Anti-jumping brake lever device and railway wagon brake system

Abstract

The invention provides an anti-bounce brake lever device and a railway wagon brake system, and relates to the technical field of railway wagons, the anti-bounce brake lever device comprises a brake lever, a stop block and a bracket, the stop block is arranged on the lower side face of the brake lever, the stop block comprises a stop wall spaced from the lower side face of the brake lever up and down, and the stop wall is arranged on the lower side face of the brake lever. The bracket is used for being installed on a wagon body of the railway wagon and comprises a limiting wall inserted between the lower side face of the brake lever and the stop wall. The up-and-down jumping amplitude of the brake lever can be limited, interference between the brake lever and other parts in a vehicle body is avoided, and then potential safety hazards can be reduced.

Description

Technical Field

[0001] The invention relates to the technical field of railway freight cars, and in particular to an anti-jump brake lever device and a railway freight car braking system. Background Art

[0002] Freight transportation is an important part of railway transportation. The vehicles used to transport freight on the railway are collectively called railway freight cars. Railway freight cars have a high load capacity, and a good braking system is essential to ensure driving safety.

[0003] In related technologies, a brake lever is usually provided in the braking system of a railway freight car, which can transmit the braking force of the brake cylinder. However, during the operation of the railway freight car, the brake lever may jump up and down relative to the car body, thereby interfering with other components in the car body, thereby causing safety hazards. Summary of the invention

[0004] The problem solved by the invention is how to limit the jumping of the brake lever to reduce the potential safety hazard.

[0005] In order to solve the above problems, the present invention provides an anti-jump brake lever device and a railway freight car brake system.

[0006] In the first aspect, the present invention provides an anti-jump brake lever device, comprising a brake lever, a block and a bracket, wherein the block is arranged on the lower side of the brake lever, the block comprises a stop wall spaced up and down from the lower side of the brake lever, and the bracket is used to be installed on the body of a railway freight car, and the bracket comprises a limiting wall inserted between the lower side of the brake lever and the stop wall.

[0007] Optionally, the block also includes a connecting wall vertically connected to the lower side of the brake lever, the stop wall is connected to the lower end of the connecting wall, the bracket also includes a base plate for installation on the body of the railway freight car and a fixed wall vertically connected to the upper side of the base plate, and the limiting wall is connected to the upper end of the fixed wall.

[0008] Optionally, two blocks are provided on the brake lever, and the two blocks are spaced apart along the length direction of the brake lever. Two fixed walls are connected to the bottom plate, and the two fixed walls are spaced apart along the length direction of the brake lever. The upper ends of the two fixed walls are respectively connected to the limiting walls, and the two limiting walls are respectively inserted between the lower side surface of the brake lever and the two stop walls.

[0009] Optionally, the two connecting walls are arranged opposite to each other along the length direction of the brake lever, the stop wall is located on the side of the connecting wall close to the other connecting wall, the two fixed walls are arranged opposite to each other along the length direction of the brake lever and are located between the two connecting walls, and the limiting wall is located on the side of the fixed wall away from the other fixed wall.

[0010] Optionally, the side surface of the fixed wall away from the other fixed wall is spaced apart from the end surface of the corresponding stop wall close to the other stop wall, and the end surface of the limiting wall away from the other limiting wall is spaced apart from the side surface of the corresponding connecting wall close to the other connecting wall.

[0011] Optionally, a dimension of the limiting wall along the width direction of the brake lever is greater than a dimension of the stopping wall along the width direction of the brake lever.

[0012] Optionally, the bracket further includes a connecting plate, two ends of which are respectively connected to the two fixed walls to form a closed annular structure together with the two fixed walls and the bottom plate.

[0013] Optionally, the distance between the stop wall and the lower side of the brake lever is greater than the thickness of the limiting wall.

