Double-acting railway vehicle speed regulating device

Abstract

The invention discloses a double-acting railway vehicle speed regulating device. Relates to the field of railway marshalling station vehicle humping speed regulation. In order to solve the problems that an existing retarder is low in speed judgment precision and high in equipment failure rate, the hydraulic retarder comprises a speed judgment mechanism, a hydraulic damping mechanism, a pressure conduction mechanism and a mechanical clamping braking mechanism, and the speed judgment mechanism is matched with the hydraulic damping mechanism to limit the hydraulic oil flow, sense the hydraulic pressure change and decide whether to close a low-flow-speed channel or not; the hydraulic resistance of different grades is generated, the acting force of a wheel acts on one end of a movable force arm of the mechanical clamping brake machine through the pressure conduction mechanism, a clamping jaw is pushed to rotate, the acting force acts on the inner side of a rim, and the double-braking function is achieved. The valve plate corresponds to the oil hole up and down, the pressure valve is sleeved with the pressure valve sleeve, a sliding installation space is provided for the valve plate, the radial position of the valve plate is limited, and the speed regulation device is applied to the field of railway vehicle speed regulation.

Description

Technical Field

[0001] This invention relates to the field of speed regulation of rolling stock in railway marshalling yards, and specifically to a dual-action railway rolling stock speed regulation device. Background Technology

[0002] Currently, the speed control equipment in slow-moving areas of railway stations mainly consists of speed reduction jacks. my country's first speed reduction jack was developed in December 1974 and named the TDJ speed reduction jack by the Ministry of Railways in 1977. It has been in use for over 40 years. The introduction of speed reduction jacks has made semi-automation possible in freight car marshalling yards, improving marshalling efficiency to some extent and contributing to freight turnover and transport. However, due to technological limitations and the structure of the speed reduction jacks themselves, some problems have emerged in their use, and in some aspects, they are no longer keeping pace with the development of railway technology, urgently requiring technological transformation and innovation.

[0003] Currently, deceleration jacks have several drawbacks. First, their speed judgment accuracy is low. Their speed judgment principle is mechanical. The pressure generated by the wheel rolling over the inner cavity of the jack determines whether the sliding plate covers the overflow hole, creating different reaction forces and resulting in different deceleration effects. Due to this mechanical principle, inaccurate speed judgments are common. Second, the equipment has a high failure rate. Because the equipment is installed vertically, it generates a huge bending moment when colliding with a high-speed wheel, often resulting in a dead jack, endangering driving safety. Furthermore, because the inner cavity medium is an oil-gas mixture, leakage is a serious problem, frequently leading to jack failure. Third, maintenance is arduous, resulting in high human resource costs. Summary of the Invention

[0004] In order to solve the problems of low speed judgment accuracy and high failure rate of existing deceleration tops, this invention provides a dual-action railway vehicle speed control device.

[0005] The technical solution of this invention is:

[0006] A dual-action railway vehicle speed control device includes a speed discrimination mechanism, a hydraulic damping mechanism, a pressure transmission mechanism, and a mechanical clamping brake mechanism. The speed discrimination mechanism works in conjunction with the hydraulic damping mechanism to limit the hydraulic oil flow, sense changes in hydraulic pressure, and determine whether to close the low-flow-rate channel, thereby generating different levels of hydraulic resistance. The force of the wheel is transmitted through the pressure transmission mechanism to one end of the power arm of the mechanical clamping brake mechanism, which drives the pawl to rotate and acts on the inner side of the wheel rim, thus realizing the dual braking function.

[0007] The speed discrimination mechanism includes a valve plate, a pressure valve sleeve, a cylinder, a cylinder head, an air bladder, and an oil hole;

[0008] The cylinder head is an integral structure with the cylinder body and is located on the top of the cylinder body. The air bladder is embedded in the pre-set groove in the upper cavity of the cylinder body. The cylinder body slides inside the sliding sleeve. The valve plate and the oil hole are vertically aligned. A pressure valve sleeve is fitted outside the pressure valve, which provides space for the valve plate to slide and limits the radial position of the valve plate. The valve plate can slide up and down in the channel of the pressure valve sleeve. When the pressure in the upper cavity of the cylinder body changes, the sliding of the valve plate will block / expose the oil hole, while the pressure valve sleeve guides and limits the sliding action.

