Railway wagon, air brake system and air and empty wagon adjusting device thereof

Abstract

The present application discloses a railway wagon, an air brake system thereof and a light-heavy wagon adjusting device. The light-heavy wagon adjusting device comprises a valve body, a main piston, a sensing arm and a plunger. The main piston is arranged in a first moving space of the valve body and moves in a first direction. The first end of the main piston extends out of the valve body, and the second end divides the first moving space into a first cavity and a second cavity. The first cavity is in communication with a first channel of the valve body, and the second cavity is in communication with the atmosphere. One end of the sensing arm is hinged to the first end of the main piston. The plunger is arranged in the valve body, and one end of the plunger is limitingly connected to the main piston. The plunger and the main piston move in the first direction at a preset position, so that the first channel is switched from being in communication with the second channel to being in communication with a third channel. The on-off of the first channel with the second channel and the third channel is realized by the movement of the plunger and the main piston, without manual operation, thereby reducing the operation difficulty and improving the adjusting efficiency.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle braking, and in particular to a railway freight car and its air braking system and empty / loaded car adjustment device. Background Technology

[0002] A railway freight car air braking system generally includes a control valve, a brake cylinder, and an air cylinder. The control valve responds to locomotive control signals, including braking and releasing signals. During braking, the control valve directs the air cylinder to supply air to the brake cylinder, outputting corresponding brake cylinder pressure. Under this pressure, the brake cylinder brakes the vehicle.

[0003] Because railway freight cars have a high empty-to-load ratio, if the same brake cylinder pressure is used for both empty and loaded conditions, there will be problems such as insufficient braking capacity for loaded cars leading to excessively long braking distances, or excessive braking capacity for empty cars leading to wheel lock-up and abrasion. Therefore, to ensure the safe operation of railway freight cars, they are usually equipped with empty-to-load adjustment devices.

[0004] The empty / loaded car adjustment device is installed between the control valve and the brake cylinder. The empty / loaded car adjustment device can detect the load status of railway freight cars and reasonably set the brake cylinder pressure of empty and loaded railway freight cars. This is to ensure that the braking force of loaded cars meets the requirements for emergency stopping at the specified distance, while also reasonably reducing the braking force of empty cars so that the wheels will not lock up and cause abrasion when the cars are empty.

[0005] Currently, the switching between empty and loaded vehicle operation modes is done manually by the empty vehicle adjustment device, which is complicated and inefficient, thus affecting transportation efficiency. Summary of the Invention

[0006] In view of this, the present invention provides an empty / loaded car adjustment device that can automatically detect the empty and loaded conditions of a vehicle, thereby controlling the braking force of the brake cylinder, reducing operational difficulty, improving operational efficiency, and thus improving transportation efficiency. Furthermore, the present invention also provides an air braking system for a railway freight car equipped with the above-mentioned empty / loaded car adjustment device, and a railway freight car.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] An empty / loaded vehicle adjustment device includes: a valve body having a first moving space, a first channel, a second channel, and a third channel; a main piston disposed within the first moving space and capable of moving along a first direction within the first moving space, a first end of the main piston extending outward from the valve body along the first direction, and a second end of the main piston dividing the first moving space into a first cavity and a second cavity, the first cavity communicating with the first channel, the second cavity communicating with the atmosphere, and the second cavity being closer to the first end of the main piston than the first cavity;

[0009] A sensing arm, one end of which is hinged to the first end of the main piston, and the other end of the sensing arm is driven to change height as the main piston moves; a plunger, which is disposed in the valve body, and one end of the plunger along the first direction is capable of being limitedly connected to the main piston; the plunger moves along the first direction with the main piston at a preset position, so that the first channel switches from being connected to the second channel to being connected to the third channel;

[0010] The first direction is the axial direction of the main piston.

[0011] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the plunger has a first annular groove and a second annular groove, and both sides of the first annular groove and the second annular groove have sealing rings along the first direction;

[0012] The valve body has a fifth channel, one end of which is connected to the first cavity;

[0013] In its initial position, the first annular groove connects the first channel and the second channel, and the second annular groove connects the third channel to the outside atmosphere. As the plunger moves toward the main piston along the first direction, the first annular groove cuts off the connection between the first channel and the second channel, and the second annular groove switches to connect the third channel and the fifth channel.

[0014] Preferably, the above-mentioned empty / loaded vehicle adjustment device further includes a clamp valve, which can open and close the connection between the first channel and the second channel.

[0015] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the valve body further has a second moving space and a fourth channel, and the plunger can seal and isolate the first moving space and the second moving space;

[0016] The empty / loaded vehicle adjustment device also includes a proportional piston, which is disposed within the second moving space and is capable of moving within the second moving space along a first direction. One end of the proportional piston along the first direction divides the second moving space into a first part and a second part that are independent of each other. The first part is farther away from the plunger than the second part. The other end of the proportional piston along the first direction is sealed and isolated from the first annular groove. The second part is in communication with the outside atmosphere.

[0017] In its initial position, the fourth channel connects the first part to the outside atmosphere; as the plunger moves along the first direction toward the main piston, the fourth channel switches to connect the first part with the first annular groove.