[0014] Optionally, the brake lever is provided with a first connecting hole, a second connecting hole and a third connecting hole arranged in sequence along the length direction, and the anti-jump brake lever device also includes a first connecting rod, a second connecting rod and a third connecting rod, one end of the first connecting rod is connected to the first connecting hole, and the other end is used to connect to the first brake shoe, one end of the second connecting rod is connected to the second connecting hole, and the other end is used to connect to the brake cylinder, one end of the third connecting rod is connected to the third connecting hole, and the other end is used to connect to the second brake shoe.

[0015] In the second aspect, the present invention provides a railway freight car braking system, comprising a first brake shoe, a brake cylinder, a second brake shoe and the anti-jump brake lever device as described above, wherein the first brake shoe is connected to the first connecting rod of the anti-jump brake lever device, the brake cylinder is connected to the second connecting rod of the anti-jump brake lever device, and the second brake shoe is connected to the third connecting rod of the anti-jump brake lever device.

[0016] The beneficial effect of the anti-jump brake lever device of the present invention is: by spacing the stop wall of the block and the lower side surface of the brake lever up and down, and inserting the limiting wall of the bracket between the lower side surface of the brake lever and the stop wall, the limiting wall can limit the stop wall in the up and down directions. At the same time, since the bracket is installed on the body of the railway freight car, that is, the limiting wall is fixed relative to the body, when the brake lever jumps up and down relative to the body, it will drive the stop wall to jump synchronously, but due to the limiting effect of the limiting wall, the stop wall can only jump up and down a small amplitude, thereby indirectly limiting the amplitude of the up and down jumping of the brake lever, avoiding interference between the brake lever and other components in the body, and thus reducing safety hazards. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A side view of an anti-jump brake lever device according to an embodiment of the present invention;

[0018] Figure 2 A top view of the anti-jump brake lever device according to an embodiment of the present invention;

[0019] Figure 3 is a side view of a bracket according to an embodiment of the present invention;

[0020] Figure 4 is a side view of a stopper according to an embodiment of the present invention;

[0021] Figure 5 A top view of a brake lever according to an embodiment of the present invention;

[0022] Figure 6 The figure is a top view of a railway freight car braking system according to an embodiment of the present invention.

[0023] Description of reference numerals:

[0024] 1. Brake lever; 11. First connecting hole; 12. Second connecting hole; 13. Third connecting hole; 2. Block; 21. Stop wall; 22. Connecting wall; 3. Bracket; 31. Limiting wall; 32. Bottom plate; 33. Fixed wall; 4. First connecting rod; 5. Second connecting rod; 6. Third connecting rod; 7. First brake shoe; 8. Brake cylinder; 9. Second brake shoe. DETAILED DESCRIPTION

[0025] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be interpreted as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0026] The Z axis in the drawings represents the vertical direction, that is, the up and down position, and the positive direction of the Z axis represents the top, and the reverse direction of the Z axis represents the bottom; the X axis in the drawings represents the horizontal direction, and is designated as the front and back position, and the positive direction of the X axis represents the front side, and the reverse direction of the X axis represents the back side; the Y axis in the drawings represents the left and right position, and the positive direction of the Y axis represents the left side, and the reverse direction of the Y axis represents the right side. It should also be noted that the aforementioned Z axis, Y axis, and X axis are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0027] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0028] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0029] The present invention provides an anti-jump brake lever device and a railway freight car brake system, which can limit the jumping of the brake lever to reduce safety hazards.

[0030] like Figure 1 and Figure 2As shown, an anti-jump brake lever device provided by an embodiment of the present invention includes a brake lever 1, a block 2 and a bracket 3, wherein the block 2 is arranged on the lower side of the brake lever 1, and the block 2 includes a stop wall 21 spaced up and down from the lower side of the brake lever 1, and the bracket 3 is used to be installed on the body of a railway freight car, and the bracket 3 includes a limiting wall 31 inserted between the lower side of the brake lever 1 and the stop wall 21.

[0031] It should be noted that the brake lever 1 is usually arranged horizontally when installed in a railway freight car, and its two side surfaces are facing upward and downward respectively. The lower side of the brake lever 1 is the side facing downward when the brake lever 1 is installed. Figure 1 The Z-axis direction is shown.

