Empty and loaded car adjustment device for railway wagons

Abstract

The present application relates to train braking technology field, provide a kind of empty heavy vehicle adjusting device for railway wagon, including sensing valve, pressure-limiting valve and for connecting sensing valve and pressure-limiting valve pressure-reducing air cylinder assembly and brake cylinder assembly, sensing valve includes upper chamber, piston cylinder, lower chamber, top rod and contact assembly sequentially arranged from top to bottom;Piston cylinder is located in the junction position of the upper chamber and lower chamber and extends to lower chamber, top rod spring is provided in lower chamber, top rod is located in the lower chamber and is set in top rod spring;The lower part of piston cylinder is provided with the sliding slot extending along the axial direction and penetrating along the radial direction, top rod is inserted into the inside of piston cylinder and is limited in the sliding slot by pin shaft to realize axial movement, so that contact assembly is contacted with cross beam, drives top rod and piston cylinder movement, to adjust the air pressure of upper chamber and lower chamber, in turn, according to the height of cross beam, the pressure of brake cylinder is adjusted, to realize the adaptive adjustment of braking force under different load conditions.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train braking technology, in particular to an empty and loaded car adjusting device for railway freight cars. BACKGROUND

[0002] At present, all railway freight cars in China adopt empty and loaded car adjusting devices to obtain responsive braking force under different load conditions. The empty and loaded car adjusting device for freight cars is generally divided into a sensing valve and a pressure limiting valve. The sensing valve detects the load of the vehicle by extending a jacking rod. One end of the jacking rod is used to detect the load of the vehicle, and the other end is connected to the piston cylinder in the sensing valve by a pin shaft and is limited.

[0003] In actual operation, the relative displacement of the piston cylinder and the jacking rod generates a force on the pin shaft, causing deformation or even damage at the connection site, resulting in failure of the sensing valve and affecting the braking effect. SUMMARY

[0004] The present application aims to provide an empty and loaded car adjusting device for railway freight cars to solve the problem of deformation or even failure of the pin shaft of the existing sensing valve due to excessive stress.

[0005] The present application provides an empty and loaded car adjusting device for railway freight cars, comprising a sensing valve, a pressure limiting valve, a pressure reducing air cylinder assembly and a brake cylinder assembly for connecting the sensing valve and the pressure limiting valve. The sensing valve is used to detect the height position of the cross beam connected to the railway freight car and adjust the air inlet flow of the pressure limiting valve according to the height position. The sensing valve comprises an upper chamber, a piston cylinder, a lower chamber, a jacking rod and a contact assembly arranged in sequence from top to bottom.

[0006] The piston cylinder is located at the junction of the upper chamber and the lower chamber and extends towards the lower chamber. A jacking rod spring is arranged in the lower chamber. The jacking rod is located in the lower chamber and is sleeved in the jacking rod spring. The lower part of the piston cylinder is provided with a sliding groove extending in the axial direction and penetrating in the radial direction. The jacking rod is limited in the sliding groove by a pin shaft to realize axial movement after being inserted into the piston cylinder. The two ends of the pin shaft are used to axially abut against the jacking rod spring to drive the piston cylinder to rise by the jacking rod spring.

[0007] One end of the brake cylinder assembly is in communication with the upper chamber, and the other end is in communication with the air inlet outlet of the actuating part of the pressure limiting valve. One end of the pressure reducing air cylinder assembly is in communication with the lower chamber, and the other end is in communication with the air inlet of the driving part of the pressure limiting valve.

[0008] The upper end of the contact assembly is connected to the top rod, and the lower end of the contact assembly is used to contact the crossbeam connected to the railway freight car, so as to adjust the braking force of the railway freight car in an unloaded or heavily loaded state through the coordinated work of the brake cylinder assembly and the pressure-reducing air cylinder assembly.

[0009] Optionally, when the railway freight car is in an empty position and is braked, the pressurized air in the brake cylinder assembly enters the upper chamber and acts on the piston cylinder, thereby driving the contact assembly to move through the push rod spring to sense the position of the crossbeam, and driving the upper chamber and the lower chamber to gradually connect, so that the pressurized air in the brake cylinder assembly is gradually diverted to the pressure-reducing air cylinder assembly.

