Automatic parking device for railway vehicle

Abstract

The invention relates to the technical field of railway vehicle braking, and discloses an automatic parking device for a railway vehicle, the automatic parking device comprises a mounting assembly and a parking assembly, the mounting assembly is connected with the vehicle, the parking assembly is connected with the mounting assembly, the mounting assembly comprises a connecting part and a movable part, and the parking assembly is used for controlling the movable part to move close to or away from the connecting part. And meanwhile, locking and unlocking of the movable part are controlled, a mounting piece is arranged at the end of the movable part, and the mounting piece is connected with a vehicle foundation braking device. The method has the effect of not influencing an original vehicle braking system and can be suitable for the integrated braking system vehicle installed in a floating mode.

Description

Technical Field

[0001] The present application relates to the technical field of railway vehicle braking, and in particular to an automatic parking device for railway vehicles. Background Art

[0002] The issue of rolling stock is a major railway safety issue. Currently, to ensure safe parking and prevent rolling stock, both domestic and international railway freight cars still primarily rely on traditional methods such as manually applying the handbrake and installing anti-rolling iron shoes. Additionally, a small number of vehicles on the market are equipped with automatic parking brakes to prevent rolling stock.

[0003] Manual anti-slip operation has the following disadvantages:

[0004] (1) The operation is cumbersome and time-consuming.

[0005] Manual anti-skid operations usually require manually operating the brakes in each carriage or installing anti-skid equipment such as iron shoes. This is not only cumbersome to operate, but also greatly prolongs the operation time.

[0006] Especially when removing anti-skid measures, manual operation is also required for each carriage, which increases the risk of missed operations and may cause safety hazards.

[0007] (2) The labor intensity is high and the risk is high.

[0008] Anti-slip equipment such as anti-slip iron shoes are heavy and inconvenient to carry and arrange, resulting in high labor intensity for operators.

[0009] During the operation process, improper operation or negligence can easily lead to safety accidents, such as accidental movement of vehicles and personal injuries.

[0010] (3) Easily affected by human factors.

[0011] The effectiveness of manual anti-slip operations depends largely on the skill level and sense of responsibility of the operator. If the operator is unskilled or lacks a strong sense of responsibility, anti-slip measures may not be in place or may be omitted.

[0012] In addition, the uncertainty of manual operation also increases the risk of anti-skid operations.

[0013] (4) Relatively low efficiency.

[0014] Compared with automated anti-slip equipment, manual anti-slip operations are relatively inefficient and may not be able to meet operational needs when a large number of anti-slip operations need to be completed quickly.

[0015] Existing automatic parking devices for vehicles cannot be applied to existing vehicles with integrated braking systems due to their large size, heavy weight and structural limitations. Summary of the Invention

[0016] In order to solve the above problems, the present application provides an automatic parking device for railway vehicles.

[0017] The present application provides an automatic parking device for railway vehicles, which adopts the following technical solutions:

[0018] An automatic parking device for railway vehicles includes a mounting assembly and a parking assembly. The mounting assembly is connected to the vehicle, and the parking assembly is connected to the mounting assembly. The mounting assembly includes a connecting portion and a movable portion. The parking assembly is used to control the movement of the movable portion toward or away from the connecting portion, and at the same time control the locking and unlocking of the movable portion. A mounting piece is provided at the end of the movable portion, and the mounting piece is connected to the vehicle's basic braking device.

[0019] By adopting the above technical solution, when the vehicle is braking or releasing during operation, the movable part and the connecting part in the parking assembly move accordingly, normally moving away or approaching, without affecting the original vehicle braking system. When the vehicle is braked to a stop and anti-skid is required, the vehicle brake main pipe is emptied, that is, the piston chamber is emptied. At this time, the distance between the movable part and the connecting part in the parking assembly is locked, thereby realizing the parking function.

[0020] Optionally, the connecting part includes a base and a mounting cylinder connected to the base, and the movable part includes a movable cylinder slidably arranged in the mounting cylinder and sliding along the axial direction of the mounting cylinder. The mounting cylinder and the movable cylinder are provided with a predetermined movable distance. When the vehicle is running and the brake main pipe is not emptied, the parking assembly is in an unlocked state, driving the movable cylinder to slide in the mounting cylinder without affecting the original braking system of the vehicle; when the vehicle is braked to stop and the brake main pipe is emptied, the mounting cylinder and the movable cylinder are locked by the parking assembly and cannot move relative to each other, and the railway vehicle is parked.