[0032] In this embodiment, the stop wall 21 of the block 2 is spaced apart from the lower side of the brake lever 1, and the limiting wall 31 of the bracket 3 is inserted between the lower side of the brake lever 1 and the stop wall 21, so that the limiting wall 31 can limit the stop wall 21 in the up and down directions. At the same time, since the bracket 3 is installed on the body of the railway freight car, that is, the limiting wall 31 is fixed relative to the body, when the brake lever 1 jumps up and down relative to the body, it will drive the stop wall 21 to jump synchronously, but due to the limiting effect of the limiting wall 31, the stop wall 21 can only jump up and down a small amplitude, thereby indirectly limiting the amplitude of the up and down jumping of the brake lever 1, avoiding interference between the brake lever 1 and other components in the body, and thus reducing safety hazards.

[0033] Alternatively, if Figure 1 , Figure 3 and Figure 4 As shown, the block 2 also includes a connecting wall 22 vertically connected to the lower side of the brake lever 1, the stop wall 21 is connected to the lower end of the connecting wall 22, the bracket 3 also includes a bottom plate 32 for installation on the body of the railway freight car and a fixed wall 33 vertically connected to the upper side of the bottom plate 32, and the limiting wall 31 is connected to the upper end of the fixed wall 33.

[0034] In this optional embodiment, the block 2 is composed of a connecting wall 22 and a stop wall 21, with a simple structure, which is conducive to reducing the difficulty of manufacturing. In addition, the stop wall 21 can be indirectly connected to the brake lever 1 through the connecting wall 22, thereby ensuring a stable positional relationship between the stop wall 21 and the brake lever 1, which is conducive to ensuring an anti-jumping effect; the bracket is composed of a base plate 32, a fixed wall 33 and a limiting wall 31, with a simple structure, which is conducive to reducing the difficulty of manufacturing. In addition, the entire bracket is connected to the body of the railway freight car through the base plate 32, and the base plate 32 is conducive to improving the connection strength with the body, thereby improving the anti-jumping effect.

[0035] Alternatively, if Figure 1 , Figure 3 and Figure 4 As shown, the brake lever 1 is provided with two blocks 2, which are spaced apart along the length direction of the brake lever 1, and the bottom plate 32 is connected with two fixed walls 33, which are spaced apart along the length direction of the brake lever 1, and the upper ends of the two fixed walls 33 are respectively connected with the limiting walls 31, and the two limiting walls 31 are respectively inserted between the lower side surface of the brake lever 1 and the two stop walls 21.

[0036] It should be noted that the length direction of the brake lever 1 is Figure 1 In addition, the two limiting walls 31 are respectively inserted between the lower side of the brake lever 1 and the two stop walls 21 , which means that a limiting wall 31 is inserted between each stop wall 21 and the lower side of the brake lever 1 .

[0037] In this optional embodiment, since the two limiting walls 31 are respectively inserted between the lower side of the brake lever 1 and the two stop walls 21, the two limiting walls 31 can simultaneously limit the brake lever 1 from two positions in the length direction, which helps to prevent unbalanced loading and improve the anti-jump effect.

[0038] Alternatively, if Figure 1 and Figure 3 As shown, the two connecting walls 22 are arranged opposite to each other along the length direction of the brake lever 1, the stop wall 21 is located on the side of the connecting wall 22 close to the other connecting wall 22, the two fixed walls 33 are arranged opposite to each other along the length direction of the brake lever 1 and are located between the two connecting walls 22, and the limiting wall 31 is located on the side of the fixed wall 33 away from the other fixed wall 33.

