bolster 11.2' directly above, and mainly senses and transmits the vertical movement displacement and force of the vehicle body relative to the upper plane of the side frame 14.3' on the bogie 14' when the vehicle has different loads (because the height of the side frame relative to the rail surface remains unchanged when the vehicle has different loads), and finally transmits the displacement and force to the The weighing sensor mechanism 3 is composed of a connecting frame 9.10, a positioning seat 9.30, a connecting seat 9.40, a universal wheel 9.50 and a nylon pad 9.2 connected to the upper part of the universal wheel, a fifth round pin 9.1 and a fifth cotter pin 9.3, two symmetrically arranged guide rods 9.20 and a compression spring 9.6 connected to the guide rods, a spring seat pad 9.5 and an adjustment pad 9.4, a connecting rod 9.8 and a sixth cotter pin 9.7 and a seventh cotter pin 9.9 connected to the connecting rod 9.8.

[0113] like Fig. 27 , Fig.28 and Fig.31As shown, the connecting frame 9.10 is composed of two symmetrically arranged connecting frame uprights 9.12, a lower seat plate 9.13, a lower connecting end 9.14, an upper seat plate 9.11 and an eye bolt 9.16 connected to the middle of the upper seat plate, a positioning nut 9.17, an elastic washer 9.18 and a self-locking nut 9.19, which mainly play the role of connecting the pull rope, supporting and transmitting the pull rope force and displacement; the two symmetrically arranged connecting frame uprights 9.12 are respectively welded to the upper seat plate and the lower seat plate to form a rectangular structure; the upper seat plate 9.11 is made of a rectangular steel plate, and an eye bolt connection through hole is arranged in the center thereof for easy assembly of the eye bolt; the lower connecting end 9.14 adopts a round steel pipe structure with high outer diameter accuracy and is welded to the center of the lower plane of the lower seat plate, and a plurality of seventh cotter pin mounting holes 9.15 are arranged horizontally at the lower part thereof, so that its lower end is inserted into the upper inner cavity of the connecting rod 9.8 and connected by the seventh cotter pin 9.9.

[0114] like Fig. 27 , Fig.28 and Figure 33-Figure 36 As shown, the positioning seat 9.30 mainly plays the role of supporting, guiding and connecting, and is composed of a positioning guide seat 9.31, two symmetrically arranged active second guide sleeves 9.32 and an intermediate active first guide sleeve 9.33. The positioning seat plate 9.31.1 of the positioning guide seat 9.31 is a rectangular structure made of thick steel plate. The left part of its longitudinal center line is used to assemble the fourth fixed pulley block, and the right part of its longitudinal center is provided with an intermediate guide sleeve mounting hole 9.31.3, and side guides are symmetrically arranged on both sides of the hole. The guide sleeve mounting holes 9.31.2 are used to assemble the active first guide sleeve and the active second guide sleeve respectively; the second guide sleeve 9.32 is a steel tube structure with relatively high inner cavity accuracy, and is composed of a sleeve body 9.32.1, a guide through hole 9.32.2, and a spring seat countersunk hole 9.32.3. The spring seat countersunk hole 9.32.3 is arranged at the lower part of the active second guide sleeve for installing a compression spring 9.6, and has a certain depth, and its inner diameter is larger than the inner diameter of the guide through hole; the active first guide sleeve 9.33 is a steel tube structure with relatively high inner cavity accuracy.

[0115] like Fig. 27 , Fig.28 , Fig.37 and Fig.38As shown, the connecting seat 9.40 is composed of a connecting circular tube 9.41, a connecting seat plate 9.42 and a connecting disc 9.43; the connecting circular tube 9.41 is a circular tube structure with a tube cavity through hole 9.49 with high outer diameter accuracy, which is arranged at the center of the plane on the connecting seat plate, and a plurality of sixth cotter pin mounting holes 9.48 are symmetrically arranged on its upper part, and a fifth cotter pin mounting hole 9.47 is symmetrically arranged on its lower part; the connecting seat plate 9.42 is a rectangular structure processed from a thick steel plate, and a fifth circular pin mounting hole 9.44 is arranged in the center, and a guide rod mounting hole 9.46 is symmetrically arranged on both sides of its longitudinal center; the connecting disc 9.43 is an annular structure with a certain thickness, inner diameter and outer diameter, which is connected to the center of the lower plane of the connecting seat plate, and its inner cavity is a universal wheel mounting countersunk hole 9.45.

[0116] like Fig. 27 , Fig.28 Fig.39 and Fig.40 As shown, the universal wheel 9.50 is mainly composed of a base 9.51, a support seat 9.52, a pulley 9.53, a sixth round pin 9.54, a sixth washer 9.55, a universal cotter pin 9.56 and a flat washer 9.57. The base 9.51 is a disc structure with a fifth round pin mounting hole 9.58 in the center; the support seat 9.51 is a U-shaped structure with a fifth round pin mounting hole 9.58 on the top and a sixth round pin 9.54 mounting hole on the lower side; the pulley 9.53 is made of wear-resistant material, and a sixth round pin 9.54 mounting hole is set in the center. The sixth round pin is used to install it on the support seat and it can rotate flexibly; the thickness of the flat washer 9.57 can be adjusted and installed between the pulley and the support The sixth round pin between the seats plays the role of adjusting the gap between the pulley and the support seat and reducing the friction resistance by reducing the contact area; the nylon pad 9.2 with the fifth round pin passing through the process hole is laid on the upper part of the universal wheel, and then inserted from the bottom into the inner cavity of the disc set at the lower part of the connecting seat 9.40, and the fifth round pin 9.1 is used to penetrate from the bottom of the fifth round pin installation hole 9.58 on the top of the universal wheel to the top and pass through the fifth round pin installation hole 9.44 set at the center of the seat plate of the connecting seat above it, and then the fifth round pin is rotated and adjusted to align its cotter pin hole with the fifth cotter pin installation hole set at the lower part of the connecting round tube of the connecting seat, and then the fifth cotter pin 9.3 is used to connect and split at a certain angle.