[0009] Furthermore, the hydraulic damping mechanism includes hydraulic oil, a pressure valve spring, a pressure valve, a return check valve, and a piston rod;

[0010] The pressure valve spring is vertically arranged in the inner cavity of the pressure valve. One end of the spring abuts against the lower end of the pressure valve spring seat, and the other end is connected to the pressure valve sealing ball. The return oil check valve is installed in the return channel of the upper and lower cavities of the cylinder. The hydraulic oil fills the upper and lower cavities of the cylinder. The return oil check valve is threaded onto the oil passage of the cylinder side wall and connects the lower and upper cavities. One end of the piston rod extends into the lower cavity of the cylinder and contacts the hydraulic oil, and the other end is connected to the pressure transmission mechanism.

[0011] Furthermore, the pressure transmission mechanism includes a force-transmitting piston, a force-transmitting cylinder, an oil pipe, and a clamping cylinder;

[0012] The force-transmitting piston is slidably assembled in the force-transmitting cylinder body, which is connected to the rear chamber of the clamping cylinder through an oil pipe, and the force-transmitting piston is connected to the piston rod in a driving connection.

[0013] Furthermore, the mechanical clamping and braking mechanism includes a chuck, a support, a spring, a clamping cylinder piston, and a cylinder liner;

[0014] The support and the chuck are rotatably connected to the support via a pin. One end of the spring is connected to the chuck, and the other end is fixed to the mounting base. The piston of the clamping cylinder is slidably assembled inside the cylinder liner and communicates with the clamping cylinder. The extended end of the clamping cylinder piston abuts against the lower part of the chuck.

[0015] Furthermore, it also includes a solid lubrication structure, which is a graphite ring. The graphite ring is assembled at the rotating connection between the jaw and the support, and at the sliding connection between the valve plate and the pressure valve sleeve, to achieve grease-free lubrication.

[0016] Furthermore, the cylinder and sliding sleeve adopt an inclined installation structure with an inclination angle of 8°, so that the angle between the direction of the wheel force and the axial direction of the cylinder is no greater than 1°.

[0017] Furthermore, the mechanical clamping braking mechanism also includes a clamping anti-jump component. The clamping anti-jump component is connected to the lower chamber of the cylinder of the hydraulic damping mechanism through a hydraulic branch, which transmits the pressure of the lower chamber of the cylinder to the upper end of the chuck, so that the upper end of the chuck acts synchronously on the inner side of the wheel rim.

[0018] Furthermore, the airbag is integrally molded from oil-resistant, wear-resistant, and pressure-resistant rubber material, and its edge is interference-fitted with the upper cavity groove of the cylinder through a sealing groove to achieve complete isolation between nitrogen and hydraulic oil. The pressure changes of the airbag and the upper cavity of the cylinder correspond to each other in a curve to ensure the accuracy of pressure speed judgment.

[0019] Furthermore, it also includes the wheels. The wheels first press down on the cylinder head corresponding to the open chuck, triggering the linkage of various mechanisms to apply both reaction force and friction braking to the vehicle that exceeds the threshold speed until the vehicle speed drops to the threshold. After the wheels roll over the cylinder head, the components reset under the action of the airbag, spring and return oil check valve.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] This invention employs an airbag-sealed pressure speed-judging mechanism, which completely isolates nitrogen from hydraulic oil, avoiding leakage and deterioration problems caused by traditional oil-gas mixing. The pressure of the airbag and the upper chamber of the cylinder are linearly correlated, greatly improving the accuracy of mechanical speed recognition and effectively solving the core defect of inaccurate speed judgment by traditional deceleration tops.

[0022] This invention greatly improves braking safety and reliability. The first-stage reaction braking directly acts on the wheel through cylinder pressure, while the second-stage friction braking clamps the wheel rim with the help of chucks. Combined with the clamping anti-jump component, it can not only enhance the braking effect but also limit wheel jumping, avoid the risk of derailment when the car is released empty, and completely solve the safety hazards of "dead end" and "failed end" in traditional equipment.

[0023] This invention significantly reduces the failure rate. The 8° tilted installation design of the cylinder body ensures that the angle between the wheel force and the cylinder body axis is ≤1°, which greatly reduces the lateral bending moment and component wear. Combined with the airbag return structure, the overall failure rate of the equipment is significantly reduced, and the human resource cost is significantly reduced.