[0039] In this optional embodiment, through the above-mentioned arrangement, the two limiting walls 31 are exactly located between the two connecting walls 22, and the two connecting walls 22 can be used to block the two limiting walls 31 to prevent the limiting walls 31 from slipping out from between the lower side surface of the brake lever 1 and the stop wall 21, thereby ensuring the stable limiting effect of the limiting walls 31 on the stop wall 21; in addition, the brake lever 1 usually needs to translate along its own width direction to transmit the braking force, and by making the two connecting walls 22 relatively arranged along the length direction of the brake lever 1, and the two fixed walls 33 relatively arranged along the length direction of the brake lever 1, it can avoid the block 2 and the bracket 3 from interfering with the translation of the brake lever 1, so as to ensure the normal transmission of the braking force.

[0040] Alternatively, if Figure 1As shown, the side surface of the fixed wall 33 away from the other fixed wall 33 is spaced apart from the end surface of the corresponding stop wall 21 close to the other stop wall 21, and the end surface of the limiting wall 31 away from the other limiting wall 31 is spaced apart from the side surface of the corresponding connecting wall 22 close to the other connecting wall 22.

[0041] It should be noted that the stop wall 21 refers to the stop wall 21 into which the limiting wall 31 connected to the fixed wall 33 is inserted, and the connecting wall 22 refers to the connecting wall 22 connected to the stop wall 21 into which the limiting wall 31 is inserted. In addition, the distance between the side surface of the fixed wall 33 away from the other fixed wall 33 and the end surface of the corresponding stop wall 21 close to the other stop wall 21 can be 3 times the width of the stop wall 21, as shown in FIG. Figure 1 , the distance between the left side surface of the left fixed wall 33 and the right end surface of the left stop wall 21 can be 3 times the width of the stop wall 21; the distance between the end surface of the limiting wall 31 away from the other limiting wall 31 and the side surface of the corresponding connecting wall 22 close to the other connecting wall 22 can be 1 / 3 of the width of the stop wall 21, as shown in the following example. Figure 1 , the distance between the left end face of the left limiting wall 31 and the right side face of the left connecting wall 22 can be 1 / 3 of the width of the stopping wall 21. Moreover, in some other embodiments, a first reinforcing rib can be arranged between the stopping wall 21 and the connecting wall 22 to improve the structural strength of the stopper 2, and by spacing the limiting wall 31 and the connecting wall 22, a certain space can be provided for the arrangement of the first reinforcing rib, which is convenient for the installation of the first reinforcing rib. In addition, in some other embodiments, a second reinforcing rib can be arranged between the limiting wall 31 and the fixed wall 33 to improve the structural strength of the bracket 3, and by spacing the fixed wall 33 and the stopping wall 21, a certain space can be provided for the arrangement of the second reinforcing rib, which is convenient for the installation of the second reinforcing rib.

[0042] In this optional embodiment, by setting the fixed wall 33 and the stop wall 21 apart, and the limiting wall 31 and the connecting wall 22 apart, a certain gap can be created between the stop block 2 and the bracket 3, thereby facilitating assembly therebetween.

[0043] Alternatively, if Figure 2 As shown, the dimension of the limiting wall 31 along the width direction of the brake lever 1 is greater than the dimension of the stopping wall 21 along the width direction of the brake lever 1 .

[0044] Specifically, the dimension of the stop wall 21 along the width direction of the brake lever 1 can be set to be smaller than the width of the brake lever 1, so that the width of the entire stopper 2 is smaller, avoiding occupying too much space below the brake lever 1.

[0045] In this optional embodiment, by setting the dimension of the limiting wall 31 along the width direction of the brake lever 1 to be larger than the stop wall 21, it can be ensured that the limiting wall 31 has a sufficient limiting area. When the brake lever 1 translates along its own width direction to transmit the braking force, the stop wall 21 is not easy to leave the limiting wall 31, thereby ensuring the stable limiting effect of the limiting wall 31 on the stop wall 21.

[0046] Specifically, the dimension of the limiting wall 31 along the width direction of the brake lever 1 is greater than the translation distance of the brake lever 1 along its own width direction, so as to ensure that the stop wall 21 will not separate from the limiting wall 31 when the brake lever 1 translates.