[0018] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the plunger has a third annular groove, and the third annular groove has sealing rings on both sides along the first direction; in the initial position state, the fourth channel connects the first part and the third annular groove, and the third annular groove is connected to the outside atmosphere;

[0019] The first annular groove, the third annular groove, and the second annular groove are arranged sequentially from the proportional piston to the main piston along the first direction.

[0020] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the clamp valve is disposed between the proportional piston and the plunger; the proportional piston can move along the first direction toward the clamp valve and can drive the clamp valve body of the clamp valve to move, so that the sealing shield connected to the clamp valve body can block the valve port formed by the clamp valve body and the inner wall of the valve body, and the valve port is used to connect the first channel and the second channel.

[0021] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the main piston and the plunger are connected by a limiting member, and one end of the limiting member along the first direction is fixedly connected to the plunger;

[0022] The main piston has a first receiving cavity, and the opening of the first receiving cavity has a limiting flange; the other end of the limiting member extends into the first receiving cavity along the first direction, and the limiting member has a limiting protrusion that can abut against the limiting flange.

[0023] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the main piston extends out of one end of the valve body and is sealed to the valve body through a first elastic seal; and / or, the main piston is sealed to the inner wall of the valve body through a second elastic seal, so that the first moving space is divided into the first cavity and the second cavity.

[0024] Preferably, in the above-mentioned empty / loaded vehicle adjustment device, the sensing arm includes: a hinge section, a transmission section, and a detection element; one end of the hinge section is hinged to the valve body, the other end of the hinge section is fixedly connected to the transmission section, and any position between the two ends of the hinge section is hinged to the main piston.

[0025] The transmission section is arranged at an angle relative to the hinge section, and the detection element is provided at the end of the transmission section away from the hinge section.

[0026] An air braking system for a railway freight car includes: an empty / loaded car adjustment device, a control valve, a brake cylinder, a pressure-reducing air cylinder, and a detection reference; the empty / loaded car adjustment device is any one of the empty / loaded car adjustment devices described above, and the empty / loaded car adjustment device is fixed to the body of the railway freight car, and the detection reference is fixed to the bogie of the railway freight car; the sensing arm of the empty / loaded car adjustment device can abut against the detection reference, limiting the rotation angle of the sensing arm; a first channel of the empty / loaded car adjustment device is connected to the control valve, a second channel of the empty / loaded car adjustment device is connected to the brake cylinder, and a third channel of the empty / loaded car adjustment device is connected to the pressure-reducing air cylinder.

[0027] A railway freight car includes an air braking system, wherein the air braking system is the air braking system described above.

[0028] This invention discloses an empty / loaded vehicle adjustment device. During the movement of the main piston along a first direction, the movement of the plunger and proportional piston can be used to ensure that the first channel is connected only to the second channel, or the first channel is connected only to the third channel. This means that the control valve is connected only to the brake cylinder, or only to the pressure-reducing air cylinder, to meet the braking pressure requirements for both loaded and empty vehicle conditions.

[0029] Since the opening and closing of the first, second, and third channels are achieved by the movement of the plunger and proportional piston, no manual operation is required. Therefore, automatic control is realized, replacing manual operation. This reduces the difficulty of operation, improves the adjustment efficiency, and thus improves the transportation efficiency. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 A schematic diagram of the structure of a railway freight car air braking system disclosed in the prior art;

[0032] Figure 2 This is a front sectional view of the empty / loaded vehicle adjustment device disclosed in an embodiment of the present invention;

[0033] Figure 3 for Figure 2 A magnified view of part A in the image;

[0034] Figure 4 This is a schematic diagram of the structure of the air braking system for railway freight cars disclosed in an embodiment of the present invention;

[0035] Figure 5 This is a high-pressure gas distribution diagram of the empty / loaded car adjustment device disclosed in an embodiment of the present invention under loaded car conditions;

[0036] Figure 6 This is a high-pressure gas distribution diagram of the empty / loaded car adjustment device disclosed in an embodiment of the present invention under empty car operating conditions. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0039] A railway freight car air braking system generally includes a control valve, a brake cylinder, and an air cylinder. The control valve responds to locomotive control signals, including braking and releasing the brakes. During braking, the control valve directs the air cylinder to supply air to the brake cylinder, outputting corresponding brake cylinder pressure. Under this pressure, the brake cylinder brakes the vehicle.

[0040] Because railway freight cars have a high empty-to-load ratio, if the same brake cylinder pressure is used for both empty and loaded conditions, there will be issues such as insufficient braking force for loaded cars leading to excessively long braking distances, or excessive braking force for empty cars causing wheel lock-up and abrasion. Therefore, to ensure the safe operation of railway freight cars, they are typically equipped with an empty / load adjustment device. This device is installed between the control valve and the brake cylinder. It detects the load condition of the freight car and appropriately sets the brake cylinder pressure for both empty and loaded cars. This ensures that the braking force of the loaded car meets the requirements for emergency stopping at the specified distance, while also appropriately reducing the braking force of the empty car to prevent wheel lock-up and abrasion during empty operation.