[0024] This invention is a specialized device for speed regulation of shunting vehicles on fixed railway lines. It replaces existing speed regulation equipment, offering higher precision, better performance, and enhanced safety and reliability. The device is installed in railway freight car marshalling yards on marshalling lines with a certain slope. An appropriate installation plan is designed based on the track cross-section, length, and environmental conditions. Installation is carried out according to technical specifications and relevant standards to achieve correct coupling and marshalling during shunting speed regulation. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the present invention;

[0026] Figure 2 for Figure 1 A magnified view of part A in the image;

[0027] Figure 3This is a schematic diagram of the structure of the present invention when it is installed on a railway track;

[0028] Figure 4 This is a schematic diagram of the airbag return structure of the present invention installed on the track;

[0029] Figure 5 This is a schematic diagram of the anti-detachment structure of the clamping wheel of the present invention when it is installed on the track;

[0030] Figure 6 This is a schematic diagram of the airbag return structure of the present invention;

[0031] Figure 7 This is a schematic diagram of the anti-detachment structure of the clamping wheel of the present invention;

[0032] In the diagram: 1. Spring, 2. Claw, 3. Support, 4. Clamping cylinder, 5. Clamping cylinder piston, 6. Cylinder liner, 7. Second oil port, 8. Clamping plate, 9. Oil pipe, 10. Wheel, 11. First oil port, 12. Force transmission cylinder body, 13. Hydraulic oil, 14. Force transmission piston, 15. Housing, 16. Sliding sleeve, 17. Pressure spring, 18. Valve plate, 19. Pressure valve sleeve, 20. Cylinder body, 21. Cylinder body cap, 22. Air bladder, 23. Oil hole, 24. Pressure valve, 25. Return oil check valve, 26. Piston rod, 27. Rail. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0034] Specific implementation method one: Combining Figure 1 — Figure 7 This embodiment describes a dual-acting railway vehicle speed control device, comprising a speed discrimination mechanism, a hydraulic damping mechanism, a pressure transmission mechanism, and a mechanical clamping braking mechanism. The speed discrimination mechanism, in conjunction with the hydraulic damping mechanism, limits the hydraulic oil flow, senses changes in hydraulic pressure, and determines whether to close the low-flow-rate channel, thereby generating different levels of hydraulic resistance. This determines whether to apply corresponding braking action at a certain speed threshold. The force from the wheel acts on one end of the power arm of the mechanical clamping brake through the pressure transmission mechanism, pushing the pawl to rotate and acting on the inner side of the wheel rim, thus achieving dual braking function.

[0035] The speed discrimination mechanism includes a valve plate 18, a pressure valve sleeve 19, a cylinder 20, a cylinder head 21, an air bladder 22, and an oil hole 23;

[0036] The cylinder head 21 is an integral structure with the cylinder body 20 and is located on top of the cylinder body 20, forming the force-bearing end that is directly acted upon by the wheel. The cylinder body 20 is nested in the sliding sleeve 16 and can slide along the sleeve axis, providing a stroke basis for pressure transmission.

[0037] The airbag 22 is embedded in a pre-set groove in the upper cavity of the cylinder 20, serving as a pressure sensing and reset power source. The upper and lower cavities of the cylinder 20 are connected through a return channel, and the return oil check valve 25 is installed in the channel to control the one-way return of hydraulic oil.

[0038] The pressure valve 24 is fitted with a pressure valve sleeve 19, which provides sliding installation space for the valve plate 18 and limits its radial displacement, ensuring that the valve plate 18 can only slide up and down along the channel of the pressure valve sleeve 19.

[0039] The valve plate 18 is precisely aligned with the oil hole 23 on the cylinder body. When the pressure in the upper chamber of the cylinder body 20 changes, the valve plate 18 slides to block or expose the oil hole 23, thereby adjusting the hydraulic oil flow state and completing the speed threshold judgment.

[0040] Specific Implementation Method Two: Combining Figure 1 — Figure 7 This embodiment describes a double-acting railway vehicle speed control device, wherein the hydraulic damping mechanism includes hydraulic oil 13, pressure valve spring 17, pressure valve 24, return oil check valve 25, and piston rod 26.