[0117] like Fig. 27 , Fig.28 , Fig.32 , Fig.33 and Fig.35As shown, the guide rod 9.20 mainly plays the role of guiding, providing restoring force and restoring the initial position, and is composed of a long screw rod 9.21, a rod body 9.22, a short screw rod 9.23, a mounting nut 9.24, an elastic washer 9.25, a guide flat washer 9.26, a positioning nut 9.27 and a locking nut 9.28. When assembling, the long screw rods 9.21 of the two symmetrically arranged guide rods 9.20 are respectively passed upward through the side guide sleeves of the positioning seat 9.30, and then the positioning nut 9.27, the guide flat washer 9.26, the mounting nut 9.24 and the locking nut 9.28 are screwed in sequence, and then the compression spring 9.6, the spring seat 9.5 and the adjustment washer are respectively inserted. 9.4 is inserted from the lower part of the guide rod onto its rod body 9.22, and then the disc 9.43 of the connecting seat 9.40 is facing downward, so that the guide rod mounting holes 9.46 on both sides of the connecting seat are respectively inserted into the short screw 9.23, and then the guide flat washer 9.26, elastic washer 9.25 and mounting nut 9.24 are assembled in sequence, wherein the outer diameter of the flat washer 9.26 is larger than the inner diameter of the adjacent mounting hole, the thickness of the adjustment pad 9.4 is adjustable, and a guide rod through hole is set at its center, and the upper and lower ends of the compression spring 9.6 are respectively inserted into the spring seat countersunk hole 9.32.3 of the active second guide sleeve 9.32 and the spring mounting countersunk hole 9.5.2 above the spring seat pad 9.5.

[0118] like Figure 27-Figure 29 As shown, the spring seat cushion 9.5 is composed of a round pad 9.5.1, a spring mounting countersunk hole 9.5.2 and a guide rod through hole 9.5.3.

[0119] like Fig. 27 , Fig.28 , Fig.30 , Fig.31 , Fig.37 and Fig.38 As shown, the connecting rod 9.8 is made of round steel or round tube and processed into a round tube structure 9.8.1 with a certain wall thickness and a central through hole 9.8.3, whose outer diameter is clearance matched with the inner diameter of the middle active first guide sleeve of the positioning seat 9.30, and whose inner diameter is clearance matched with the outer diameter of the lower connecting end 9.14 of the connecting frame 9.10 and the outer diameter of the connecting round tube 9.41 of the universal wheel 9.50. In order to facilitate the adjustment of the vertical distance between the connecting frame and the universal wheel, a plurality of sixth cotter pin connecting holes 9.8.4 and seventh cotter pin connecting holes 9.8.2 are respectively arranged above and below, so as to facilitate the connection between the components by using the sixth cotter pin 9.7 and the seventh cotter pin 9.9 respectively.

[0120] When the vehicle is in an empty state, after the active lifting component is assembled, the distance between the lowest point of the pulley installed at the bottom and the upper plane of the side frame is the same as the distance between the existing vehicle weight measuring sensor mechanism and the touch plate set in the middle of the cross beam, both of which are h1; when the vehicle is loaded with goods, the pulley set at the bottom of the universal wheel can rotate or slide relative to the upper plane of the side frame of the corresponding bogie, which can reduce friction resistance, improve the force of each rod of the active rod component and avoid deformation, and the active lifting component is located directly above the center line of the upper plane of the side frame, so that when the vehicle is loaded with goods, the pulley is always in contact with the upper plane at the center of the side frame at that location regardless of whether it is running on a straight or curved track, and can rotate relative to the upper plane of the side frame at that location and slide along the longitudinal and transverse directions of the side frame. For example, when the vehicle loaded with goods passes a curve, the pulley set at the bottom of the universal wheel and the upper plane of the side frame can be avoided from generating relative longitudinal and transverse sliding friction.

[0121] like Fig.13 and Fig.14 As shown, Figure 7-Figure 10 and Figure 13-Figure 20 As shown, preferably, the first fixed pulley block 1 comprises:

[0122] Two first pulley side plates 1.2, the two first pulley side plates 1.2 are arranged at intervals, a circular arc plate is protruded on one side of the top end of the first pulley side plate 1.2, the bottom end of the first pulley side plate 1.2 is connected to the bottom of the weighing mechanism seat 4, the circular arc plate faces the driven lifting component 2, and is arranged above the lifting bottom end of the driven lifting component 2;

[0123] A first pulley connecting plate 1.3, both sides of which are connected to opposite surfaces of the two first pulley side plates 1.2, and a first pull rope through hole 1.8 is provided on the first pulley connecting plate 1.3;

[0124] A first pulley 1.1, the first pulley 1.1 is rotatably connected between the two arc plates;

[0125] The first pulley anti-dropout pin 1.4 is connected to the edges of the two arc plates, and the edge gap between the first pulley anti-dropout pin 1.4 and the first pulley 1.1 is smaller than the diameter of the pull rope assembly 5.