[0010] When a railway freight car is in a loaded braking position, the extension of the contact assembly is gradually compressed, and the push rod spring is compressed to drive the piston cylinder to rise gradually, thereby pushing the piston cylinder to rise and restricting the pressure air in the upper chamber from flowing into the lower chamber.

[0011] Optionally, the piston cylinder includes a piston body and a connecting cylinder, the piston body being disposed at the junction of the upper chamber and the lower chamber; the connecting cylinder being disposed in the lower chamber, and the sliding groove being located on the side wall of the connecting cylinder; the connecting cylinder having a first step structure at the end of the sliding groove away from the piston body;

[0012] The top rod includes a connecting part and a rod body connected to the connecting part. The end of the connecting part away from the rod body is provided with a positioning hole for engaging with the pin and a second step structure for axial positioning with the first step structure. The rod body extends into the connecting cylinder and, after rotating 90 degrees, inserts the pin into the positioning hole and is confined within the sliding groove, so that the sliding engagement between the top rod and the connecting cylinder is achieved through the sliding engagement between the pin and the sliding groove.

[0013] The radial dimension of the rod is greater than the radial dimension of the connecting part and greater than the radial dimension of the connecting cylinder. The connection between the rod and the connecting part forms a third step structure. The push rod spring is located between the piston body and the third step structure.

[0014] Optionally, the first step structure is a protruding structure formed on the inner wall of the connecting cylinder. When the upper surface of the first step structure along the axial direction contacts the end face of the second step structure facing the rod, the top rod is in an extended state.

[0015] When the surface of the third step structure facing the second step structure contacts the end face of the connecting cylinder away from the piston body, the push rod is in a retracted state.

[0016] Optionally, when the push rod is in the retracted state, a gap is left between the pin in the positioning hole and the end of the slide groove near the piston body.

[0017] Optionally, the upper surface of the first step structure along the axial direction is a partially arc surface, the lower surface of the first step structure along the axial direction is flush with the lower end face of the connecting cylinder and integrally formed, and the side of the first step structure facing the center of the connecting cylinder is a rectangular plane parallel to the axial direction.

[0018] In the outer contour of the edge of the second step structure, one pair of opposing surfaces are rectangular planes, and the other pair of opposing surfaces are arc-shaped structures. The end face of the arc-shaped structure is used to contact and limit the upper surface of the first step structure along the axial direction.

[0019] Optionally, the adjustment device further includes: a restoring spring, the restoring spring being located in the lower chamber and surrounding the push rod spring; the lower end of the restoring spring being connected to the third step structure, and the upper end being used to abut against the junction of the upper chamber and the lower chamber.

[0020] Optionally, the pressure in the upper chamber and the pressure in the lower chamber satisfy the following relationship:

[0021]

[0022] Among them, P 制下 The pressure in the upper chamber; P 降 G is the pressure in the lower chamber; G is the total mass of the piston cylinder and push rod of the sensing valve; T is the pressure in the lower chamber. 复原 The force T is the force required to restore the spring. 顶杆 S1 is the force exerted by the push rod spring; S2 is the area of ​​the piston body; S3 is the cross-sectional area of ​​the end of the contact assembly.

[0023] Optionally, the positioning hole on the connecting part is clearance-fitted with the pin; and / or, the diameter of the pin is smaller than the width of the groove.

[0024] Optionally, the contact assembly includes a contact and an elastic element; the rod body has a hollow structure, the contact is installed inside the rod body through the elastic element and partially exposed outside the rod body for contacting the crossbeam.

[0025] Optionally, the brake cylinder assembly includes a brake cylinder, a first brake connection line, and a second brake connection line; one end of the first brake connection line is connected to the upper chamber, and the other end is connected to the brake cylinder; one end of the second brake connection line is connected to the brake cylinder, and the other end is connected to the air inlet of the actuator of the pressure relief valve.

[0026] The pressure-reducing air cylinder assembly includes a pressure-reducing air cylinder, a first pressure-reducing connecting pipe, and a second pressure-reducing connecting pipe; one end of the first pressure-reducing connecting pipe is connected to the lower chamber, and the other end is connected to the pressure-reducing air cylinder; one end of the second pressure-reducing connecting pipe is connected to the pressure-reducing air cylinder, and the other end is connected to the air inlet of the driving part of the pressure-limiting valve.