[0047] Optionally, the bracket 3 further includes a connecting plate, two ends of which are respectively connected to the two fixing walls 33 , so as to form a closed annular structure together with the two fixing walls 33 and the bottom plate 32 .

[0048] In this optional embodiment, the connecting plate, the two fixed walls 33 and the bottom plate 32 can together form a closed annular structure so that the two fixed walls 33 are not easily deformed, thereby ensuring the stability of the position of the limiting wall 31 relative to the vehicle body, and further improving the reliability of the limiting wall 31.

[0049] Alternatively, if Figure 1 As shown, the distance between the stop wall 21 and the lower side of the brake lever 1 is greater than the thickness of the limiting wall 31 .

[0050] In this optional embodiment, it can be understood that if the limiting wall 31 is respectively in close contact with the brake lever 1 and the stop wall 21, the two form a hard connection relationship, and deformation is likely to occur when the brake lever 1 jumps, resulting in structural damage, thereby affecting the service life of the anti-jump brake lever device. In this solution, the distance between the stop wall 21 and the lower side of the brake lever 1 is greater than the thickness of the limiting wall 31, so that the stop wall 21 can be displaced up and down within a small range relative to the limiting wall 31, thereby avoiding the limiting wall 31 being in close contact with the brake lever 1 and the stop wall 21, which may cause deformation and damage, thereby improving the service life of the anti-jump brake lever device.

[0051] Alternatively, if Figure 2 and Figure 5As shown, the brake lever 1 is provided with a first connecting hole 11, a second connecting hole 12 and a third connecting hole 13 arranged in sequence along the length direction, and the anti-jump brake lever device also includes a first connecting rod 4, a second connecting rod 5 and a third connecting rod 6, one end of the first connecting rod 4 is connected to the first connecting hole 11, and the other end is used to connect to the first brake shoe 7, one end of the second connecting rod 5 is connected to the second connecting hole 12, and the other end is used to connect to the brake cylinder 8, one end of the third connecting rod 6 is connected to the third connecting hole 13, and the other end is used to connect to the second brake shoe 9.

[0052] Specifically, the first connecting rod 4 can be connected to the first connecting hole 11 through a round pin, the second connecting rod 5 can be connected to the second connecting hole 12 through a round pin, and the third connecting rod 6 can be connected to the third connecting hole 13 through a round pin.

[0053] In this optional embodiment, through the above-mentioned arrangement, the connection points of the first connecting rod 4, the second connecting rod 5 and the third connecting rod 6 on the brake lever 1 can be spaced apart along the length direction of the brake lever 1, which can reduce stress concentration and thus reduce the risk of structural deformation of the brake lever 1.

[0054] like Figure 6 As shown, a railway freight car braking system provided by an embodiment of the present invention comprises a first brake shoe 7, a brake cylinder 8, a second brake shoe 9 and the anti-jump brake lever device as described above, wherein the first brake shoe 7 is connected to the first connecting rod 4 of the anti-jump brake lever device, the brake cylinder 8 is connected to the second connecting rod 5 of the anti-jump brake lever device, and the second brake shoe 9 is connected to the third connecting rod 6 of the anti-jump brake lever device.

[0055] Specifically, when the brake system is working, the brake cylinder 8 works to provide a braking force to the brake lever 1, so that the brake lever 1 moves along the Figure 6 The first brake shoe 7 and the second brake shoe 9 move back and forth in the direction of the arrow shown in the figure, thereby driving the first brake shoe 7 and the second brake shoe 9 to press or release the wheel to brake or release the wheel accordingly.

[0056] In this embodiment, since the railway freight car braking system includes the above-mentioned anti-jump brake lever device, it has all the beneficial effects brought by all the embodiments of the above-mentioned anti-jump brake lever device, which will not be described one by one here.