[0041] The pressure valve spring 17 is vertically arranged in the inner cavity of the pressure valve 24. One end of the spring abuts against the lower end of the pressure valve 24, and the other end is connected to the sealing ball of the pressure valve 24. The return oil check valve 25 is installed in the return channel of the upper and lower cavities of the cylinder 20. The hydraulic oil 13 completely fills the upper and lower cavities of the cylinder 20, forming a closed hydraulic transmission medium environment to ensure the stability and timeliness of pressure transmission.

[0042] The return oil check valve 25 is threadedly fastened to the preset oil circuit on the side wall of the cylinder 20, precisely connecting the lower and upper chambers of the cylinder, allowing hydraulic oil to flow unidirectionally from the lower chamber to the upper chamber, thus providing an oil circuit guarantee for mechanism reset.

[0043] The piston rod 26 adopts a stepped shaft structure. One end extends into the lower cavity of the cylinder 20 and is in direct contact with the hydraulic oil 13. The other end is rigidly connected to the force transmission piston 14 of the pressure transmission mechanism through a pin or thread, which converts the axial pressure of the cylinder 20 into the linear displacement of the piston rod and completes the power transmission.

[0044] Specific implementation method three: Combining Figure 1 — Figure 7 This embodiment describes a double-acting railway vehicle speed control device, wherein the pressure transmission mechanism includes a force-transmitting piston 14, a force-transmitting cylinder 12, an oil pipe 9, and a clamping cylinder 4.

[0045] The force-transmitting piston 14 is slidably assembled inside the force-transmitting cylinder 12. The force-transmitting cylinder 12 is connected to the rear chamber of the clamping cylinder 4 through the oil pipe 9. The force-transmitting piston 14 is connected to the piston rod 26 in a transmission connection.

[0046] The force transmission cylinder 12 is sealed to the oil pipe 9 through the oil circuit interfaces at both ends, and the other end of the oil pipe 9 is connected to the rear cavity of the clamping cylinder 4 to form a complete hydraulic transmission circuit.

[0047] The force-transmitting piston 14 and piston rod 26 adopt a coaxial transmission design. The linear displacement of piston rod 26 directly drives the force-transmitting piston 14 to slide in the force-transmitting cylinder 12, squeezing the hydraulic oil in the cylinder and transmitting the pressure to the clamping cylinder 4 through the oil pipe 9, thus realizing the long-distance transmission and amplification of power.

[0048] Specific implementation method four: Combination Figure 1 — Figure 7 This embodiment describes a double-acting railway vehicle speed control device, wherein the mechanical clamping braking mechanism includes a pawl 2, a support 3, a spring 1, a clamping cylinder piston 5, and a cylinder liner 6.

[0049] The support 3 is fixed to the mounting base on both sides of the track by expansion bolts. The chuck 2 adopts a lever structure and is rotatably connected to the support 3 by a pin. A rotation gap is reserved at the connection between the pin and the chuck 2 to ensure that the chuck opens and closes flexibly.

[0050] Spring 1 is a tension spring. One end is connected to the middle of the claw 2 via a hook, and the other end is fixed to the embedded component of the installation foundation. Under normal conditions, it is kept in a tensioned state, so that the claw 2 is in the open position to avoid affecting the normal passage of vehicles.

[0051] The cylinder liner 6 is fixedly mounted on the side of the support 3. The piston 5 of the clamping cylinder is mounted inside the cylinder liner with a sliding fit structure. The front end of the piston is provided with an arc-shaped pushing surface that fits against the force-bearing surface of the lower part of the chuck 2. The clamping cylinder 4 is connected to the cylinder liner 6. The hydraulic oil pressure drives the piston 5 of the clamping cylinder to extend and push against the lower part of the chuck 2, causing the chuck 2 to rotate around the pin shaft and clamp towards the wheel at the upper end, generating friction braking force.

[0052] Specific Implementation Method Five: Combining Figure 1 — Figure 7 This embodiment describes a dual-action railway vehicle speed control device, which also includes a solid lubrication structure. The solid lubrication structure uses a graphite ring, which is made of high-density wear-resistant graphite material and has the characteristics of self-lubrication, high temperature resistance, and pollution prevention.

