Control device for rail wagon brake shoe stack adjuster

Abstract

The utility model discloses a control device for a railway wagon brake shoe stack adjuster, which comprises a control rod, a control stopper and an adjusting nut, the adjusting nut is in threaded connection with the control rod, and the control stopper is sleeved on the control rod and is detachably connected with the adjusting nut so that the adjusting nut can rotate after being fixed or separated relative to the control stopper. The adjusting nut is in threaded connection with the control rod to adjust the relative position of the check block, after adjustment is completed, the adjusting nut and the loader are connected through the connecting piece to achieve fixation, the self-locking characteristic is achieved, and the self-locking function is achieved. When the distance between the check block and the end face of the outer barrel of the brake shoe stack adjuster needs to be adjusted during maintenance or overhaul, the position of the check block can be adjusted by rotating the adjusting nut only by disassembling the connecting piece, welding seams do not need to be cut, and the scrapping problem is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of railway freight car braking, in particular to a control device for a railway freight car brake regulator. Background Art

[0002] The bidirectional brake shoe clearance automatic adjuster (brake adjuster for short) of railway freight cars is an important part of the brake system of railway freight cars. It is used to automatically adjust the position of the brake lever after the brake shoe becomes thinner due to wear, so as to ensure that the stroke of the brake cylinder is within the working range, so that the brake cylinder maintains the specified pressure during braking, and does not reduce the brake shoe braking pressure due to the increase in the brake cylinder stroke causing the air pressure in the brake cylinder to decrease. A control stopper is mounted on the outer cylinder of the brake adjuster's pull rod, and the control stopper is connected to the control rod, and the end of the control rod is fixed relative to the brake adjuster. Since there needs to be a certain gap between the brake shoe and the wheel tread of the railway vehicle's braking system in the relief state, and there is also a certain gap between each lever and the pull rod. After the vehicle braking system is assembled, it is necessary to adjust the distance A value between the end face of the outer cylinder of the brake adjuster and the control stopper according to the actual size of these gaps, so that the brake cylinder is within the working stroke. After the brake shoe and the wheelset tread are fitted (the gaps between each lever are eliminated), the end face of the outer cylinder of the brake adjuster and the control stopper are in contact, and the A value is zero, so that the brake adjuster can work normally. After the brake test is passed, the control stopper and the control rod need to be welded to prevent the A value distance from changing unexpectedly and affecting the operation of the brake adjuster. However, when the A value needs to be adjusted during vehicle inspection and maintenance, the brake adjuster usually needs to be disassembled and the welds of the control stopper and the control rod need to be cut and disassembled, which not only increases the maintenance workload, but also often causes the control stopper and the control rod to be scrapped due to cutting and disassembly.

[0003] Therefore, a control device for a railway freight car brake regulator is badly needed to solve the above-mentioned technical problems. Utility Model Content

[0004] The utility model aims to solve the above technical problems, that is, to solve the existing problem that after the brake test is qualified, the control stopper and the control rod need to be welded and fixedly connected to prevent the A value distance from accidentally changing and affecting the operation of the brake adjuster. However, when the A value needs to be adjusted during vehicle inspection and maintenance, it is usually necessary to disassemble the brake adjuster and cut and disassemble the welds of the control stopper and the control rod, which not only increases the maintenance workload, but also often causes the control stopper and the control rod to be scrapped due to cutting and disassembly.

[0005] To this end, in a first aspect, the utility model provides a control device for a railway freight car brake adjuster, comprising a control rod, a control stopper and an adjusting nut, wherein the adjusting nut is threadedly connected to the control rod, the control stopper is sleeved on the control rod and is detachably connected to the adjusting nut so that the adjusting nut can rotate after being fixed or separated relative to the control stopper, a first through hole is provided on the control stopper for sleeved on a pull rod of the brake adjuster, and the control stopper can move along the axial direction of the control rod under the forward and reverse driving of the adjusting nut to adjust the distance between the control stopper and the end face of the outer cylinder of the brake adjuster.