[0126] Specifically, the first fixed pulley group 1 is assembled in the middle of the upper plane of the lower weighing seat plate 4.3 of the weighing mechanism seat 4, so that the pull rope on its left side is vertically located directly above the driven pull rope seat 2.6 of the driven lifting composition, and mainly plays a role in positioning and guiding the pull rope composition 5. It is mainly composed of a first pulley 1.1, two symmetrically assembled first pulley side plates 1.2, a first pulley connecting plate 1.3, a first pulley anti-drop pin 1.4, a first round pin 1.5, a first washer 1.6 and a first cotter pin 1.7; the two first pulley side plates 1.2 are symmetrically arranged and connected by the first pulley connecting plate, and have a certain width to facilitate the assembly of the first pulley. The first pulley side plate 1.2 is made of L-shaped steel plate and has a certain height. For installing the first pulley, an arc plate structure is set on the left side above the first pulley side plate 1.2, a first round pin mounting hole is set in the center of the arc plate, and a first anti-slip pin mounting hole is set at the leftmost part of the arc plate close to the edge of the first pulley; the first anti-slip pin can be replaced by a cotter pin, which is installed on the first anti-slip pin mounting hole set on the two first pulley side plates, and the gap between it and the edge of the first pulley is smaller than the rope diameter of the rope group 5, which mainly prevents the rope from slipping out of the first pulley; the width of the first pulley connecting plate 1.3 is greater than the thickness of the first pulley, and it mainly connects, strengthens and positions the two first pulley side plates, and a first rope through hole 1.8 for the rope passing horizontally above the first pulley is set above it.

[0127] like Figure 7-Figure 10 and Figure 17-Figure 22 As shown, preferably, the second fixed pulley set 6 includes:

[0128] Two second pulley seat plates 6.1, the two second pulley seat plates 6.1 are arranged at intervals up and down, and one end of the two second pulley seat plates 6.1 is connected to one side of the weighing mechanism seat 4;

[0129] A second pulley connecting plate 6.4, which is connected to the other ends of the two second pulley seat plates 6.1;

[0130] A second pulley 6.5, the second pulley 6.5 is rotatably connected between the two second pulley seat plates 6.1;

[0131] Two second pulley anti-slip rings 6.2, the two second pulley anti-slip rings 6.2 are connected to the opposite surfaces of the two second pulley seat plates 6.1, and the second pulley 6.5 is arranged on the inner side of the second pulley anti-slip rings 6.2;

[0132] Two second pulley anti-slip pins 6.3, two ends of one second pulley anti-slip pin 6.3 are respectively connected to one end of the two second pulley anti-slip rings 6.2, and two ends of the other second pulley anti-slip pin 6.3 are respectively connected to the middle position of the two second pulley anti-slip rings 6.2, and the edge gap between the second pulley anti-slip pin 6.3 and the second pulley 6.5 is smaller than the diameter of the pull rope.

[0133] Specifically, the second fixed pulley assembly 6 is welded to the outer side of the web of the weighing mechanism seat 4 so that the pull rope on the left side can change its direction through it, which mainly plays the role of positioning and guiding the pull rope assembly 5. It is mainly composed of a second pulley 6.5, two symmetrically assembled second pulley seat plates 6.1, a second pulley connecting plate 6.4 on the right side, two second pulley anti-slip rings 6.2 arranged on the inner side of the second pulley seat plate 6.1, two second pulley anti-slip pins 6.3, a second round pin 6.6, a second washer 6.7 and a second cotter pin 6.8; the two second pulley seat plates are symmetrically arranged with the left ends welded to the weighing mechanism seat, and the right ends are welded with the second pulley connecting plate, which has a certain width for assembling the second pulley. The second pulley seat plate is processed from a steel plate into a rectangular structure. In order to facilitate the installation of the second pulley, a second round pin mounting hole is arranged at its center. Two second anti-slip pin mounting holes are arranged at the front and right part of the pulley seat plate near the edge of the second pulley; the second anti-slip pin can be replaced by a cotter pin, which is installed on the second anti-slip pin mounting holes arranged correspondingly to the upper and lower second pulley seat plates and the anti-slip ring. The gap between the second anti-slip pin and the edge of the second pulley is smaller than the diameter of the pull rope, which mainly plays the role of preventing the pull rope from falling off the second pulley; the width of the second pulley connecting plate is larger than the thickness of the second pulley, which mainly plays the role of connecting, strengthening and positioning the two second pulley seat plates; the second pulley anti-slip ring adopts an incomplete circular ring structure, which mainly plays the role of preventing the pull rope from falling off and making the pull rope in the center of the second pulley. The second pulley anti-slip ring is welded to the inner side of the second pulley seat plate with the closed end facing the front. The distance between the second pulley anti-slip ring and the edge of the second pulley is smaller than the diameter of the pull rope, and the second pulley anti-slip ring is correspondingly provided with a second anti-slip pin passing process hole.

[0134] like Figure 7-Figure 10 and Figure 23-Figure 26 As shown, preferably, the third fixed pulley group 7 includes:

[0135] Two third pulley seat plates 7.1, the two third pulley seat plates 7.1 are arranged at intervals in the upper and lower parts, and one end of some third pulley seat plates 7.1 extends out with an end plate;

[0136] A third pulley connecting plate 7.4 and a third pulley terminating plate 7.6, wherein the third pulley connecting plate 7.4 is connected to the other ends of the two third pulley seat plates 7.1, the third pulley terminating plate 7.6 is connected to one end of the two third pulley seat plates 7.1, and the third pulley terminating plate 7.6 is connected to one side of the fourth fixed pulley block 8;

[0137] A third pulley 7.5, the third pulley 7.5 is rotatably connected between the two third pulley seat plates 7.1;

[0138] Two third pulley anti-slip rings 7.2, the two third pulley anti-slip rings 7.2 are connected to the opposite surfaces of the two third pulley seat plates 7.1, and the third pulley 7.5 is arranged on the inner side of the third pulley anti-slip rings 7.2;

[0139] Two third pulley anti-slip pins 7.3, two ends of one third pulley anti-slip pin 7.3 are respectively connected to one end of the two third pulley anti-slip rings 7.2, and two ends of the other third pulley anti-slip pin 7.3 are respectively connected to the middle position of the two third pulley anti-slip rings 7.2, and the edge gap between the third pulley anti-slip pin 7.3 and the third pulley 7.5 is smaller than the diameter of the pull rope assembly 5.