[0041] like Figure 1 As shown, during the decompression process of train pipe 0100, i.e. the locomotive is in the braking process, control valve 0300 will enter the braking position, controlling auxiliary air cylinder 0200 to charge compressed air into brake cylinder 0400 to generate braking effect.

[0042] The current empty / loaded car adjustment device 0500 includes: a shift valve 051, a safety valve 052, and a pressure-reducing air cylinder 053. When the car is in a loaded condition, the railway freight car requires higher brake cylinder pressure. In this case, the shift valve 051 must be manually closed to allow all the compressed air from the auxiliary air cylinder 0200 to enter the brake cylinder 0400. When the railway freight car is in an empty condition, the railway freight car requires lower brake cylinder pressure. In this case, the shift valve 051 must be manually opened to connect the pressure-reducing air cylinder 053 to the brake cylinder 0400. The compressed air from the auxiliary air cylinder 0200 enters both the brake cylinder 0400 and the pressure-reducing air cylinder 053, acting as a pressure divider and reducing the pressure in the brake cylinder 0400 compared to the loaded condition.

[0043] Safety valve 052 has a threshold value. When the pressure in brake cylinder 0400 exceeds the threshold value of safety valve 052, safety valve 052 will open, allowing the pressure inside brake cylinder 0400 to be released to the atmosphere. When the pressure in brake cylinder 0400 falls below the threshold value of safety valve 052, safety valve 052 will close again, thus ensuring that the no-load pressure is not too high.

[0044] As can be seen from the above process, the empty / loaded car adjustment device has two working states: loaded car working state and empty car working state. Currently, the switching between the two states of the empty / loaded car adjustment device is done manually, which is complicated, inefficient, and affects transportation efficiency.

[0045] Furthermore, regardless of whether the vehicle is empty or loaded, it requires a minimum brake cylinder pressure to ensure basic braking capability. However, under empty conditions, the current empty / loaded vehicle adjustment device reduces the minimum brake cylinder pressure output by the control valve to the brake cylinder due to the pressure reduction of the air cylinder.

[0046] Based on the above-mentioned technical problems, this embodiment discloses an empty / loaded vehicle adjustment device. This empty / loaded vehicle adjustment device can automatically detect the empty and loaded conditions of the vehicle, and then control the pressure of the brake cylinder without manual operation, thereby reducing the difficulty of operation, improving the adjustment efficiency, and ensuring transportation efficiency.

[0047] like Figure 2 As shown, the empty / loaded vehicle adjustment device 100 of this embodiment includes: valve body 11, main piston 12, first return spring 13, limiting member 14, plunger 15, clamp valve 16, second return spring 17, proportional piston 18 and sensing arm 2. Figure 3In the middle, the valve body 11 has a first channel 01, a second channel 02, a third channel 03, a fourth channel 04, a fifth channel 05, a sixth channel 06 and a seventh channel 07.

[0048] Figure 2 In the middle, the valve body 11 is provided with a first moving space 111 and a second moving space 112.

[0049] The main piston 12 is disposed within the first moving space 111 and extends along a first direction, and the main piston 12 is movable within the first moving space 111 along the first direction. Optionally, the first moving space 111 and the second moving space 112 are distributed along the first direction. It is understood that the first direction in this document is the axial direction of the main piston 12.

[0050] The proportional piston 18 is disposed within the second moving space 112 and is capable of moving within the second moving space 112 in a first direction.

[0051] Specifically: one end of the main piston 12 extends out of the valve body 11 and is hinged to the sensing arm 2; the other end has a first accommodating cavity, one end of the limiting member 14 extends into the first accommodating cavity and can move relative to the main piston 12 in a first direction.

[0052] During the movement of the main piston 12 along the first direction, it can abut against the limiting member 14, pulling the limiting member 14 to move synchronously with the main piston 12. Optionally, the opening of the first accommodating cavity has a limiting flange, and the end of the limiting member 14 extending into the first accommodating cavity has a limiting protrusion. The limiting protrusion of the limiting member 14 can abut against the limiting flange of the main piston 12, realizing the limiting connection between the main piston 12 and the limiting member 14 along the first direction, thereby enabling the limiting member 14 to move away from the limiting member 14 along the first direction with the main piston 12. That is, during the movement of the main piston 12 relative to the limiting member 14 along the first direction, the limiting flange abuts against the first accommodating cavity, causing the main piston 12 to drive the limiting member 14 to move synchronously.

[0053] In some embodiments, one end of the main piston 12 extends outward from one end of the valve body 11 and is sealed to the valve body 11 by a first elastic seal 191 to ensure the sealing of the valve body 11. The first elastic seal 191 includes, but is not limited to, a rubber material; any material capable of elastic deformation is within the protection range.

[0054] The portion of the main piston 12 located within the first moving space 111 is connected to the inner wall of the valve body 11 via the second elastic seal 192, thereby dividing the first moving space 111 into two independent first cavities and a second cavity along the first direction. The main piston 12 is located in the second cavity, and the limiting member 14 is located in the first cavity.