[0021] Optionally, the parking assembly includes a screw-nut substructure, the screw-nut substructure includes a rotating part and a sliding part, the sliding part is fixedly connected to the movable cylinder, and the parking assembly also includes a locking assembly for controlling the locking of the rotating part.

[0022] By adopting the above technical solution, during the vehicle braking process, the sliding member is driven to move, thereby causing the rotating member to rotate, and the movable cylinder slides in the installation cylinder, without affecting the normal operation of the vehicle's original braking system.

[0023] Optionally, the locking assembly includes a connecting cylinder, a piston assembly, an elastic member, a locking disk A and a locking disk B. The connecting cylinder is connected between the base and the mounting cylinder, the locking disk B is arranged in the connecting cylinder, the locking disk A is sleeved on the rotating member and rotates synchronously with the rotating member, the locking disk B is sleeved on the rotating member and is rotatably connected to the rotating member, and the elastic member pushes the locking disk B toward the locking disk A. When the locking disk B abuts against the locking disk A, the locking disk B and the locking disk A are locked. The piston is installed in the connecting cylinder and air is taken in through the product air inlet. After the piston chamber reaches the set pressure, it pushes the locking disk B of the parking assembly, so that the locking disk B and the locking disk A are separated. The locking assembly also includes a positioning assembly that locks the locking disk B and the locking disk A relative to each other and prevents the locking disk B and the locking disk A from rotating.

[0024] By adopting the above technical solution, when the air pressure in the train pipe (brake main pipe) rises to the set pressure (to ensure that the vehicle has the ability to brake again during the ramp restart process), the brake main pipe begins to charge the piston chamber, and under the action of this pressure, the locking disk B is pushed in the direction away from the locking disk A. At this time, the elastic part of the locking disk B is compressed; when the vehicle brakes to a stop, the brake main pipe is emptied, that is, when the gas in the piston chamber is emptied, the elastic part loses the external thrust and pushes the locking disk B to move closer to the locking disk A, so that the locking disk A and the locking disk B are relatively locked, and the rotating part stops rotating. At this time, the relative position of the rotating part is fixed, so that the brake cylinder bellows rod does not retreat and the automatic parking braking force is maintained.

[0025] Optionally, the positioning assembly includes a plurality of connecting ears fixed to the side wall of the locking disk B, and a plurality of guide grooves are opened axially on the inner wall of the connecting tube, which correspond to the connecting ears and enable the connecting ears to move along the guide grooves. One end of the piston assembly is installed on the base, and the other end is connected to one end of the locking disk B.

[0026] By adopting the above technical solution, the connecting ears slide in the corresponding guide grooves to prevent the locking disk B from rotating in the connecting cylinder. The provision of multiple groups of connecting ears and guide grooves increases the fluidity and stability of the overall structure.

[0027] Optionally, the piston assembly includes a diaphragm, the inner side of which is fixed in the piston assembly, and the outer side of which is fixed between the connecting tube and the base. The piston assembly and the base form a piston cavity, and the train pipe wind pressure is used as the power source of the locking assembly to achieve locking and releasing of the assembly.

[0028] Optionally, a driving groove is provided on the connecting tube, a wedge block is slidably provided on the driving groove, the connecting ear abuts against the inclined surface of the wedge block, a manual rotating ring is rotatably connected to the connecting tube, and several wedge blocks are fixed in the manual rotating ring. The wedge block is driven to rotate by rotating the manual rotating ring, so that the connecting ear slides on the inclined surface of the wedge block, thereby manually separating the locking disk B and the locking disk A.

[0029] By adopting the above technical solution, the manual rotating ring is rotated to drive the wedge block to rotate, so that the connecting ear slides on the inclined surface of the wedge block, pushing the connecting ear to drive the locking disk B to move away from the locking disk A, thereby manually separating the locking disk B and the locking disk A to achieve manual unlocking.