[0140] Specifically, the third fixed pulley group 7 is welded to the left side of the fourth fixed pulley group 8 so that the pull rope on the left side changes direction through it, which mainly plays a role in positioning and guiding the pull rope group 5, and is mainly composed of a third pulley 7.5, two third pulley seat plates 7.1 symmetrically assembled up and down, a third pulley connecting plate 7.4 on the left, a third pulley terminal plate 7.6 on the right, two third pulley anti-slip rings 7.2 arranged on the inner side of the third pulley seat plate, two third pulley anti-slip pins 7.3, a third round pin 7.7, a third washer 7.8 and a third cotter pin 7.9; the two third pulley seat plates are symmetrically arranged up and down, and the right end thereof is welded with the third pulley terminal plate and then welded with the fourth fixed pulley group, and the left end is welded with the third pulley connecting plate, which has a certain width for assembling the third pulley, and the third pulley seat plate is processed from a steel plate into an L-shaped structure. In order to facilitate the installation of the third pulley, a third round pin mounting hole is arranged at its center. The third pulley anti-slip ring is welded on the inner side of the third pulley seat plate, and the closed end faces the rear, and the distance between the third pulley anti-slip ring and the edge of the three pulleys is less than the diameter of the pull rope, and the third pulley anti-slip ring is correspondingly provided with a third anti-slip pin through the process hole.

[0141] like Figure 7-Figure 10 , Figure 25-28 As shown, preferably, the fourth fixed pulley group 8 includes:

[0142] Two fourth pulley side plates 8.2, the two fourth pulley side plates 8.2 are arranged at intervals, the fourth pulley side plates 8.2 are L-shaped, the bottom end of the fourth pulley side plates 8.2 is connected to one side of the active lifting component 9, and one end of the fourth pulley side plates 8.2 faces the active lifting component 9;

[0143] A fourth pulley vertical plate 8.4, both sides of which are respectively connected to the vertical surfaces opposite to the two fourth pulley side plates 8.2, and a second pull rope through hole 8.5 is provided on the fourth pulley vertical plate 8.4;

[0144] A fourth pulley vertical plate 8.1, both sides of which are respectively connected to the opposite transverse surfaces of the two fourth pulley side plates 8.2, and a third pull rope through hole 8.6 is provided on the fourth pulley vertical plate 8.1;

[0145] The fourth pulley transverse plate 8.3, both sides of which are respectively connected to the opposite transverse surfaces of the two fourth pulley side plates 8.2, and both ends of which are respectively connected to the fourth pulley vertical plate 8.4 and the fourth pulley vertical plate 8.1.

[0146] A fourth pulley 8.7, the fourth pulley 8.7 is rotatably connected between one ends of the two fourth pulley side plates 8.2;

[0147] The fourth pulley anti-drop pin 8.8 is connected to one end edge of the two fourth pulley side plates 8.2, and the edge gap between the fourth pulley anti-drop pin 8.8 and the fourth pulley 8.7 is smaller than the diameter of the pull rope.

[0148] Specifically, the fourth fixed pulley group 8 is assembled on the left end of the longitudinal center of the plane of the positioning seat 9.30 of the active lifting component 9, so that the pull rope connected from the connecting frame 9.10 on its right side is vertically located on the right side of its fourth pulley and changes to the horizontal direction from directly below the fourth pulley, which mainly plays the role of positioning and guiding the pull rope component 5, and is mainly composed of the fourth pulley 8.7, two symmetrically assembled fourth pulley side plates 8.2, the fourth pulley vertical plate 8.4, the fourth pulley vertical plate 8.1, the fourth pulley horizontal plate 8.3, the fourth pulley anti-drop pin 8.8, the fourth round pin 8.9, the fourth washer 8.10 and the fourth cotter pin 8.11; the two fourth pulley side plates 8.2 are symmetrically arranged and have a certain width to facilitate the assembly of the fourth pulley. The fourth pulley side plates are made of L-shaped steel plates. It has a certain height. To facilitate the installation of the fourth pulley, the right side raised part above the fourth pulley side plate is arranged as an arc structure, a fourth round pin mounting hole is arranged in the center of the arc, and a fourth anti-slip pin mounting hole is arranged at the edge of the pulley on the far right of the arc; the fourth anti-slip pin can be replaced by a cotter pin, which is installed on the corresponding fourth anti-slip pin mounting hole arranged on the two fourth pulley side plates, and the gap between it and the edge of the fourth pulley is smaller than the diameter of the pull rope, and mainly plays the role of preventing the pull rope from falling off the fourth pulley; the width of each connecting plate is equal and greater than the thickness of the fourth pulley, and mainly plays the role of connecting, strengthening and positioning the two fourth pulley side plates, and the fourth pulley vertical plate and the lower center of the fourth pulley vertical plate are respectively arranged with a second pull rope through hole 8.5 and a third pull rope through hole 8.6 for the pull rope to pass horizontally through the coaxial line.