[0006] In a specific embodiment of the control device for the above-mentioned railway freight car brake adjuster, the control stopper includes a stopper and a carrier, the stopper is fixedly connected to the carrier, the carrier is sleeved on the control rod and can only slide along the axial direction of the control rod, the bottom end of the carrier is provided with a notch, the adjusting nut is arranged in the notch and is detachably connected to the carrier so that the adjusting nut can rotate after being fixed or separated relative to the carrier, and the carrier drives the stopper to slide along the axial direction of the control rod under the forward and reverse driving of the adjusting nut to adjust the distance between the stopper and the end face of the outer cylinder of the brake adjuster.

[0007] In the specific implementation of the control device for the brake adjuster of a railway freight car, a second through hole is provided on the carrier, and the inner wall of the second through hole is formed by alternating two arc surfaces and two rectangular surfaces, and the control rod passes through the second through hole and cooperates with the second through hole so that the carrier can only slide along the axial direction of the control rod.

[0008] In a specific embodiment of the control device for the above-mentioned railway freight car brake adjuster, the carrier includes a first carrier platform, a second carrier platform and a connector, the first carrier platform is fixedly connected to the block, the first carrier platform is fixedly connected to the second carrier platform via the connector, the gap between the first carrier platform and the second carrier platform forms the notch, and the second through hole passes through the first carrier platform and the second carrier platform.

[0009] In a specific implementation of the control device for a railway freight car brake adjuster, the adjusting nut is detachably connected to the carrier via a connecting piece.

[0010] In a specific embodiment of the control device for the above-mentioned railway freight car brake adjuster, a plurality of evenly distributed first connecting holes are provided on the end surfaces of the first bearing platform and the second bearing platform, and a plurality of second connecting holes arranged in a circular array are provided on the end surface of the adjusting nut. The center lines of the first connecting holes and the second connecting holes are parallel to the axis of the control rod and have equal diameters. During the rotation process, the adjusting nut can align and connect some of the second connecting holes with the first connecting hole, and the connecting piece is detachably connected to the aligned first connecting holes and second connecting holes to enable the adjusting nut to be detachably connected to the bearing.

[0011] In a specific embodiment of the control device for the above-mentioned railway freight car brake adjuster, the control rod includes a rod body and a rod head, one end of the rod body is fixedly connected to the rod head, the outer surface of the rod body is composed of two cylindrical surfaces and two planes alternately spliced ​​together, the two cylindrical surfaces are provided with threads for threaded connection with the adjusting nut, and the plane cooperates with the rectangular surface of the second through hole so that the carrier can only slide along the axial direction of the control rod.

[0012] In a specific implementation of the control device for the railway freight car brake adjuster, the outer peripheral wall of the adjusting nut is a smooth cylindrical surface, and a plurality of evenly distributed blind holes are provided on the outer peripheral wall of the adjusting nut.

[0013] In a specific implementation of the control device for the railway freight car brake adjuster, washers are provided between the adjusting nut and the first bearing platform and the second bearing platform.

[0014] In a specific embodiment of the above-mentioned control device for a railway freight car brake adjuster, the second through hole penetrates the block so that the block is sleeved on the control rod, and a first reinforcing rib is provided between the connector and the block; and / or

[0015] A second reinforcing rib extending outward and in a ring shape is provided on a side wall of the second supporting platform away from the first supporting platform, and an inner hole of the second reinforcing rib has the same structure as the second through hole.

[0016] Compared with the prior art, the beneficial effects of the utility model are:

[0017] 1. The utility model adopts a threaded connection between an adjusting nut and a control rod to adjust the relative position of the stopper, and the carrier can only slide along the axial direction of the control rod and cannot rotate. Therefore, after adjustment, the adjusting nut is connected to the carrier through a connecting piece to achieve fixation. It has a self-locking feature. When the distance between the stopper and the end face of the outer cylinder of the gate regulator needs to be adjusted during maintenance or overhaul, the position of the stopper can be adjusted by rotating the adjusting nut by simply removing the connecting piece. Compared with the welding fixing method adopted in the prior art, there is no need to cut the weld, which avoids the occurrence of scrapping problems. The effective function is achieved with the least accessories, and it has the advantages of simple structure, low manufacturing cost, simple installation and adjustment, and no accidents.