[0027] Optionally, the adjustment device further includes: a 120 valve and a secondary air cylinder; one end of the 120 valve is connected to the air inlet of the actuator of the pressure relief valve, and the other end is connected to the secondary air cylinder.

[0028] This invention has at least the following technical effects:

[0029] The present invention provides an empty / loaded car adjustment device for railway freight cars. By providing a groove at the lower part of the piston cylinder, a push rod inserted into the piston cylinder is limited by a pin and can slide up and down along the groove, thereby switching the positions of the upper and lower limit ends of the piston cylinder and push rod. Since the brake cylinder and the pressure-reducing air cylinder are respectively connected to the upper and lower chambers of the brake valve, the contact assembly, after contacting the crossbeam, drives the push rod and piston cylinder to move, thereby adjusting the air pressure in the upper and lower chambers. This, in turn, adjusts the pressure of the brake cylinder according to the height of the crossbeam to achieve adjustments under different load conditions. The adaptive adjustment of braking force reduces costs while meeting braking requirements. Furthermore, when the push rod is in the retracted state, there is a gap between the pin in the positioning hole and the end of the slide near the piston body. That is, when the push rod is at the upper limit end of the piston cylinder, there is still a certain space between the pin and the upper end of the slide. This ensures that the end face contacts the pin at the upper limit end, thus avoiding damage and failure caused by the pin directly contacting the upper end of the slide as the push rod rises. This helps to extend the service life of the pin, ensures the stability of the sensing valve, and further improves the working stability of the entire adjustment device. Attached Figure Description

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

[0031] Figure 1 A schematic diagram of the overall structure of an empty / loaded car adjustment device for railway freight cars provided in an embodiment of the present invention;

[0032] Figure 2 A schematic diagram of the piston cylinder and push rod inside the sensing valve of an empty / loaded car adjustment device for railway freight cars provided in an embodiment of the present invention before assembly via a pin shaft;

[0033] Figure 3 A schematic diagram illustrating the assembly process of the piston cylinder and push rod inside the sensing valve of an empty / loaded car adjustment device for railway freight cars, provided in an embodiment of the present invention.

[0034] Figure 4 A schematic diagram showing the piston cylinder and push rod in the sensing valve of an empty / loaded car adjustment device for railway freight cars, provided in an embodiment of the present invention, at the upper limit position;

[0035] Figure 5 A schematic diagram showing the piston cylinder and push rod in the sensing valve of an empty / loaded car adjustment device for railway freight cars, provided in an embodiment of the present invention, at the lower limit end;

[0036] Figure 6 A cross-sectional view of the piston cylinder inside the sensing valve of an empty / loaded car adjustment device for railway freight cars provided in an embodiment of the present invention;

[0037] Figure 7 A partial structural diagram of the connection between the piston cylinder and the push rod inside the sensing valve of an empty / loaded car adjustment device for railway freight cars, provided in an embodiment of the present invention.

[0038] Figure 8 A schematic diagram showing the different cross-sectional positions of the piston cylinder and push rod in the sensing valve of an empty / loaded car adjustment device for railway freight cars, provided as an embodiment of the present invention;

[0039] Figure 9 Provided for embodiments of the present invention Figure 8 A schematic diagram of the cross-section along the AA direction;

[0040] Figure 10 Provided for embodiments of the present invention Figure 8 A schematic diagram of the cross-section along the BB direction;

[0041] Figure 11 Provided for embodiments of the present invention Figure 8 A schematic diagram of the cross-section along the CC direction;

[0042] Figure 12 Provided for embodiments of the present invention Figure 8 A schematic diagram of the cross-section along the DD direction.