[0149] like Figure 1-Figure 4 , Figure 7-Figure 10and Figure 17-Figure 19 As shown, preferably, the weighing mechanism seat 4 includes:

[0150] Two weight measuring plates 4.2, the two weight measuring plates 4.2 are arranged at intervals;

[0151] The web is connected to one end of the two weight measuring plates 4.2, a cavity is formed between the two weight measuring plates 4.2 and the web, and a fourth pull rope through hole 4.4 is provided on the web.

[0152] The upper weighing seat plate 4.1 is connected with the two weighing upright plates 4.2 and the top of the web. The upper weighing seat plate 4.1 is provided with a semicircular opening 4.5, and the semicircular opening 4.5 is used for passing a weighing sensor mechanism.

[0153] The lower weighing seat plate 4.3 is connected with the two weighing upright plates 4.2 and the bottom of the web.

[0154] Specifically, the weighing mechanism seat 4 is a semi-enclosed structure formed by bending and welding steel plates, and mainly plays the role of supporting and fixing the weighing sensor mechanism 4. The upper weighing seat plate is a rectangular steel plate welded on the upper part of the weighing vertical plate. In order to facilitate the installation and passage of the weighing sensor mechanism, a semicircular arc opening 4.5 for installing the weighing mechanism is provided at the horizontal center of the left side of the upper weighing seat plate, and four first bolt mounting holes 4.6 are symmetrically arranged horizontally on both sides of the semicircular arc opening 4.5, so as to facilitate its connection with the weighing sensor mechanism 4 by using fixing bolts 10, fixing nuts 11 and fixing washers 12; the weighing vertical plate 4.2 is a U-shaped structure, and a fourth rope through hole 4.4 for the rope to pass through is provided on the center line near the middle of the web; the lower weighing seat plate 4.3 is connected to the bottom of the weighing vertical plate.

[0155] The weighing sensor mechanism 3 is connected to the weighing mechanism seat 4 by means of fixing bolts 10, fixing nuts 11 and fixing washers 12; one end of the first branch pipe 13 is connected to the pipe cavity below the weighing sensor mechanism by means of a flange, and the other end thereof is connected to the tee connecting the brake cylinder 5' and the pressure limiting valve 4' by means of a flange; one end of the second branch pipe 14 is connected to the pipe cavity above the weighing sensor mechanism 3 by means of a flange, and the other end thereof is connected to the pressure reducing air cylinder 3' by means of a flange.

[0156] like Figure 7-Figure 10 , Fig.15 , Fig.16 and Fig. 20As shown, preferably, the rope assembly 5 mainly transmits the force and displacement at the active lifting assembly 9 through the fixed pulley groups to the driven rope seat 2.6 arranged in the middle of the connecting plate 2.7 below the driven lifting assembly 2, and then indirectly transmits it to the contact 2.9' below the suppression disk 2.1' of the weighing sensor mechanism 3 through the connecting plate, guide column and action plate of the driven rod assembly 2; the rope assembly is mainly composed of a ring 5.1 and a rope 5.2, and the ring is made of aluminum. After the two ends of the rope pass through the rope seat and the length is adjusted, the rope ends are inserted into the ring side by side, and the ring is flattened, and then the excess rope ends are cut off; the rope can be made of stainless steel wire rope with nylon wear-resistant sheath.

[0157] like Figure 5-Figure 10 and Fig. 27 As shown, a railway vehicle comprises

[0158] Car body underframe 11';

[0159] A bogie 14', the bogie 14' is arranged at the bottom of the vehicle body underframe 11';

[0160] The braking system comprises an automatic adjustment device for the braking system of a railway vehicle, and the braking system is arranged on the top of the vehicle body underframe.

[0161] Specifically, the car body underframe 11' adopts the existing technology, and the car body underframe 11' is composed of a center beam 11.1', a bolster 11.2', a floor 11.3' and a side beam 11.4'. The bogie 14' used for the railway freight car involved in the present invention is composed of a bolster 14.1', a side frame 14.3' and a wheelset 14.2'. A lower side bearing 16' is respectively arranged at both ends of the bolster 14.1', and upper side bearings 15' are respectively arranged on the position of the bolster lower cover plate corresponding to the lower side bearing 16' below the bolster 11.2', and the upper side bearing 15' and the lower side bearing 16' adopt a constant contact mode.

[0162] In addition, process holes for the guide sleeves of the positioning seat 9.30 in the active lifting component 9 to pass through are respectively provided on the floor 11.3' at one end of the center line of the upper bolster 11.2' of the vehicle body frame 11', and process holes for the bolster lower cover plate through which the universal wheel 9.50 under the active lifting component 9 passes need to be provided at the lower cover plate under the corresponding bolster.