[0055] A first return spring 13 is sleeved on the outer side of the main piston 12, with one end of the first return spring 13 abutting against the main piston 12 and the other end abutting against the inner wall of the valve body 11. During the movement of the main piston 12 away from the limiting member 14 along the first direction, the first return spring 13 is compressed and deformed; after the external force driving the main piston 12 to move is removed, the main piston 12 returns to its initial position under the elastic force of the first return spring 13. It should be noted that during the movement of the main piston 12 along the first direction, it drives the sensing arm 2 to rotate around the hinge point with the main piston 12.

[0056] The proportional piston 18 is connected to the inner wall of the valve body 11 via a third elastic seal 193, and the third elastic seal 193 divides the second moving space 112 into a first part and a second part that are isolated from each other along the first direction. The proportional piston 18 is located in the second part, and the first part is connected to the fourth channel 04. Optionally, the fourth channel 04 is a cavity channel surrounding the valve body 11.

[0057] The sandwich valve 16 is disposed in the second moving space 112 and located at one end of the proportional piston 18 near the main piston 12. The sandwich valve 16 can connect the first channel 01 and the second channel 02 on and off.

[0058] Combination Figure 2 and Figure 3 As shown, the sandwich valve 16 includes a sandwich valve body 161 and a shielding seal 162.

[0059] One end of the sandwich valve body 161 along the first direction is abutted and connected to the proportional piston 18, and the other end of the sandwich valve body 161 along the first direction is provided with a shielding seal 162, and a valve port 163 is formed between the sandwich valve body 161 and the valve body 11.

[0060] During the movement of the sandwich valve 16 in the first direction, the shielding seal 162 can seal and shield the valve port 163 of the sandwich valve 16, that is, cut off the connection between the first channel 01 and the second channel 02.

[0061] Optionally, the proportional piston 18 has a second receiving cavity at one end near the main piston 12, and a second return spring 17 is disposed in the second receiving cavity of the proportional piston 18. The second return spring 17 extends along the first direction, and one end of the second return spring 17 abuts against the wall of the second receiving cavity, while the other end of the second return spring 17 abuts against the clamp valve 16.

[0062] As the proportional piston 18 moves toward the sandwich valve 16, it will squeeze the second return spring 17. After the external force driving the proportional piston 18 to move is removed, the proportional piston 18 can move back to the initial position under the action of the second return spring 17.

[0063] A plunger 15 is disposed inside the valve body 11, and the axis of the plunger 15 extends along a first direction to seal and divide the first moving space 111 and the second moving space 112. One end of the plunger 15 along the first direction is fixedly connected to the limiting member 14, and the other end of the plunger 15 along the first direction can abut against the sandwich valve 16. Since the plunger 15 is fixedly connected to the limiting member 14, and the limiting member 14 can be limited and connected to the main piston 12, the main piston 12 can drive the plunger 15 to move along the first direction away from the sandwich valve 16, so that a sealed space is formed between the plunger 15 and the sandwich valve 16.

[0064] Optionally, the axis of the plunger 15, the axis of the main piston 12, and the axis of the proportional piston 18 are collinear.

[0065] See Figure 3 As shown, in this embodiment, the plunger 15 is fitted with a sealing ring along the first direction. The sealing ring is used to seal the inner wall of the plunger 15 and the valve body 11, thereby achieving a relative seal between the first moving space 111 and the second moving space 112. The number of sealing rings can be set according to different needs, and all are within the protection range.

[0066] Optionally, the plunger 15 is provided with three seals, namely a first seal 151, a second seal 152 and a third seal 153.

[0067] The first sealing ring 151, the second sealing ring 152, and the third sealing ring 153 are arranged sequentially along the axial direction of the plunger 15.

[0068] Figure 3 In this design, a third annular groove 154 is provided between the first sealing ring 151 and the second sealing ring 152, and a second annular groove 155 is provided between the second sealing ring 152 and the third sealing ring 153. Furthermore, the diameter of the plunger 15 on the side of the first sealing ring 151 away from the third annular groove 154 is smaller than the diameter of the plunger 15 at the third annular groove 154, thus forming a first annular groove 156 between the side of the first sealing ring 151 away from the third annular groove 154 and the sandwich valve 16.

[0069] Specifically, the third annular groove 154 and the second annular groove 155 are arranged sequentially along the proportional piston 18 toward the main piston 12, and the distance between the third annular groove 154 and the second annular groove 155 can be set according to the positions of the fourth channel 04 and the third channel 03.

[0070] Combination Figure 2 and Figure 3As shown, the first channel 01, the second channel 02, the third channel 03 and the fifth channel 05 of the valve body 11 are arranged sequentially along the proportional piston 18 toward the main piston 12. One end of the fourth channel 04 is connected to the first part of the second moving space 112, and the other end is located between the second channel 02 and the third channel 03.