[0043] Icons: 100-Sensing valve; 110-Upper chamber; 120-Piston cylinder; 121-Piston body; 122-Connecting cylinder; 122a-First step surface; 122b-Third step surface; 1221-First step structure; 1222-Slide groove; 1223-Pin; 130-Lower chamber; 140-Push rod spring; 150-Rebound spring; 160-Contact assembly; 170-Cross beam; 180-Push rod; 181-Connecting part; 182-Rod body; 1821-Third step structure; 182a-Hollow structure; 182b-Second step surface; 183-Positioning hole; 184-Second step structure; 184a-Fourth step surface;

[0044] 200 - Pressure relief valve; 210 - Drive unit; 220 - Actuator;

[0045] 300-Pressure-reducing air cylinder assembly;

[0046] 400 - Brake cylinder assembly;

[0047] 500-120 valve;

[0048] 600-Auxiliary air cylinder. Detailed Implementation

[0049] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. 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.

[0050] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as herein.

[0051] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The term “and / or” as used herein includes all or any units and all combinations of one or more associated listed items.

[0052] Combination Figures 1 to 12 As shown, this embodiment of the invention provides an empty / loaded car adjustment device for railway freight cars, including a sensing valve 100, a pressure limiting valve 200, a pressure reducing air cylinder assembly 300, and a brake cylinder assembly 400. The pressure reducing air cylinder assembly 300 and the brake cylinder assembly 400 are used to connect the sensing valve 100 and the pressure limiting valve 200. The sensing valve 100 is used to detect the height position of the crossbeam 170 connected to the railway freight car and adjust the air intake flow of the pressure limiting valve according to the height position. The specific structure of the sensing valve 100 is described below:

[0053] The sensing valve 100 includes a valve body and an upper chamber 110, a piston cylinder 120, a lower chamber 130, a push rod 180, and a contact assembly 160 located within the valve body, arranged sequentially from top to bottom. The piston cylinder 120 is located at the junction of the upper chamber 110 and the lower chamber 130, with its lower portion extending into the lower chamber 130. A push rod spring 140 is disposed within the lower chamber 130, and the push rod 180 is located within the lower chamber 130 and sleeved within the push rod spring 140. The lower portion of the piston cylinder 120 has two axially extending and radially penetrating grooves 1222. After the push rod 180 is inserted into the piston cylinder 120, it is limited within the grooves 1222 by a pin 1223 to achieve axial movement. The two ends of the pin 1223 are used to axially abut against the push rod spring 140, so that the piston cylinder 120 is driven to rise by the push rod spring 140. Optionally, the two slides 1222 are arranged to overlap radially along the piston cylinder 120 to ensure that the pin 1223 slides smoothly within the slides 1222 and avoid jamming.

[0054] Specifically, one end of the brake cylinder assembly 400 is connected to the upper chamber 110, and the other end of the brake cylinder assembly 400 is connected to the air inlet of the actuator of the pressure relief valve; one end of the pressure reducing air cylinder assembly 300 is connected to the lower chamber 130, and the other end is connected to the air inlet of the drive unit of the pressure relief valve. In this way, the automatic adjustment of the pressure air is achieved through the cooperation of the brake cylinder assembly 400 and the pressure reducing air cylinder assembly 300.

[0055] Optionally, the brake cylinder assembly 400 includes a brake cylinder, a first brake connection pipe, and a second brake connection pipe; one end of the first brake connection pipe is connected to the upper chamber 110, and the other end of the first brake connection pipe is connected to the brake cylinder; one end of the second brake connection pipe is connected to the brake cylinder, and the other end of the second brake connection pipe is connected to the air inlet of the actuator 220 of the pressure relief valve 200. The pressure-reducing air cylinder assembly 300 includes a pressure-reducing air cylinder, a first pressure-reducing connection pipe, and a second pressure-reducing connection pipe; one end of the first pressure-reducing connection pipe is connected to the lower chamber 130, and the other end of the first pressure-reducing connection pipe is connected to the pressure-reducing air cylinder; one end of the second pressure-reducing connection pipe is connected to the pressure-reducing air cylinder, and the other end of the second pressure-reducing connection pipe is connected to the air inlet of the drive unit 210 of the pressure relief valve 200.

[0056] The upper end of the contact assembly 160 is connected to the push rod 180, and the lower end of the contact assembly 160 is used to contact the crossbeam 170 connected to the railway freight car, so as to adjust the braking force of the railway freight car in an unloaded or heavily loaded state through the coordinated operation of the brake cylinder assembly 400 and the pressure-reducing air cylinder assembly 300. The position of the crossbeam 170 will change according to the load of the freight car; as the vehicle weight increases, the position of the crossbeam 170 will change accordingly. Figure 1 Move upwards from the position indicated in the diagram.