[0163] In summary, when the automatic adjustment device of the railway vehicle braking system of the present invention is implemented on a railway vehicle, when the vehicle is in an empty parking space, the lowest point of the pulley arranged below the universal wheel is at a distance of h1mm from the plane on the side frame of the corresponding bogie. When the vehicle is loaded with goods, the vehicle body chassis will compress the pillow spring of the bogie and move downward by a distance of h1mm and then move downward by a distance of Hmm. Then, the lowest point of the pulley at the lower end of the active lifting component assembled on the floor of the vehicle body chassis moves downward by a distance of h1mm along with the vehicle body chassis and then contacts the plane on the side frame. Subsequently, the active lifting component will continue to move downward by a distance of Hmm together with the vehicle body chassis. Since the lowest point of the pulley has contacted the plane on the side frame and generated a contact force, the contact force compresses the compression spring on the guide rod, so that the upper part of the active lifting component drives the pulley component connected thereto to move upward by a distance of Hmm relative to the vehicle body chassis. At this time, the vertical dimension between the upper part of the active lifting component and the pulley center of the fourth fixed pulley group becomes L1+Hmm. Subsequently, the pull rope group transmits the upward movement of the distance of Hmm to the driven lifting component through each fixed pulley group. At this time, the upper part of the driven lifting component drives the contact of the weighing mechanism in contact with it to drive the weighing sensor mechanism to move upward by a distance of Hmm, and the vertical dimension of the pulley center of the upper part of the driven lifting component and the first fixed pulley group becomes L2+Hmm; therefore, the suppression plate of the weighing mechanism eventually moves upward by a distance of Hmm. At this time, the distance between the lower plane of the suppression plate and the top surface of the dust cover on the top of the sensor valve changes from 6mm when the vehicle is empty to (6+H)mm. Therefore, this device replaces the existing cross-beam structure to achieve the purpose of obtaining iron during the braking process of railway freight cars. The invention can adjust the load condition of the road truck and realize stepless adjustment of the braking force of the empty and loaded truck. The invention utilizes the principle that when the friction and resistance are negligible compared with the load of the vehicle body, each fixed pulley only changes the direction of the force without changing the magnitude of the force and the principle that the work done is equal. This ensures that when the vehicle is loaded with goods, after the lowest point of the lower pulley of the active lifting component contacts the upper plane of the side frame (eliminating the gap h1), the vehicle body underframe drives the device of the invention fixed thereto to move vertically downward relative to the upper plane of the side frame to the same distance as the vertical upward movement of the contact of the weight measuring sensor mechanism.

[0164] When the vehicle is loaded with goods, the pulley of the device of the invention always acts near the middle upper plane of the bow-shaped side frame:

[0165] like Fig.41 When the vehicle is on a straight track and the bogie is displayed Figure 7 The schematic diagram of the structure in the top view shows that at this time, the angle between the longitudinal center line of the bogie and the vehicle body frame is 0°, and the center of the pulley arranged at the lower part of the universal wheel of the active lifting component coincides with the center of the upper plane of the side frame.

[0166] like Fig.42 When the vehicle is on a curved track and the bogie is displayed Figure 7The schematic diagram of the structure in the top view shows that when the bogie rotates a° counterclockwise relative to the car body frame, the longitudinal center line of the bogie's bolster also rotates a° counterclockwise relative to the center line of the bolster on the car body frame.

[0167] like Fig.43 When the vehicle is on a curved track and the bogie is displayed Figure 7 The schematic diagram of the structure in the top view shows that when the bogie rotates a° clockwise relative to the car body frame, the longitudinal center line of the bogie's bolster also rotates a° clockwise relative to the center line of the bolster on the car body frame.

[0168] from Fig.41 , 42 As can be seen from Figures 43, only when the active lifting component is set on the center line of the pillow beam of the vehicle body chassis, the distance between the center of the pulley below it and the middle straight line segment of the plane on the side frame is the shortest, close to the middle of the plane on the side frame, will the longitudinal and lateral center offsets of the pulley and the side frame be minimized when the vehicle passes through a curve. Therefore, the present invention can ensure that the pulley always acts on a horizontal plane with a shorter distance in the middle of the side frame.

[0169] In the driven lifting component of the device of the invention, the plane on the action plate is always in close vertical contact with the contact of the weight sensing mechanism without generating lateral movement and friction, so it will not cause excessive wear of the contacts of the weight sensing mechanism. In addition, the pulley made of wear-resistant material arranged on the universal wheel at the bottom of the active lifting component and the plane on the side frame have a gap when the vehicle is empty and will not contact and generate friction. When the vehicle is heavy, although they are in contact, the universal wheel rolling and rotating contact method with very small friction is adopted, which avoids the occurrence of excessive wear of the pulley, especially when passing a curve, reducing the relative lateral movement between the pulley and the plane on the side frame, which can reduce the sliding friction and wear of the pulley contact surface generated during the lateral movement.

[0170] Since all the spare parts such as the brake cylinder, auxiliary air cylinder, 120 valve, pressure-reducing air cylinder, and pressure-limiting valve of the present invention are installed on the floor of the railway hopper car chassis, and the weight sensing mechanism of the present invention is installed on the weight sensing mechanism mounting seat on the floor of the vehicle chassis near the pressure-reducing air cylinder, the pressure-limiting valve, and the brake cylinder, the lengths and bending points of the branch pipes connecting the weight sensing mechanism of the present invention with the pressure-reducing air cylinder, the pressure-limiting valve, and the brake cylinder installed above the vehicle body chassis are reduced, the air propagation time in the pipes 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, the manufacturing process is simplified, and the assembly size and quality are easy to guarantee; the present invention is more convenient when performing connection operations on the vehicle.

[0171] The present invention adopts a pulley arranged on the lower universal wheel of the active lifting component to contact and transmit the force to the upper plane in the middle of the side frame to replace the cross-beam structure of the existing vehicle, thereby solving the problem that the cross-beam of the existing vehicle has unfavorable force. At the same time, it solves the problem that the suppression plate of the weighing mechanism will be inflexible in moving up and down and will get stuck after the middle part of the cross-beam is deformed, affecting the weighing effect.

[0172] When a vehicle is newly manufactured or overhauled, the present invention eliminates the existing cross beam and the welded cross beam support structure on the bogie side frame, which will not affect the interchangeability of bogie parts installed on the vehicle, improves the assembly and overhaul efficiency and quality, and can reduce the number of spare parts in stock.