[0071] Specifically, the first channel 01 is connected to the second accommodating cavity of the proportional piston 18, meaning the first channel 01 can connect to the space between the proportional piston 18 and the clamp valve 16. The first channel 01 can also connect to the first cavity of the first moving space 111 via the seventh channel 07. The second channel 02 is connected to the first annular groove 156, and when the clamp valve 16 is in the conducting state, the first channel 01 and the second channel 02 can connect through the clamp valve 16. The third channel 03 and the fourth channel 04 have different connection relationships depending on the moving position of the plunger 15, which will be explained later. The fifth channel 05 is connected to the first cavity of the first moving space 111. The sixth channel 06 is connected to the outside atmosphere. The second part of the second moving space 112 and the second cavity of the first moving space 111 are both connected to the outside atmosphere.

[0072] In this embodiment, when the plunger 15 is in its initial position, i.e., when it is in contact with the clamp valve 16: the third annular groove 154 is connected to the sixth channel 06 and the fourth channel 04, meaning the first part of the second moving space 112 is connected to the outside; the second annular groove 155 is connected to the sixth channel 06 and the third channel 03, meaning the third channel 03 is connected to the outside; the first annular groove 156 is connected to the first channel 01 and the second channel 02 via the clamp valve 16. The second part of the second moving space 112 is connected to the sixth channel 06, meaning the second part of the second moving space 112 is connected to the outside atmosphere.

[0073] The plunger 15 moves along the first direction away from the clamp valve 16 to a preset position, and the positions of the third annular groove 154 and the second annular groove 155 change: the third annular groove 154 communicates with the sixth channel 06; the second annular groove 155 is sealed and isolated from the sixth channel 06 by the second sealing ring 152, the second annular groove 155 communicates with the third channel 03, and the fifth channel 05 communicates with the second annular groove 155; the first annular groove 156 is sealed and isolated from the sixth channel 06 by the first sealing ring 151, and the first annular groove 156 communicates with the second channel 02 and the fourth channel 04, and the first channel 01 is sealed and isolated from the first annular groove 156 by the clamp valve 16. The second part of the second moving space 112 communicates with the sixth channel 06, that is, the second part of the second moving space 112 is connected to the outside atmosphere.

[0074] Based on the structure of the empty / loaded vehicle adjustment device 100 described above, it can be seen that during the movement of the plunger 15, the connection between the third channel 03 and the fourth channel 04 will be changed, so that the high-pressure gas injected into the empty / loaded vehicle adjustment device 100 from the first channel 01 will enter the second channel 02 or the third channel 03. In addition, the movement distance of the main piston 12 along the first direction will change the rotation angle of the sensing arm 2.

[0075] Figure 2 The sensing arm 2 in the middle includes: a hinge section 21, a transmission section 22, and a detection element 23.

[0076] The hinge section 21 is hinged to the valve body 11 at the end furthest from the transmission section 22, the hinge section 21 is hinged to the main piston 12 at the middle position, and the hinge section 21 is fixedly connected to the transmission section 22 at the end closest to the transmission section 22.

[0077] The transmission section 22 and the hinge section 21 are arranged at an angle so that the height of the transmission section 22 can be changed during the rotation of the hinge section 21 around the position where it is hinged to the main piston 12.

[0078] Based on the above structure, it can be seen that during the movement of the main piston 12 of the empty / loaded vehicle adjustment device 100 in the first direction, the plunger 15 and the proportional piston 18 can be used to make the first channel 01 only connected to the second channel 02, or the first channel 01 only connected to the third channel 03.

[0079] Since the switching between the first channel 01 and the second channel 02 and the third channel 03 is achieved by the movement of the plunger 15 and the proportional piston 18, no manual operation is required. Therefore, automatic control is achieved, replacing manual operation. This reduces the difficulty of operation, improves the adjustment efficiency, and thus improves the transportation efficiency.

[0080] In order to achieve that the first channel 01 is only connected to the second channel 02, or the first channel 01 is only connected to the third channel 03, the distance that the shielding seal 162 moves from its initial position to the shielding valve port 163 along the first direction in this embodiment is the same as the distance that the second annular groove 155 of the plunger 15 moves from being connected to the third channel 03 to being connected to the fifth channel 05 along the first direction, so that the empty and loaded vehicle adjustment device 100 is a two-stage adjustment valve structure, that is, the empty and loaded vehicle adjustment device 100 has only two levels: empty vehicle brake cylinder pressure and loaded vehicle brake cylinder pressure.

[0081] like Figure 4 As shown, the empty / loaded car adjustment device 100 of the above embodiment is applied to the braking of railway freight cars. That is, this embodiment also discloses an air braking system for railway freight cars, including: empty / loaded car adjustment device 100, control valve 200, brake cylinder 400, pressure reducing air cylinder 300 and detection reference 3.

[0082] In this embodiment, the first channel 01 of the empty / loaded car adjustment device 100 is connected to the control valve 200 of the railway freight car, the second channel 02 of the empty / loaded car adjustment device 100 is connected to the brake cylinder 400 of the railway freight car, and the third channel 03 of the empty / loaded car adjustment device 100 is connected to the pressure-reducing air cylinder 300 of the railway freight car.