[0057] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. An anti-jump brake lever device, characterized in that: The invention comprises a brake lever (1), a stopper (2) and a bracket (3), wherein the stopper (2) is arranged on the lower side of the brake lever (1), the stopper (2) comprises a stopper wall (21) spaced apart from the lower side of the brake lever (1), and the bracket (3) is used for being installed on the body of a railway freight car, and the bracket (3) comprises a limiting wall (31) inserted between the lower side of the brake lever (1) and the stopper wall (21).

2. The anti-jump brake lever device according to claim 1, characterized in that: The stopper (2) further comprises a connecting wall (22) vertically connected to the lower side of the brake lever (1), the stop wall (21) being connected to the lower end of the connecting wall (22), the bracket (3) further comprising a bottom plate (32) for mounting on the body of the railway freight car and a fixed wall (33) vertically connected to the upper side of the bottom plate (32), the limiting wall (31) being connected to the upper end of the fixed wall (33).

3. The anti-jump brake lever device according to claim 2, characterized in that: The brake lever (1) is provided with two blocks (2), which are spaced apart along the length direction of the brake lever (1); the bottom plate (32) is connected with two fixed walls (33), which are spaced apart along the length direction of the brake lever (1); the upper ends of the two fixed walls (33) are respectively connected with the limiting walls (31), and the two limiting walls (31) are respectively inserted between the lower side surface of the brake lever (1) and the two stop walls (21).

4. The anti-jump brake lever device according to claim 3, characterized in that: The two connecting walls (22) are arranged opposite to each other along the length direction of the brake lever (1); the stop wall (21) is located on the side of the connecting wall (22) close to the other connecting wall (22); the two fixed walls (33) are arranged opposite to each other along the length direction of the brake lever (1) and are located between the two connecting walls (22); and the limiting wall (31) is located on the side of the fixed wall (33) away from the other fixed wall (33).

5. The anti-jump brake lever device according to claim 4, characterized in that: The side surface of the fixed wall (33) away from the other fixed wall (33) is spaced apart from the end surface of the corresponding stop wall (21) close to the other stop wall (21); the end surface of the limiting wall (31) away from the other limiting wall (31) is spaced apart from the side surface of the corresponding connecting wall (22) close to the other connecting wall (22).

6. The anti-jump brake lever device according to claim 4, characterized in that: The dimension of the limiting wall (31) along the width direction of the brake lever (1) is greater than the dimension of the stopping wall (21) along the width direction of the brake lever (1).

7. The anti-jump brake lever device according to claim 3, characterized in that: The bracket (3) further comprises a connecting plate, the two ends of which are respectively connected to the two fixed walls (33) so as to form a closed annular structure together with the two fixed walls (33) and the bottom plate (32).

8. The anti-jump brake lever device according to claim 1, characterized in that: The distance between the stop wall (21) and the lower side surface of the brake lever (1) is greater than the thickness of the limiting wall (31).

9. The anti-jump brake lever device according to claim 1, characterized in that: The brake lever (1) is provided with a first connecting hole (11), a second connecting hole (12) and a third connecting hole (13) arranged in sequence along the length direction. The anti-jump brake lever device also includes a first connecting rod (4), a second connecting rod (5) and a third connecting rod (6). One end of the first connecting rod (4) is connected to the first connecting hole (11), and the other end is used to connect to the first brake shoe (7). One end of the second connecting rod (5) is connected to the second connecting hole (12), and the other end is used to connect to the brake cylinder (8). One end of the third connecting rod (6) is connected to the third connecting hole (13), and the other end is used to connect to the second brake shoe (9).

10. A railway freight car braking system, characterized in that: It comprises a first brake shoe (7), a brake cylinder (8), a second brake shoe (9) and an anti-jump brake lever device as described in any one of claims 1 to 9, wherein the first brake shoe (7) is connected to the first connecting rod (4) of the anti-jump brake lever device, the brake cylinder (8) is connected to the second connecting rod (5) of the anti-jump brake lever device, and the second brake shoe (9) is connected to the third connecting rod (6) of the anti-jump brake lever device.

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