[0057] In some embodiments, the empty / loaded vehicle adjustment device further includes: a 120 valve 500 and an auxiliary air cylinder 600; one end of the 120 valve 500 is connected to the air inlet of the actuator 220 of the pressure relief valve 200, and the other end of the 120 valve 500 is connected to the auxiliary air cylinder 600, through which pressurized air is injected into the pressure relief valve 200. The pressurized air from the pressure relief cylinder is transmitted as a signal to the pressure relief valve 200, thereby limiting the flow of pressurized air from the 120 valve to the brake cylinder, thus reducing the braking force.

[0058] In the specific working process, when the railway freight car is in the empty position and braking, the pressurized air in the brake cylinder assembly 400 enters the upper chamber 110 and acts on the piston cylinder 120. Then, through the push rod spring 140, it drives the contact assembly 160 to move to sense the position of the crossbeam 170, and drives the upper chamber 110 and the lower chamber 130 to gradually connect, so that the pressurized air in the brake cylinder assembly 400 is gradually diverted to the pressure-reducing air cylinder assembly 300, thereby reducing the braking force.

[0059] When the railway freight car is in the heavy car position braking, the extension of the contact assembly 160 is gradually compressed, and the push rod spring 140 is compressed to drive the piston cylinder 120 to gradually rise, thereby pushing the piston cylinder 120 to rise, so as to limit the pressure air in the upper chamber 110 to flow into the lower chamber 130, thereby increasing the braking force.

[0060] In some embodiments, the piston cylinder 120 includes a piston body 121 and a connecting cylinder 122, which can be integrally formed. The overall diameter of the piston body 121 is larger than the diameter of the connecting cylinder 122 below, which facilitates locking at the connection position of the upper chamber 110 and the lower chamber 130 under pressure (the piston body 121 is initially located in the upper chamber 110). The connecting cylinder 122 is located in the lower chamber 130, and the sliding groove 1222 is located on the side wall of the connecting cylinder 122. The end of the connecting cylinder 122 located away from the piston body 121 in the sliding groove 1222 is provided with a first step structure 1221 (the upper end surface of the first step structure 1221 is the third step surface 122b, and the lower end surface of the first step structure 1221 is the first step surface 122a).

[0061] It should be noted that piston rings are provided on the piston body 121. When the piston body 121 slides in the upper chamber 110, the upper chamber 110 and the lower chamber 130 are separated by the piston rings. Only when the piston body 121 descends with the pressurized air to the junction of the upper chamber 110 and the lower chamber 130, the gas in the upper chamber 110 and the lower chamber 130 is connected through the gap in the valve body side wall of the brake valve.

[0062] Specifically, the push rod 180 includes a connecting portion 181 and a rod body 182 connected to the connecting portion 181. The end of the connecting portion 181 away from the rod body 182 is provided with a positioning hole 183 for engaging with a pin 1223, and a second step structure 184 (the lower end face of the second step structure 184 is a fourth step surface 184a) for axially limiting the first step structure 1221. The rod body 182 extends into the connecting cylinder 122, and after rotating 90 degrees, inserts the pin 1223 into the positioning hole 183 and limits it within the sliding groove 1222. The sliding engagement between the push rod 180 and the connecting cylinder 122 is achieved through the sliding engagement of the pin 1223 and the sliding groove 1222 (e.g., ...). Figure 4 (As shown). The radial dimension of the rod 182 is greater than the radial dimension of the connecting part 181 and greater than the radial dimension of the connecting cylinder 122. The connection between the rod 182 and the connecting part 181 forms a third step structure 1821 (the end face of the third step structure 1821 is the second step surface 182b). The push rod spring 140 is located between the piston body 121 and the third step structure 1821.

[0063] Optionally, the first step structure 1221 is a protruding structure formed on the inner wall of the connecting cylinder 122. When the upper surface (third step surface 122b) of the first step structure 1221 along the axial direction contacts the end face (fourth step surface 184a) of the second step structure 184 facing the rod body 182, the push rod 180 is in an extended state (i.e., the push rod 180 is at the lower limit end of the piston cylinder 120). When the surface (second step surface 182b) of the third step structure 1821 facing the second step structure 184 contacts the end face (first step surface 122a) of the connecting cylinder 122 away from the piston body 121, the push rod 180 is in a retracted state (i.e., the push rod 180 is at the upper limit end of the piston cylinder 120).