[0083] The empty / loaded car adjustment device 100 is fixed to the railway freight car body using, but not limited to, bolts or other connection methods. In this embodiment, the railway freight car is equipped with a detection reference 3 on the bogie. Figure 5 and Figure 6 The height of this reference is fixed relative to the horizontal plane and does not change with the load of the railway freight car. However, the height of the empty / loaded car adjustment device 100 relative to the horizontal plane will change according to the different loads of the railway freight car. That is, when the load of the railway freight car is large, the empty / loaded car adjustment device 100 will move downward with the car, making the distance between the sensing arm 2 of the empty / loaded car adjustment device 100 and the detection reference 3 closer; when the load of the railway freight car is small, the distance between the sensing arm 2 of the empty / loaded car adjustment device 100 and the detection reference 3 is farther.

[0084] The following combination Figure 5 and Figure 6 The braking process of a railway freight car using the empty / loaded car adjustment device 100 of the above embodiment under loaded and empty car conditions will be described.

[0085] like Figure 5 As shown, when a railway freight car is braked under loaded conditions: the pressurized air output by the control valve 200 enters the empty / loaded car adjustment device 100 through the first channel 01. Part of the pressurized air enters the space between the proportional piston 18 and the clamp valve 16, and enters the first annular groove 156 through the clamp valve 16, and enters the brake cylinder 400 through the second channel 02 connected to the first annular groove 156; the other part of the pressurized air enters the first cavity of the first moving space 111 through the seventh channel 07 in the first channel 01.

[0086] As the air pressure output by the control valve 200 increases, the main piston 12 overcomes the spring force of the first reset spring 13 and moves away from the limit member 14, causing the main piston 12 to drive the sensing arm 2 to rotate around the hinge point, so that the detection element 23 of the sensing arm 2 swings downward until the detection element 23 of the sensing arm 2 abuts against the detection reference 3, and the main piston 12 stops moving.

[0087] Because the sensor arm 2 is close to the detection reference 3, when the detection element 23 abuts against the detection reference 3, the main piston 12 and the limiting element 14 of the plunger 15 do not contact each other, the plunger 15 is still in the initial position, and the clamp valve 16 remains open. The control valve 200 remains connected to the brake cylinder 400, and the pressure in the brake cylinder 400 is the pressure of the loaded vehicle.

[0088] Since the plunger 15 is in its initial position, and the first part of the second moving space 112 is connected to the third annular groove 154 via the fourth channel 04, the third annular groove 154 is connected to the sixth channel 06, and the sixth channel 06 is connected to the outside atmosphere, the first part is at atmospheric pressure, meaning the proportional piston 18 does not divide pressure. Furthermore, the third channel 03 is connected to the second annular groove 155, the second annular groove 155 is connected to the sixth channel 06, and the sixth channel 06 is connected to the outside atmosphere; therefore, the pressure-reducing cylinder 300 does not divide pressure.

[0089] like Figure 6 As shown, the braking of a railway freight car under empty conditions: The pressurized air output from control valve 200 enters the empty / loaded car adjustment device 100 through the first channel 01. Part of the pressurized air enters the space between the proportional piston 18 and the clamp valve 16, passes through the clamp valve 16 into the first annular groove 156, and then enters the brake cylinder 400 through the second channel 02 connected to the first annular groove 156. The other part of the pressurized air enters the first cavity of the first moving space 111 through the seventh channel 07 in the first channel 01. As the air pressure output from control valve 200 increases, the main piston 12 overcomes the spring force of the first return spring 13 and moves away from the limiting member 14, causing the main piston 12 to drive the sensing arm 2 to rotate around the hinge point. (This part of the process is similar to...) Figure 5 same.)

[0090] Since the distance between the sensing arm 2 and the detection reference 3 is far, the main piston 12 will continue to move along the first direction until the main piston 12 is limited and connected to the limiting member 14, which will drive the plunger 15 to move away from the clamp valve 16 along the first direction until the detection member 23 of the sensing arm 2 abuts against the detection reference 3, and the main piston 12 will no longer move.

[0091] It should be noted that during the process of the main piston 12 driving the plunger 15 to move away from the clamp valve 16 in the first direction:

[0092] The third annular groove 154 of the plunger 15 is connected to the fourth channel 04 and gradually switches to not being connected to the fourth channel 04, so that the first part of the second moving space 112 is not connected to the atmosphere, that is, the passage between the left side of the proportional piston 18 and the atmosphere is cut off.

[0093] The first annular groove 156 is initially connected to the second channel 02, gradually switching to being connected to both the second channel 02 and the fourth channel 04. This connects the first part of the left side of the proportional piston 18 to the brake cylinder 400. Since the second part of the second moving space 112 is always connected to the sixth channel 06, the second part is always at atmospheric pressure. Because the contact area between the proportional piston 18 and the first part is larger than the contact area with the gas in the second accommodating cavity of the proportional piston 18, under the same air pressure, the force on the left side of the proportional piston 18 is greater than that on the right side in scenarios with different areas, causing the proportional piston 18 to move to the right along the first direction. It should be noted that in this embodiment, the side of the proportional piston 18 closer to the first part is defined as the left side, and the side closer to the second part is defined as the right side.