[0030] In summary, the present application includes at least one of the following beneficial technical effects: when the train pipe is filled with air to a set pressure (to ensure that the vehicle has the ability to brake twice after relief when starting on a slope), the brake main pipe begins to charge the piston chamber. Under the action of this pressure, the piston chamber pushes the locking disc B of the parking assembly, so that the locking disc B and the locking disc A are separated. At this time, the railway vehicle is in a normal operating state and does not affect the original braking system of the vehicle; after braking to stop, the air pressure in the brake main pipe is emptied, and the parking piston chamber is emptied accordingly, so that the locking disc B moves close to the locking disc A driven by the elastic member, and the locking disc A and the locking disc B are relatively locked, and the railway vehicle is automatically parked. This system can effectively prevent the vehicle from slipping away, greatly improving the safety and reliability of the railway vehicle; at the same time, due to its small size, light weight and easy installation, it solves the problem that the existing automatic parking device cannot adapt to the vehicle model with a floating integrated braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present application.

[0032] Figure 2 It is a cross-sectional view of an embodiment of the present application.

[0033] Figure 3 This is a schematic diagram of the connection structure of the wedge block used to illustrate an embodiment of the present application.

[0034] Figure numerals: 1. base; 2. mounting cylinder; 3. movable cylinder; 4. rotating part; 5. sliding part; 6. mounting part; 7. connecting cylinder; 8. elastic part; 9. locking disk A; 10. locking disk B; 11. connecting ear; 12. guide groove; 13. driving groove; 14. wedge block; 15. manual rotating ring; 17. diaphragm. DETAILED DESCRIPTION

[0035] Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings.

[0036] Throughout this specification, reference to the terms "certain embodiments," "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0037] The present application discloses an automatic parking device for railway vehicles. Figure 1 and Figure 2 , including a mounting assembly and a parking assembly, the mounting assembly is connected to the vehicle, the parking assembly is connected to the mounting assembly, the mounting assembly includes a connecting part and a movable part, the end of the movable part is fixed with a mounting part 6, the mounting part 6 is connected to the vehicle's basic braking device, the parking assembly is used to control the movable part to move toward or away from the connecting part, and the driving assembly is also used to control the locking and unlocking of the movable part.

[0038] Reference Figure 1 and Figure 2 The connecting part includes a base 1 and a mounting cylinder 2 connected to the base 1, the movable part includes a movable cylinder 3, the mounting member 6 is fixedly connected to the end of the movable cylinder 3, and the movable cylinder 3 is slidably arranged in the mounting cylinder 2 and can slide along the axial direction of the mounting cylinder 2.

[0039] Reference Figure 1 and Figure 2 The parking assembly includes a rotating part 4 and a sliding part 5 that are inserted into and coaxial with the movable cylinder 3. The rotating part 4 is preferably a screw rod, and the sliding part 4 is preferably a nut structure. The sliding part 4 also includes a flange sleeved on the outside of the screw rod 4 and at least one bearing. The flange is fixedly connected to the movable cylinder 3 by screws or bolts. The flange drives the movable cylinder 3 to slide. The bearing is installed between the rotating part 4 and the mounting cylinder 2 and is used to support the rotating part 4. During the vehicle braking process (the train pipe is inflated with air and the parking lock is not applied), the sliding part 5 is driven to move, thereby causing the rotating part 4 to rotate, and the movable cylinder 3 slides in the mounting cylinder 2, which does not affect the normal operation of the vehicle's original braking system.

[0040] Reference Figure 2 and Figure 3The parking assembly also includes a locking assembly for controlling the locking of the rotating member 4. The locking assembly includes a connecting cylinder 7, a piston assembly, an elastic member 8, a locking disk A9 and a locking disk B10. The connecting cylinder 7 is connected between the base 1 and the mounting cylinder 2, and is fixedly connected to the base 1 and the mounting cylinder 2. The locking disk B10 is arranged in the connecting cylinder 7. The locking disk A9 is sleeved on the rotating member 4 and rotates synchronously with the rotating member 4. The locking disk B10 is sleeved on the rotating member 4 and is rotatably connected to the rotating member 4. The elastic member 8 pushes the locking disk B10 toward the locking disk A9. When the locking disk B10 abuts against the locking disk A, the locking disk B10 and the locking disk A9 are locked to prevent relative movement between the two. The locking disk B10 and the locking disk A9 can use ratchet disks. Elastic member 8 is preferably a spring. The piston is mounted within connecting tube 7 and connected to the train pipe via the air inlet. When the train pipe is inflated to a set pressure, that is, when the vehicle has the ability to brake after a secondary release, the air pressure from the train pipe enters the piston chamber, pushing the locking plate B10 of the parking assembly, causing it to separate from the locking plate A9. At this point, movable tube 3 drives sliding member 5, which in turn rotates rotating member 4, allowing the braking system to operate normally. When the train pipe is exhausted, the elastic member 8 pushes locking plate B10 toward locking plate A9, locking it with it. At this point, rotating member 4 is locked, achieving the parking function.