[0064] Optionally, when the push rod 180 is in the retracted state, a gap is left between the pin 1223 in the positioning hole 183 and the end of the slide groove 1222 near the piston body 121 (that is, when the push rod 180 is at the upper limit end of the piston cylinder 120, there is still a certain space between the pin 1223 and the upper end of the slide groove 1222, see reference). Figure 4 This ensures that the pin 1223 is in contact with the upper end of the slide groove 1222 as the push rod 180 rises, thus preventing damage and failure. This helps to extend the service life of the pin 1223, ensures the stability of the sensor valve, and further improves the working stability of the entire adjustment device.

[0065] In some embodiments, see Figure 6 , Figure 9 and Figure 12 As shown, the upper surface (third step surface 122b) of the first step structure 1221 along the axial direction is a partially arc surface, and the lower surface (first step surface 122a) of the first step structure 1221 along the axial direction is flush with the lower end surface of the connecting cylinder 122 and integrally formed. The side of the first step structure 1221 facing the center of the connecting cylinder 122 is a rectangular plane parallel to the axial direction. That is, the first step structure 1221 can be formed in the process of preparing the piston cylinder 120 by means of a mold, thereby saving process steps.

[0066] See Figure 7 , Figure 10 and Figure 11 As shown, in the outer contour of the edge of the second step structure 184, one pair of opposing surfaces are rectangular planes, and the other pair of opposing surfaces are arc-shaped structures. The end face (fourth step surface 184a) corresponding to the arc-shaped structure is used to contact and limit the upper surface (third step surface 122b) of the first step structure 1221 along the axial direction, so as to realize the limiting of the push rod 180 and the piston cylinder 120 at the lower limit end.

[0067] Optionally, the empty / loaded vehicle adjustment device further includes: a restoring spring 150; the restoring spring 150 is located in the lower chamber 130 and surrounds the push rod spring 140; the lower end of the restoring spring 150 abuts against the stepped surface at the lower end of the valve body, and the upper end of the restoring spring 150 abuts against the piston cylinder 120; the restoring spring 150 is used to push the piston cylinder 120 up as the push rod 180 continues to rise with the contact, thereby isolating the upper chamber 110 and the lower chamber 130, thereby realizing the adjustment of braking force.

[0068] In some embodiments, the pressure in the upper chamber 110 and the pressure in the lower chamber 130 satisfy the following relationship:

[0069]

[0070] Among them, P 制下 The pressure in the upper chamber is 110; P 降 The pressure in the lower chamber is 130; G is the total mass of the piston cylinder and push rod of the sensing valve; T is the pressure in the lower chamber. 复原 To restore the force of the spring at 150°; T 顶杆 S1 is the force exerted by the push rod spring 140; S2 is the area of ​​the piston body 121; S3 is the cross-sectional area of ​​the end of the contact assembly 160. The relative position change of the piston and push rod is represented by T. 顶杆 The force of the push rod spring will change accordingly, thus causing a change in the pressure relationship between the upper and lower chambers, specifically manifested as: T 顶杆 The greater the force of the push rod spring, the higher the air pressure in the upper chamber and the lower the pressure in the lower chamber.

[0071] Optionally, the positioning hole 183 on the connecting part 181 is clearance-fitted with the pin 1223 to ensure that the pin 1223 does not easily loosen and fall out, thereby improving the operational stability of the entire adjustment device.

[0072] Optionally, the diameter of the pin 1223 is smaller than the width of the slide groove 1222. For example, the diameter of the pin 1223 is 1 / 2 to 3 / 4 of the width of the slide groove 1222. Of course, the diameter of the corresponding positioning hole 183 is also adapted to the diameter of the pin 1223. In this way, while taking into account the strength, it can also avoid interference caused by friction between the pin 1223 and the slide groove 1222 during the sliding process, which would affect the adjustment time of the braking force.