[0053] The graphite ring is respectively assembled with the pin rotation connection parts of the claw 2 and the support 3. The graphite ring is sleeved on the outer ring of the pin and forms a sliding fit with the shaft hole of the claw 2. In the sliding connection part of the valve plate 18 and the pressure valve sleeve 19, the graphite ring is embedded in the inner wall groove of the pressure valve sleeve 19 and fits against the side wall of the valve plate 18.

[0054] Graphite rings are fixed by interference fit or snap fasteners, requiring no additional grease. They rely on the lubricating properties of graphite itself to reduce friction and wear of moving parts, avoid lubrication failures caused by grease evaporation or mixing of sand and water, and reduce maintenance frequency.

[0055] Specific Implementation Method Six: Combination Figure 1 — Figure 7 This embodiment describes a double-acting railway vehicle speed control device. The cylinder 20 and sliding sleeve 16 are installed at an inclined angle of 8°, achieved by adjusting the angle of the mounting bracket of the sliding sleeve 16. The inclined direction is adapted to the wheel's travel direction, ensuring that the force exerted by the wheel 10 on the cylinder head 21 is within 1° of the axial direction of the cylinder 20, minimizing lateral force and additional bending moment. This avoids the dead-end phenomenon caused by traditional vertical installation, reduces wear on the cylinder 20 and sliding sleeve 16, and improves the load-bearing capacity and service life of the mechanism.

[0056] Specific implementation method seven: Combining Figure 1 — Figure 7 This embodiment describes a double-acting railway vehicle speed control device. The mechanical clamping braking mechanism further includes a clamping anti-jump component, which consists of a jaw 2, a support 3, and a clamping cylinder 4. The clamping anti-jump component is connected to the lower chamber of the cylinder 20 of the hydraulic damping mechanism through a hydraulic branch, transmitting the pressure of the lower chamber of the cylinder 20 to the upper end of the jaw 2, so that the upper end of the jaw 2 acts synchronously on the inner side of the wheel rim.

[0057] When the pressure in the lower chamber of cylinder 20 increases, the high-pressure oil drives the auxiliary piston to extend through the hydraulic branch, which in turn drives the action block to act synchronously on the inner side of the wheel rim. This works in conjunction with the clamping force at the lower end of the chuck 2, which not only enhances the friction braking effect but also limits the up-and-down movement of the wheel, thus preventing derailment accidents.

[0058] Specific implementation method eight: Combination Figure 1 — Figure 7 This embodiment describes a dual-action railway vehicle speed control device. The airbag 22 is integrally molded from oil-resistant and wear-resistant rubber material. Its edge is press-fitted with the upper cavity groove of the cylinder 20 through a sealing groove, achieving complete isolation between nitrogen and hydraulic oil 13. The pressure changes of the airbag 22 and the upper cavity of the cylinder 20 are linearly correlated, ensuring the accuracy of pressure speed judgment.

[0059] Specific Implementation Method Nine: Combining Figure 1 — Figure 7 This embodiment describes a dual-acting railway vehicle speed control device, which also includes a wheel 10. The wheel 10 first presses down the cylinder head 21 corresponding to the open chuck 2, triggering the linkage of various mechanisms to perform dual braking of reaction force and friction on the vehicle exceeding the threshold speed until the vehicle speed drops to the threshold. After the wheel 10 rolls over the cylinder head 21, each component resets under the action of the airbag 22, spring 1, and return oil check valve 25.

[0060] Working principle:

[0061] The double-acting railway vehicle speed regulating device consists of a speed discrimination mechanism, a hydraulic damping mechanism, a pressure transmission mechanism, and a mechanical clamping and braking mechanism. Its main function is to mechanically identify the speed of incoming vehicles and apply both reaction force and friction braking to vehicles exceeding a certain threshold speed until the vehicle speed drops to the threshold. Its working process is as follows: when a vehicle requiring speed regulation passes the regulating device, the wheels first pass through the open chucks 2, pressing down the cylinder head 21.

[0062] When the vehicle speed is below the design rating, such as 5 km / h, the pressure in the upper chamber of cylinder 20 is below a certain value, and the hydraulic oil is insufficient to press down the valve plate 18. At this time, the hydraulic oil in the upper chamber flows rapidly into the lower chamber of cylinder 20 through the oil hole 23. Due to the low resistance to fluid flow, the force exerted on cylinder 20 is small, and the force acting on the force transmission piston 14 is also small, unable to push the piston of the clamping cylinder 4 to move. Therefore, the pawl 2 does not rotate, does not produce a wheel clamping action, does not perform work on the wheel, and does not have a deceleration effect.