[0041] Reference Figure 2 and Figure 3 The locking assembly also includes a positioning assembly that enables the locking disk B10 to engage with the locking disk A9 and prevents the locking disk B10 and the locking disk A9 from rotating. The positioning assembly includes a plurality of connecting ears 11 fixed to the side wall of the locking disk B10. The plurality of connecting ears 11 are evenly distributed along the circumference of the locking disk B10. The inner wall of the connecting tube 7 is provided with a plurality of guide grooves 12 along the axial direction. The guide grooves 12 correspond one-to-one to the connecting ears 11. The connecting ears 11 are slidably arranged in the guide grooves 12 and slide along the length direction of the guide grooves 12. One end of the piston assembly is mounted on the base 1, and the other end is connected to the locking disk B10.

[0042] When the piston chamber reaches the set pressure, the elastic member 8 pushes the locking plate B10 to separate from the locking plate A9; when the gas in the piston chamber is exhausted, the elastic member 8 pushes the locking plate B10 to move toward the locking plate A9, the locking plate A9 and the locking plate B10 engage, the rotating member 4 stops rotating, the movable cylinder 3 and the mounting cylinder 2 are relatively fixed, and the length of the rotating member parking device is fixed, so that the brake cylinder bellows rod does not retreat and the automatic parking braking force is maintained.

[0043] Reference Figure 2 and Figure 3 The piston assembly includes a diaphragm 17, the inner side of which is fixed in the piston assembly, and the outer side is fixed between the connecting cylinder 7 and the base 1. The piston assembly and the base 1 form a piston cavity, and the train pipe air pressure is used as the power source of the locking assembly to achieve the locking and disconnection of the assembly.

[0044] Reference Figure 2 and Figure 3 , a plurality of driving grooves 13 are provided on the connecting tube 7, which extend circumferentially along the connecting tube 7 and radially penetrate the connecting tube 7. The driving grooves 13 correspond to the connecting ears 11 one by one, and a wedge block 14 is slidingly arranged in the driving groove 13. The connecting ear 11 abuts on the inclined surface of the wedge block 14. A manual rotating ring 15 is provided on the connecting tube 7, and the manual rotating ring 15 is rotatably connected to the connecting tube 7. A plurality of wedge blocks 14 are fixed in the manual rotating ring 15. By rotating the manual rotating ring 15 and driving the wedge block 14 to rotate, the connecting ear 11 slides on the inclined surface of the wedge block 14, thereby causing the locking disk B10 to move in a direction away from the locking disk A9, and the locking disk B10 is manually separated from the locking disk A9, thereby achieving the purpose of manual unlocking.

[0045] The implementation principle of the embodiment of the present application is as follows: when the train pipe is filled with air to a set pressure (to ensure that the vehicle has the ability to brake twice after relief when starting on a slope), the brake main pipe begins to charge the piston chamber. Under the action of this pressure, the piston chamber pushes the locking disc B10 of the parking assembly, so that the locking disc B10 and the locking disc A9 are separated, and the elastic part is compressed. At this time, the railway vehicle is in a normal operating state and does not affect the original braking system of the vehicle; after braking to stop, the train pipe is emptied, and the parking piston chamber is emptied accordingly, so that the locking disc B10 moves towards the locking disc A9 driven by the elastic part, and the locking disc A9 and the locking disc B10 are locked, and the railway vehicle is automatically parked, effectively preventing the vehicle from slipping, greatly improving the safety, reliability and efficiency of the railway vehicle anti-skid operation; at the same time, due to its small size, light weight and easy installation, it solves the problem that the existing automatic parking device cannot adapt to the vehicle model with a floating integrated braking system.