[0094] As the proportional piston 18 moves to the right in the first direction, it drives the clamp valve body 161 and the blocking seal 162 of the clamp valve 16 to move. This causes the blocking seal 162 to seal and block the valve port 163 connecting the first channel 01 and the second channel 02, thus cutting off the passage between the control valve 200 and the brake cylinder 400. In other words, as the plunger 15 moves in the first direction, the pressure on both sides of the proportional piston 18 in that direction becomes different. Under the action of these pressures, the proportional piston 18 moves in the first direction, thereby controlling the opening and closing of the clamp valve 16. When the valve port of the clamp valve 16 is cut off, pressurized air is prevented from entering the brake cylinder 400, thus avoiding excessive brake cylinder pressure.

[0095] Furthermore, during the process of the main piston 12 driving the plunger 15 to move away from the sandwich valve 16 along the first direction: the second annular groove 155 gradually moves from being connected to the sixth channel 06 to not being connected to the sixth channel 06, so that the third channel 03 connected to the second annular groove 155 gradually switches from being connected to the sixth channel 06 to being connected to the first cavity of the first moving space through the fifth channel 05, so that the high-pressure gas in the first cavity enters the pressure-reducing air cylinder 300 through the fifth channel 05 and the third channel 03.

[0096] It should be noted that during the movement of the main piston 12, the position where the detection element 23 of the sensing arm 2 abuts against the detection reference 3 is not limited to... Figure 6 The location in the middle may also be located in the area of... Figure 5 Towards Figure 6 At any position during the switching process. It is understood that during the movement of the main piston 12 of the empty / loaded vehicle adjustment device 100 in the first direction, the plunger 15 and the proportional piston 18 can be used to achieve the following: the first channel 01 is only connected to the second channel 02, or the first channel 01 is simultaneously connected to the second channel 02 and the third channel 03, or the first channel 01 is only connected to the third channel 03. That is, the empty / loaded vehicle adjustment device 100 is used to achieve the pressure division of the brake cylinder 400 by the pressure reducing air cylinder 300.

[0097] As the pressure of the air output from the control valve 200 continuously increases until the force on the right side of the proportional piston 18 is greater than that on the left side, the proportional piston 18 drives the clamp valve 16 to move to the left, causing the valve port 163 of the clamp valve 16 to reopen. The pressure of the air output from the control valve 200 enters the brake cylinder 400 and the second accommodating chamber of the proportional piston 18, dynamically adjusting the position of the proportional piston 18 until the pressure on both sides of the proportional piston 18 finally stabilizes. In this state, the control valve 200 is connected to both the brake cylinder 400 and the pressure-reducing air cylinder 300.

[0098] It should be noted that: in this embodiment, under empty vehicle conditions, the pressure inside the brake cylinder 400 can be P1; under loaded vehicle conditions, the pressure inside the brake cylinder 400 can be P2; the contact area between the proportional piston 18 and the first part is A1, and the contact area between the proportional piston 18 and the gas in the second accommodating cavity is A2, then the following condition is satisfied: P1 / P2=A2 / A1.

[0099] Based on the above structure, it can be seen that the connection between the control valve 200 and the pressure-reducing cylinder 300 requires the main piston 12 to overcome the spring force of the first return spring 13 until the second annular groove 155 of the plunger 15 connects with the fifth channel 05. Therefore, by reasonably setting the spring force of the first return spring 13 of the main piston 12, when the control valve 200 outputs the minimum brake cylinder pressure, the main piston 12 cannot overcome the spring force of the first return spring 13 to move to the point where the second annular groove 155 of the plunger 15 connects with the fifth channel 05. This ensures that the minimum brake cylinder pressure will not be divided, that is, in the case of an empty railway freight car in this embodiment, it can be guaranteed that the minimum brake cylinder pressure output by the control valve 200 will not be divided.

[0100] In addition, this embodiment also discloses a railway freight car with the air braking system disclosed in the above embodiment. Therefore, the railway freight car with the air braking system also has the above-mentioned technical effects, which will not be repeated here.

[0101] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0102] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle empty / loaded adjustment device, characterized in that, include: The valve body (11) has a first moving space (111), a first channel (01), a second channel (02) and a third channel (03). The main piston (12) is disposed in the first moving space (111) and can move in the first moving space (111) along a first direction. The first end of the main piston (12) along the first direction extends out of the valve body (11). The second end of the main piston (12) along the first direction divides the first moving space (111) into a first cavity and a second cavity that are independent of each other. The first cavity is connected to the first channel (01), and the second cavity is connected to the atmosphere. The second cavity is closer to the first end of the main piston (12) than the first cavity. A sensing arm (2), one end of which is hinged to the first end of the main piston (12), and the other end of the sensing arm (2) is driven to change height as the main piston (12) moves; A plunger (15) is disposed inside the valve body (11), and one end of the plunger (15) along the first direction is connected to the main piston (12) in a limiting manner; the plunger (15) moves along the first direction with the main piston (12) at a preset position, so that the first channel (01) switches from being connected to the second channel (02) to being connected to the third channel (03); The first direction is the axial direction of the main piston (12); the plunger (15) has a first annular groove (156) and a second annular groove (155), and the first annular groove (156) and the second annular groove (155) have sealing rings on both sides along the first direction. The valve body (11) has a fifth channel (05), one end of which is connected to the first cavity; In the initial position, the plunger (15) has the first annular groove (156) connecting the first channel (01) and the second channel (02), and the second annular groove (155) connecting the third channel (03) to the outside atmosphere. As the plunger (15) moves toward the main piston (12) along the first direction, the first annular groove (156) cuts off the connection between the first channel (01) and the second channel (02), and the second annular groove (155) switches to connect the third channel (03) and the fifth channel (05).