[0073] In some embodiments, continue reading Figure 1 The contact assembly 160 includes a contact and an elastic element; the rod body 182 has a hollow structure 182a. The contact is installed inside the rod body 182 through the elastic element and is partially exposed outside the rod body 182. The exposed part is used to contact the crossbeam 170, thereby adjusting the braking force by detecting changes in the load of the truck. While ensuring the braking effect, it can also appropriately reduce the braking pressure, which is conducive to reducing costs.

[0074] The adjustment device provided in this embodiment of the invention, by providing a sliding groove at the lower part of the piston cylinder, limits the push rod inserted into the piston cylinder by means of a pin, and allows it to slide up and down along the sliding groove, thereby achieving the switching of the upper limit end and the lower limit end of the piston cylinder and the push rod. Since the brake cylinder and the pressure-reducing air cylinder are respectively connected to the upper chamber and the lower chamber of the brake valve, after the contact assembly contacts the crossbeam, it drives the push rod and the piston cylinder to move, thereby adjusting the air pressure in the upper chamber and the lower chamber, and then adjusting the pressure of the brake cylinder according to the height of the crossbeam, so as to achieve braking force under different load conditions. The adaptive adjustment reduces costs while meeting braking requirements. Furthermore, when the push rod is in the retracted state, there is a gap between the pin in the positioning hole and the end of the slide near the piston body. That is, when the push rod is at the upper limit end of the piston cylinder, there is still a certain space between the pin and the upper end of the slide. This ensures that the end face contacts the force at the upper limit end, thus avoiding damage and failure caused by the pin directly contacting the upper end of the slide as the push rod rises. This helps to extend the service life of the pin, ensures the stability of the sensing valve, and further improves the working stability of the entire adjustment device.

[0075] In the description of this invention, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0076] 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. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0077] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. In the description of this specification, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A load adjustment device for a railway wagon, comprising a sensing valve, a pressure limiting valve, and a pressure reducing cylinder assembly and a brake cylinder assembly for connecting the sensing valve and the pressure limiting valve, the sensing valve being arranged to detect a height position of a cross beam connected to the railway wagon and to adjust an intake flow of the pressure limiting valve in accordance with the height position, characterized in that The sensing valve comprises, from top to bottom, an upper chamber, a piston cylinder, a lower chamber, a top rod and a contact assembly; The piston cylinder is located at the joint position of the upper chamber and the lower chamber and extends to the lower chamber, the top rod spring is arranged in the lower chamber, the top rod is located in the lower chamber and sleeved on the top rod spring, the lower part of the piston cylinder is provided with two sliding grooves extending in the axial direction and penetrating in the radial direction, the top rod is inserted into the piston cylinder and limited in the sliding grooves by the pin shaft to realize the axial movement, and the two ends of the pin shaft are used for abutting against the top rod spring in the axial direction to drive the piston cylinder to rise by the top rod spring; One end of the brake cylinder assembly is communicated with the upper chamber, and the other end is communicated with the air inlet of the execution part of the pressure limiting valve; one end of the pressure reducing air cylinder assembly is communicated with the lower chamber, and the other end is communicated with the air inlet of the driving part of the pressure limiting valve; The upper end of the contact assembly is connected with the top rod, and the lower end of the contact assembly is used for contacting the cross beam connected with the railway wagon to adjust the braking force of the railway wagon in the empty load state or the heavy load state through the cooperative work of the brake cylinder assembly and the pressure reducing air cylinder assembly; The piston cylinder comprises a piston main body and a connecting cylinder, the piston main body is arranged at the joint position of the upper chamber and the lower chamber, the connecting cylinder is arranged in the lower chamber, and the sliding grooves are located on the side wall of the connecting cylinder; the connecting cylinder is provided with a first step structure at the end away from the piston main body; The top rod comprises a connecting part and a rod body connected with the connecting part, the end of the connecting part away from the rod body is provided with a positioning hole used for cooperating with the pin shaft and a second step structure used for axial limiting of the first step structure; the rod body extends into the connecting cylinder, rotates by 90 degrees, inserts the pin shaft into the positioning hole and is limited in the sliding grooves, so as to realize the sliding cooperation of the top rod and the connecting cylinder through the sliding cooperation of the pin shaft and the sliding grooves; the radial dimension of the rod body is greater than the radial dimension of the connecting part and the radial dimension of the connecting cylinder, the connection between the rod body and the connecting part forms a third step structure, and the top rod spring is located between the piston main body and the third step structure; When the surface of the third step structure towards the second step structure contacts the end surface of the connecting cylinder away from the piston main body, the top rod is in the contraction state; When the top rod is in the contraction state, the pin shaft in the positioning hole and the sliding grooves leave a gap close to the piston main body.