[0173] The main components of the weight sensing mechanism, the weight sensing mechanism seat and the like are installed on the floor surrounded by the inclined end wall and the side walls on both sides of the vehicle body, which can not only prevent the weight sensing mechanism from being corroded by rain and snow and being damaged by goods dropped when loading, but also shorten the distance between the weight sensing mechanism and brake accessories such as the 120 valve, shorten the length of the branch pipe connecting the weight sensing mechanism and accessories such as the 120 valve, shorten the conduction time of the air wave in the branch pipe, and improve the braking sensitivity.

[0174] The weighing device of the present invention has a large adjustment range, does not require electric welding, is easy to adjust, and can meet the adjustment requirements by adjusting any one or a combination of the length of the cotter pin connection holes of the connecting rod, the length of the contact and the pull rope during the adjustment process.

[0175] 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. An automatic adjustment device for a railway vehicle braking system, characterized in that: The automatic adjustment device comprises: A weighing mechanism seat, the weighing mechanism seat being arranged on the top of the vehicle body underframe of the railway vehicle; A weight-measuring sensor mechanism, wherein the weight-measuring sensor mechanism is arranged on the top of the weight-measuring mechanism seat, the lower cavity of the weight-measuring sensor mechanism is communicated with the brake cylinder and the pressure-limiting valve of the brake system, and the upper cavity of the weight-measuring sensor mechanism is communicated with the pressure-reducing air cylinder; A driven lifting component, the driven lifting component is arranged on the weighing mechanism seat and below the weighing sensor mechanism, and the lifting top end of the driven lifting component contacts with the contact of the weighing sensor mechanism; An active lifting component, the active lifting component is arranged inside the vehicle body underframe, the lifting top and lifting bottom of the active lifting component respectively penetrate the top and bottom of the vehicle body underframe, the lifting bottom of the active lifting component is arranged relative to a position where the height of the bogie of the railway vehicle remains unchanged, and the lifting top of the active lifting component can be raised or lowered when the weight of the cargo carried on the top of the vehicle body underframe becomes heavier or lighter; A transmission mechanism, wherein the two transmission ends of the transmission mechanism are respectively connected to the lifting top end of the active lifting component and the lifting bottom end of the driven lifting component, and the lifting top end of the driven lifting component can be raised or lowered when the lifting top end of the active lifting component is raised or lowered.

2. The automatic adjustment device for a railway vehicle braking system according to claim 1, characterized in that: The transmission mechanism comprises: a first fixed pulley group and a second fixed pulley group, wherein the first fixed pulley group is arranged on one side of the driven lifting component, and the second fixed pulley group is arranged on one side of the first fixed pulley group, the rotation center line of the first fixed pulley group is parallel to the longitudinal center line of the vehicle body underframe, and the rotation center line of the second fixed pulley group is perpendicular to the vehicle body underframe; A third fixed pulley group and a fourth fixed pulley group, wherein the fourth pulley group is arranged on one side of the active lifting component, and the third fixed pulley group is arranged on one side of the fourth fixed pulley group, and the rotation centerline of the fourth fixed pulley group is parallel to the longitudinal centerline of the vehicle body underframe, and the rotation centerline of the third fixed pulley group is perpendicular to the vehicle body underframe; A pull rope assembly, the two ends of which are respectively connected to the lifting top end of the active lifting assembly and the lifting bottom end of the driven lifting assembly, and the pull rope assembly sequentially passes around the first fixed pulley group, the second fixed pulley group, the third fixed pulley group and the fourth fixed pulley group.

3. The automatic adjustment device for a railway vehicle braking system according to claim 1, characterized in that: The weighing mechanism seat has a cavity inside, the weighing sensor mechanism has a contact that passes through the top of the weighing mechanism seat, and the driven lifting component includes: A support plate, wherein two driven mounting holes are provided at intervals on the support plate, and two ends of the support plate are respectively connected to two sides of the interior of the cavity; Two rib plates, the two rib plates are respectively connected to two sides of the bottom of the support plate, and ends of the two rib plates away from each other are respectively connected to two sides of the interior of the cavity; Two driven guide sleeves, the two driven guide sleeves are respectively connected to the two driven mounting holes; Two guide posts, the two guide posts are slidably connected in the two driven guide sleeves respectively; An action plate, the action plate is connected to the top ends of the two guide pillars, and the action plate is the lifting top end of the driven lifting component; A connecting plate, the connecting plate is connected to the bottom ends of the two guide pillars, and the connecting plate is the lifting bottom end of the driven lifting component; A driven pull rope seat is connected to the top of the connecting plate.

4. The automatic adjustment device for a railway vehicle braking system according to claim 1, characterized in that: The active lifting component comprises: A positioning seat, the positioning seat is welded to the top of the floor at one end of the vehicle body chassis, one side of the positioning seat is provided with an active first mounting hole, and the positioning seat is provided with active second mounting holes on both sides of the first mounting hole; An active first guide sleeve and two active second guide sleeves, wherein the active first guide sleeve is connected in the active first mounting hole, and the two active second guide sleeves are respectively connected in the two second mounting holes, and the active first guide sleeve and the two active second guide sleeves all pass through the top of the vehicle body underframe; A connecting rod, wherein the connecting rod is slidably connected in the active first guide sleeve; Two guide rods, the two guide rods are slidably connected in the two active second guide sleeves respectively; A connecting seat connected to the bottom end of the connecting rod and the bottom ends of the two guide rods; Two compression springs, the two compression springs are respectively sleeved on the two guide rods, and the two ends of the compression springs are respectively attached to the bottom end of the active second guide sleeve and the top of the connecting seat; A connecting frame, the connecting frame is connected to the top end of the connecting rod, the connecting frame is the lifting top end of the active lifting composition, and an active pull rope seat is provided on the top of the connecting frame; A universal wheel is connected to the bottom of the connecting seat, the universal wheel is the lifting bottom end of the active lifting component, and the universal wheel can roll on the top of the side frame on one side of the bogie.