2. The empty / loaded car adjustment device according to claim 1, characterized in that, It also includes a sandwich valve (16), which can open and close the connection between the first channel (01) and the second channel (02).

3. The empty / loaded car adjustment device according to claim 2, characterized in that, The valve body (11) also has a second moving space (112) and a fourth channel (04), and the plunger (15) is capable of sealing and isolating the first moving space (111) and the second moving space (112). The empty / loaded vehicle adjustment device also includes a proportional piston (18), which is disposed in the second moving space (112) and is capable of moving in the second moving space (112) along a first direction. One end of the proportional piston (18) along the first direction divides the second moving space (112) into a first part and a second part that are independent of each other. The first part is farther away from the plunger (15) than the second part. The other end of the proportional piston (18) along the first direction is sealed and isolated from the first annular groove (156). The second part is connected to the outside atmosphere; When the plunger (15) is in its initial position, the fourth channel (04) connects the first part to the outside atmosphere; as the plunger (15) moves toward the main piston (12) along the first direction, the fourth channel (04) switches to connect the first part with the first annular groove (156).

4. The empty / loaded car adjustment device according to claim 3, characterized in that, The plunger (15) has a third annular groove (154), and the third annular groove (154) has sealing rings on both sides along the first direction; When the plunger (15) is in its initial position, the fourth channel (04) connects the first part with the third annular groove (154), and the third annular groove (154) is connected with the outside atmosphere; The first annular groove (156), the third annular groove (154) and the second annular groove (155) are arranged sequentially from the proportional piston (18) to the main piston (12) along the first direction.

5. The empty / loaded car adjustment device according to claim 3, characterized in that, The sandwich valve (16) is disposed between the proportional piston (18) and the plunger (15); The proportional piston (18) can move in the direction of the sandwich valve (16) along the first direction and can drive the sandwich valve body (161) of the sandwich valve (16) to move, so that the sealing shield (162) connected to the sandwich valve body (161) can block the valve port (163) formed by the sandwich valve body (161) and the inner wall of the valve body (11), and the valve port (163) is used to connect the first channel (01) and the second channel (02).

6. The empty / loaded car adjustment device according to any one of claims 1 to 5, characterized in that, The main piston (12) and the plunger (15) are connected by a limiting member (14), and one end of the limiting member (14) along the first direction is fixedly connected to the plunger (15); The main piston (12) has a first accommodating cavity, and the opening of the first accommodating cavity has a limiting flange; the other end of the limiting member (14) extends into the first accommodating cavity along the first direction, and the limiting member (14) has a limiting protrusion that can abut against the limiting flange.

7. The empty / loaded car adjustment device according to any one of claims 1 to 5, characterized in that, The main piston (12) extends out of one end of the valve body (11) and is sealed to the valve body (11) through a first elastic seal (191); And / or, The main piston (12) is sealed to the inner wall of the valve body (11) by a second elastic seal (192), so that the first moving space (111) is divided into the first cavity and the second cavity.

8. The empty / loaded car adjustment device according to any one of claims 1 to 5, characterized in that, The sensing arm (2) includes: a hinge section (21), a transmission section (22), and a detection element (23); One end of the hinge segment (21) is hinged to the valve body (11), the other end of the hinge segment (21) is fixedly connected to the transmission segment (22), and any position between the two ends of the hinge segment (21) is hinged to the main piston (12). The transmission section (22) is arranged at an angle relative to the hinge section (21), and the detection element (23) is provided at the end of the transmission section (22) away from the hinge section (21).

9. An air braking system for railway freight cars, characterized in that, include: Empty / loaded vehicle adjustment device (100), control valve (200), brake cylinder (400), pressure reducing air cylinder (300) and detection reference (3); The empty / loaded car adjustment device (100) is the empty / loaded car adjustment device (100) as described in any one of claims 1 to 8, and the empty / loaded car adjustment device (100) is fixed to the body of the railway freight car, and the detection reference (3) is fixed to the bogie of the railway freight car. The sensing arm (2) of the empty / loaded vehicle adjustment device (100) can abut against the detection reference (3) to limit the rotation angle of the sensing arm (2); The first channel (01) of the empty / loaded vehicle adjustment device (100) is connected to the control valve (200), the second channel (02) of the empty / loaded vehicle adjustment device (100) is connected to the brake cylinder (400), and the third channel (03) of the empty / loaded vehicle adjustment device (100) is connected to the pressure-reducing air cylinder (300).

10. A railway freight car, comprising an air braking system, characterized in that, The air braking system is the air braking system as described in claim 9.

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