2. The empty and loaded car adjusting device for railway cars as defined in claim 1, wherein, When the railway wagon is in the empty vehicle position braking, the pressure air in the brake cylinder assembly enters the upper chamber and acts on the piston cylinder, and then drives the contact assembly to move through the top rod spring to sense the position of the cross beam, and drives the upper chamber and the lower chamber to gradually communicate, so that the pressure air of the brake cylinder assembly is gradually shunted to the pressure reducing air cylinder assembly; When the railway wagon is in heavy load braking, the extension amount of the contact head assembly is gradually compressed, and the jack spring is compressed to drive the piston cylinder to gradually rise, thereby pushing the piston cylinder to rise to limit the pressure air of the upper chamber to be shunted to the lower chamber.

3. The empty and loaded car adjusting device for railway cars as defined in claim 1 wherein, The first step structure is a convex structure formed on the inner side wall of the connecting cylinder. When the upper surface of the first step structure in the axial direction is in contact with the end face of the second step structure toward the rod body, the jack is in an elongated state.

4. The empty and loaded car adjusting device for railway cars as defined in claim 3 wherein, The upper surface of the first step structure in the axial direction is a partial circular arc surface. The lower surface of the first step structure in the axial direction is flush with the lower end face of the connecting cylinder and is integrally formed. The side of the first step structure toward the center of the connecting cylinder is a rectangular plane parallel to the axial direction. Among the outer shape profile of the edge of the second step structure, one pair of opposite surfaces is a rectangular plane, and the other pair of opposite surfaces is an arc surface structure. The corresponding end face of the arc surface structure is used to contact and limit the upper surface of the first step structure in the axial direction.

5. The empty and loaded car adjusting device for railway cars as claimed in claim 1 or 2, characterized in that, Further comprising: A restoring spring is located in the lower chamber and surrounds the jack spring. The lower end of the restoring spring is connected with the third step structure, and the upper end is used to abut against the joint of the upper chamber and the lower chamber.

6. The empty and loaded car adjusting device for railway cars as set forth in claim 1 or 2, characterized in that, The positioning hole on the connecting part is in clearance fit with the pin shaft, and / or the diameter of the pin shaft is smaller than the width of the sliding groove.

7. The empty and loaded car adjusting device for railway cars as set forth in claim 1 or 2, characterized in that, The contact head assembly includes a contact head and an elastic member. The rod body is a hollow structure. The contact head is installed inside the rod body through the elastic member and partially exposed outside the rod body, used to contact the cross beam.

8. The empty and loaded car adjusting device for railroad cars defined in claim 1 wherein, The brake cylinder assembly includes a brake cylinder, a first brake connecting pipeline, and a second brake connecting pipeline. One end of the first brake connecting pipeline is in communication with the upper chamber, and the other end is in communication with the brake cylinder. One end of the second brake connecting pipeline is in communication with the brake cylinder, and the other end is in communication with the air inlet of the actuating part of the pressure limiting valve. The pressure reducing air cylinder assembly includes a pressure reducing air cylinder, a first pressure reducing connecting pipeline, and a second pressure reducing connecting pipeline. One end of the first pressure reducing connecting pipeline is in communication with the lower chamber, and the other end is in communication with the pressure reducing air cylinder. One end of the second pressure reducing connecting pipeline is in communication with the pressure reducing air cylinder, and the other end is in communication with the air inlet of the driving part of the pressure limiting valve.

9. The empty and loaded car adjusting device for railroad cars defined in claim 8, wherein, Further comprising: A 120 valve and a secondary air cylinder. One end of the 120 valve is in communication with the air inlet of the actuating part of the pressure limiting valve, and the other end is in communication with the secondary air cylinder.

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