[0046] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An automatic parking device for railway vehicles, characterized in that: The invention comprises a mounting assembly and a parking assembly, wherein the mounting assembly is connected to the vehicle, and the parking assembly is connected to the mounting assembly. The mounting assembly comprises a connecting portion and a movable portion. The parking assembly is used to control the movable portion to move toward or away from the connecting portion, and simultaneously controls the locking and unlocking of the movable portion. A mounting member (6) is provided at the end of the movable portion, and the mounting member (6) is connected to the vehicle base brake device.

2. The automatic parking device for railway vehicles according to claim 1, characterized in that: The connecting portion comprises a base (1) and a mounting cylinder (2) connected to the base (1); the movable portion comprises a movable cylinder (3) slidably arranged in the mounting cylinder (2) and sliding along the axial direction of the mounting cylinder (2); a mounting member (6) is fixed to the end of the movable cylinder (3); the mounting cylinder (2) and the movable cylinder (3) are provided with a predetermined movable distance; when the parking assembly is not locked, the mounting cylinder (2) and the movable cylinder (3) move within the predetermined movable distance without affecting the original braking system of the vehicle; when the vehicle is braked to a stop and the parking assembly is locked, the mounting cylinder (2) and the movable cylinder (3) cannot move relative to each other, thereby achieving parking.

3. The automatic parking device for railway vehicles according to claim 2, characterized in that: The parking assembly comprises a screw-nut substructure, the screw-nut substructure comprises a rotating member (4) and a sliding member (5), the sliding member (5) is fixedly connected to the movable cylinder (3), and the parking assembly further comprises a locking assembly for controlling the locking of the rotating member (4).

4. The automatic parking device for railway vehicles according to claim 3, characterized in that: The locking assembly comprises a connecting cylinder (7), a piston assembly, an elastic member (8), a locking disk A (9) and a locking disk B (10); the connecting cylinder (7) is connected between the base (1) and the mounting cylinder (2); the locking disk B (10) is arranged in the connecting cylinder (7); the locking disk A (9) is sleeved on the rotating member (4) and rotates synchronously with the rotating member (4); the locking disk B (10) is sleeved on the rotating member (4) and is rotatably connected to the rotating member (4); the elastic member (8) pushes the locking disk B (10) to move toward the locking disk A (9); When the locking disc B (10) abuts against the locking disc A (9), the locking disc B (10) and the locking disc A (9) are locked, the piston assembly is installed in the connecting cylinder (7) and air is taken in through the product air inlet and the connecting train pipe. After the piston chamber reaches the set pressure, the locking disc B (10) of the parking assembly is pushed, so that the locking disc B (10) and the locking disc A (9) are separated. The locking assembly also includes a positioning assembly that locks the locking disc B (10) and the locking disc A (9) relative to each other and prevents the locking disc B (10) and the locking disc A (9) from rotating.

5. The automatic parking device for railway vehicles according to claim 4, characterized in that: The positioning assembly includes a plurality of connecting ears (11) fixed to the side wall of the locking disk B (10), and a plurality of guide grooves (12) are opened in the axial direction on the inner wall of the connecting cylinder (7). The guide grooves (12) correspond to the connecting ears (11) and enable the connecting ears (11) to move along the guide grooves (12). One end of the piston assembly is installed on the base (1), and the other end is connected to one end of the locking disk B (10).

6. The automatic parking device for railway vehicles according to claim 5, characterized in that: The piston assembly comprises a diaphragm (17), the inner side of the diaphragm (17) being fixed in the piston assembly and the outer side being fixed between the connecting cylinder (7) and the base (1). The piston assembly and the base (1) form a piston cavity, and the air pressure of the train pipe is used as the power source of the locking assembly to achieve locking and releasing of the assembly.

7. The automatic parking device for railway vehicles according to claim 6, characterized in that: The connecting tube (7) is provided with a driving groove (13), a wedge block (14) is slidably provided on the driving groove (13), the connecting ear (11) abuts against the inclined surface of the wedge block (14), the connecting tube (7) is rotatably connected with a manual rotating ring (15), a plurality of the wedge blocks (14) are fixed in the manual rotating ring (15), and the wedge blocks (14) are driven to rotate by rotating the manual rotating ring (15), so that the connecting ear (11) slides on the inclined surface of the wedge block (14), thereby manually separating the locking disk B (10) and the locking disk A (9).

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