[0063] When the vehicle speed exceeds the design rating, the wheel quickly presses down on the cylinder head 21, causing the hydraulic oil pressure in the upper chamber of cylinder 20 to rise rapidly and compress the air bladder 22. Due to the short time, the hydraulic oil cannot be discharged immediately, and the valve plate 18 is forced to descend rapidly, blocking the oil hole 23. Under the strong action of the wheel, the pressure oil in the upper chamber of cylinder 20 compresses the pressure spring 17, opening the pressure valve 24, and the high-pressure oil flows into the lower chamber of cylinder 20 through the pressure valve. Cylinder 20 generates a certain reaction force on the wheel, achieving a first-stage deceleration effect. At this time, the force of cylinder 20 is transmitted to the piston rod 26, causing it to descend. The force-transmitting piston 14 pushes the hydraulic oil in the lower chamber to be discharged, entering the rear chamber of the clamping cylinder 4 through the oil pipe 9. The clamping cylinder piston 5 extends and acts on the lower part of the chuck 2. The chuck 2 rotates around the support 3 axis, forcing the upper end of the chuck 2 to act on the inner side of the wheel rim to generate braking, achieving a second-stage deceleration effect.

[0064] When the wheel runs over the cylinder head 21, the force disappears, the air bladder 11 inflates, and the volume of the upper chamber of the cylinder 20 tends to increase. The hydraulic oil in the lower chamber of the cylinder 20 flows back to the upper chamber of the cylinder 20 through the return check valve 25, and the cylinder 20 resets. The piston of the clamping cylinder 4 is released, and the pawl 2 opens under the action of the spring 1, waiting for the next wheel to drive in.

[0065] This solution addresses the issue of train shunting involving both empty and loaded cars. For the same gradient and distance, the braking effort required for empty and loaded cars differs. Because the system cannot distinguish between empty and loaded cars, existing deceleration jacks, designed for loaded car shunting, present a resource waste problem.

[0066] By incorporating a caliper braking mechanism into the swing-type reduction gear, the braking capacity of a single gear is increased, and it also prevents the gear from slipping off when the vehicle is empty. The airbag-type pressurized return mechanism has a low failure rate. The reduction gear's return is achieved by the expansion of gas within the cylinder chamber, causing the cylinder to rise rapidly. Traditional reduction gears use a mixture of oil and gas, which can lead to leaks, deterioration, and increased inspection and maintenance. The airbag-type pressurized device seals nitrogen in the upper chamber of the cylinder, isolating it from the hydraulic fluid. The nitrogen in the airbag contracts or expands with pressure changes, achieving automatic return of the reduction gear. A hydraulic connection device is installed between the reaction braking and friction braking mechanisms. The force exerted by the wheels is transmitted to the force-bearing cylinder through this device, acting on the friction brake arm to generate braking. The greater the force exerted by the wheels, the greater the friction braking force, and the better the braking effect.

[0067] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent substitutions, and improvements made to the above embodiments without departing from the scope of the present invention, based on the technical essence of the present invention and within the spirit and principles of the present invention, shall still fall within the protection scope of the present invention.

Claims

1. A double-acting railway vehicle speed regulating device, characterized in that, It includes a speed discrimination mechanism, a hydraulic damping mechanism, a pressure transmission mechanism, and a mechanical clamping and braking mechanism. The speed discrimination mechanism works in conjunction with the hydraulic damping mechanism to limit the hydraulic oil flow, sense changes in hydraulic pressure, and decide whether to close the low-flow-rate channel, generating different levels of hydraulic resistance. The force of the wheel is applied to one end of the power arm of the mechanical clamping and braking mechanism through the pressure transmission mechanism, pushing the pawl to rotate and acting on the inner side of the wheel rim to achieve dual braking function. The speed discrimination mechanism includes a valve plate (18), a pressure valve sleeve (19), a cylinder (20), a cylinder head (21), an air bladder (22), and an oil hole (23); The cylinder head (21) and the cylinder (20) are integrated and set on the top of the cylinder (20). The air bag (22) is embedded in the preset groove in the upper cavity of the cylinder (20). The cylinder (20) is set in the sliding sleeve (16) and slides. The valve plate (18) and the oil hole (23) are vertically aligned. The pressure valve (24) is covered with a pressure valve sleeve (19), which provides space for the valve plate (18) to slide and limits the radial position of the valve plate (18). The valve plate (18) can slide up and down in the channel of the pressure valve sleeve (19). When the pressure in the upper cavity of the cylinder (20) changes, the sliding of the valve plate (18) will block / expose the oil hole (23), while the pressure valve sleeve (19) guides and limits the sliding action.

2. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, The hydraulic damping mechanism includes hydraulic oil (13), pressure valve spring (17), pressure valve (24), return oil check valve (25) and piston rod (26). The pressure valve spring (17) is vertically arranged in the inner cavity of the pressure valve (24). One end of the spring abuts against the lower end of the pressure valve (24), and the other end is connected to the sealing ball of the pressure valve (24). The return oil check valve (25) is installed in the return channel of the upper and lower cavities of the cylinder (20). The hydraulic oil (13) fills the upper and lower cavities of the cylinder (20). The return oil check valve (25) is threaded onto the oil passage of the side wall of the cylinder (20) and connects the lower and upper cavities. One end of the piston rod (26) extends into the lower cavity of the cylinder (20) and contacts the hydraulic oil (13). The other end is connected to the pressure transmission mechanism.

3. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, The pressure transmission mechanism includes a force transmission piston (14), a force transmission cylinder (12), an oil pipe (9), and a clamping cylinder (4). The force-transmitting piston (14) is slidably assembled inside the force-transmitting cylinder (12). The force-transmitting cylinder (12) is connected to the rear chamber of the clamping cylinder (4) through the oil pipe (9). The force-transmitting piston (14) is connected to the piston rod (26) in a transmission connection.

4. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, The mechanical clamping and braking mechanism includes a chuck (2), a support (3), a spring (1), a clamping cylinder piston (5), and a cylinder liner (6); The support (3) and the claw (2) are rotatably connected to the support (3) by a pin. One end of the spring (1) is connected to the claw (2) and the other end is fixed to the mounting base. The piston (5) of the clamping cylinder is slidably assembled in the cylinder sleeve (6) and communicates with the clamping cylinder (4). The extended end of the piston (5) of the clamping cylinder abuts against the lower part of the claw (2).

5. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, It also includes a solid lubrication structure, which is a graphite ring. The graphite ring is assembled at the rotating connection between the claw (2) and the support (3) and the sliding connection between the valve plate (18) and the pressure valve sleeve (19) to achieve grease-free lubrication.

6. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, The cylinder (20) and sliding sleeve (16) adopt an inclined installation structure with an inclination angle of 8°, so that the angle between the force direction of the wheel (10) and the axial direction of the cylinder (20) is no greater than 1°.

7. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, The mechanical clamping braking mechanism also includes a clamping anti-jump component, which consists of a pawl (2), a support (3), and a clamping cylinder (4). The clamping cylinder (4) is connected to the lower chamber of the cylinder body (20) of the hydraulic damping mechanism through a hydraulic branch, so that the pressure of the lower chamber of the cylinder body (20) is transmitted to the upper end of the pawl (2), so that the upper end of the pawl (2) acts synchronously on the inner side of the wheel rim.

8. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, The airbag (22) is integrally molded from oil-resistant, wear-resistant and pressure-resistant rubber material. Its edge is pressurized with the upper cavity groove of the cylinder (20) through a sealing groove to achieve complete isolation between nitrogen and hydraulic oil (13). The pressure change of the airbag (22) and the upper cavity of the cylinder (20) corresponds to the curve to ensure the accuracy of pressure speed judgment.

9. The double-acting railway vehicle speed regulating device according to claim 1, characterized in that, It also includes a wheel (10). The wheel (10) first presses down the cylinder head (21) corresponding to the pawl (2) in the open state, triggering the linkage of each mechanism to perform reaction force and friction double braking on the vehicle that exceeds the threshold speed until the vehicle speed drops to the threshold. After the wheel (10) rolls over the cylinder head (21), each component is reset under the action of the airbag (22), spring (1) and return oil check valve (25).

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