5. The automatic adjustment device for a railway vehicle braking system according to claim 2, characterized in that: The first fixed pulley block comprises: Two first pulley side plates, the two first pulley side plates are arranged at intervals, a circular arc plate is protruded from one side of the top end of the first pulley side plate, the bottom end of the first pulley side plate is connected to the bottom of the weighing mechanism seat, the circular arc plate faces the driven lifting component, and is arranged above the lifting bottom end of the driven lifting component; A first pulley connecting plate, wherein two sides of the first pulley connecting plate are respectively connected to opposite surfaces of the two first pulley side plates, and a first pull rope passing hole is provided on the first pulley connecting plate; a first pulley, the first pulley being rotatably connected between the two arc plates; The first pulley anti-slip pin is connected to the edges of the two arc plates, and the gap between the first pulley anti-slip pin and the edge of the first pulley is smaller than the diameter of the pull rope.

6. The automatic adjustment device for a railway vehicle braking system according to claim 2, characterized in that: The second fixed pulley block comprises: Two second pulley seat plates, the two second pulley seat plates are arranged at an interval up and down, and one end of the two second pulley seat plates is connected to one side of the weighing mechanism seat; A second pulley connecting plate, the second pulley connecting plate being connected to the other ends of the two second pulley seat plates; a second pulley, the second pulley being rotatably connected between the two second pulley seat plates; Two second pulley anti-slip rings, the two second pulley anti-slip rings are connected to the opposite surfaces of the two second pulley seat plates, and the second pulley is arranged on the inner side of the second pulley anti-slip rings; Two second pulley anti-slip pins, two ends of one of the second pulley anti-slip pins are respectively connected to one end of the two second pulley anti-slip rings, and two ends of the other second pulley anti-slip pin are respectively connected to the middle position of the two second pulley anti-slip rings, and the edge gap between the second pulley anti-slip pin and the second pulley is smaller than the diameter of the pull rope.

7. The automatic adjustment device for a railway vehicle braking system according to claim 2, characterized in that: The third fixed pulley block comprises: Two third pulley seat plates, the two third pulley seat plates are arranged in an upper and lower interval, and one end of some of the third pulley seat plates extends out with an end plate; a third pulley connecting plate and a third pulley terminating plate, wherein the third pulley connecting plate is connected to the other ends of the two third pulley seat plates, the third pulley terminating plate is connected to one end of the two third pulley seat plates, and the third pulley terminating plate is connected to one side of the fourth fixed pulley block; A third pulley, the third pulley being rotatably connected between the two third pulley seat plates; Two third pulley anti-slip rings, the two third pulley anti-slip rings are connected to the opposite surfaces of the two third pulley seat plates, and the third pulley is arranged on the inner side of the third pulley anti-slip rings; Two third pulley anti-slip pins, wherein both ends of one of the third pulley anti-slip pins are respectively connected to one end of the two third pulley anti-slip rings, and both ends of the other third pulley anti-slip pin are respectively connected to the middle positions of the two third pulley anti-slip rings, and the edge gap between the third pulley anti-slip pin and the third pulley is smaller than the diameter of the pull rope.

8. The automatic adjustment device for a railway vehicle braking system according to claim 2, characterized in that: The fourth fixed pulley block comprises: Two fourth pulley side plates, the two fourth pulley side plates are arranged at intervals, the fourth pulley side plates are L-shaped, the bottom end of the fourth pulley side plate is connected to one side of the active lifting component, and one end of the fourth pulley side plate faces the active lifting component; A fourth pulley riser, the two sides of which are respectively connected to the vertical surfaces opposite to the two fourth pulley side plates, and a second pull rope through hole is provided on the fourth pulley riser; A fourth pulley vertical plate, two sides of which are respectively connected to the opposite transverse surfaces of the two fourth pulley side plates, and a third pull rope through hole is provided on the fourth pulley vertical plate; The fourth pulley transverse plate, both sides of the fourth pulley vertical plate are respectively connected to the opposite transverse surfaces of the two fourth pulley side plates, and the two ends of the fourth pulley transverse plate are respectively connected to the fourth pulley vertical plate and the fourth pulley vertical plate. a fourth pulley, the fourth pulley being rotatably connected between one ends of the two fourth pulley side plates; The fourth pulley anti-slip pin is connected to the edge of one end of the two fourth pulley side plates, and the edge gap between the first pulley anti-slip pin and the fourth pulley is smaller than the diameter of the pull rope.

9. The automatic adjustment device for a railway vehicle braking system according to claim 3, characterized in that: The weighing mechanism seat comprises: Two weight measuring plates, the two weight measuring plates are spaced apart; The web is connected to one end of the two weight measuring plates, a cavity is formed between the two weight measuring plates and the web, and a fourth pull rope through hole is provided on the web. An upper weighing seat plate is connected to the two weighing upright plates and the top of the web, and the upper weighing seat plate is provided with a semicircular opening for passing a weighing sensor mechanism. A lower weighing seat plate is connected to the two weighing upright plates and the bottom of the web.

10. A railway vehicle, characterized in that: include: Vehicle underframe; A bogie, the bogie being arranged at the bottom of the vehicle body underframe; A braking system, comprising an automatic adjustment device for a railway vehicle braking system according to any one of claims 1 to 9, wherein the braking system is arranged on the top of the vehicle body underframe.

Images