[0018] 2. The utility model makes the size of the block consistent with the installation size of the original control block iron in the prior art. The control block as a whole can be interchanged with the control block iron of the original gate regulator without any modification to the original structure, which is conducive to reducing the cost of gate regulator inspection and modification;

[0019] 3. A plurality of blind holes are arranged on the outer circumferential surface of the adjusting nut for circumferential rotation of the adjusting nut, which can reduce the space of the adjusting nut and overcome the disadvantage of insufficient space for rotating the adjusting nut with a wrench, making the operation more convenient;

[0020] 4. During the rotation of the adjusting nut, part of the second connecting hole can be aligned with the first connecting hole, which is convenient for the installation of the connecting piece, and can effectively fix the adjusting nut and the stopper, so that the stopper and the control rod can be reliably fixed and not loosened;

[0021] 5. Installing washers between the adjusting nut and the first and second bearing platforms can reduce the friction between the adjusting nut and the surface of the bearing platform during rotation, thereby reducing labor intensity, reducing wear and thus increasing service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings, in which:

[0023] Figure 1 It is a schematic diagram of the overall structure of the control device for the railway freight car brake regulator provided by the utility model;

[0024] Figure 2 It is a schematic diagram of the structure of the control device for the railway freight car brake regulator provided by the utility model after being assembled with the brake regulator;

[0025] Figure 3 yes Figure 1 The main view of

[0026] Figure 4 yes Figure 3 A top view of

[0027] Figure 5 yes Figure 3 AA section view in;

[0028] Figure 6 yes Figure 3 Middle BB section view;

[0029] Figure 7 yes Figure 3 Left view of

[0030] Figure 8 It is a schematic diagram of the overall structure of the control block;

[0031] Fig. 9 yes Figure 8 The main view;

[0032] Fig.10 yes Fig. 9 Middle CC section view;

[0033] Fig.11 yes Fig. 9 Middle DD section view;

[0034] Fig.12 yes Figure 3 Side view of the center adjusting nut.

[0035] List of reference numerals:

[0036] 1. Control stopper; 10. Stopper; 11. Connector; 12. Second bearing platform; 13. Second reinforcing rib; 14. First bearing platform; 15. First reinforcing rib; 16. First through hole; 17. Second through hole; 18. First connecting hole; 19. Notch; 2. Control rod; 20. Rod body; 21. Rod head; 22. Mounting hole; 3. Adjusting nut; 31. Internal thread; 32. Blind hole; 33. Second connecting hole; 34. Washer; 4. Gate adjuster; 41. End face of outer cylinder; 42. Pull rod. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solution and advantages of the utility model clearer, the technical solution of the utility model will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0038] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the system or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first", "second", etc., are used to define components, only for the convenience of distinguishing the above components, and unless otherwise stated, the above terms have no special meaning and cannot be understood as indicating or implying relative importance.

[0039] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "setting", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] The utility model relates to the technical field of railway freight car brakes, and in particular to a control device for a railway freight car brake adjuster. The purpose is to solve the problem that after the existing brake test is qualified, the control stopper and the control rod 2 need to be welded and fixedly connected to prevent the accidental change of the A value distance from affecting the operation of the brake adjuster 4. However, when the vehicle is inspected and maintained, when the A value needs to be adjusted again, it is usually necessary to disassemble the brake adjuster 4 and cut and disassemble the welds of the control stopper and the control rod 2, which not only increases the maintenance workload, but also often causes the control stopper and the control rod 2 to be scrapped due to cutting and disassembly. For this purpose, the utility model provides a control device for a railway freight car brake regulator, including a control rod 2, a control stopper 1 and an adjusting nut 3, wherein the adjusting nut 3 is threadedly connected to the control rod 2, the control stopper 1 is sleeved on the control rod 2 and is detachably connected to the adjusting nut 3 so that the adjusting nut 3 can rotate after being fixed or separated relative to the control stopper 1, and a first through hole 16 is provided on the control stopper 1 for being sleeved on the pull rod 42 of the brake regulator 4, and the control stopper 1 can move along the axial direction of the control rod 2 under the forward and reverse driving of the adjusting nut 3 to adjust the distance between the control stopper 1 and the outer cylinder end face 41 of the brake regulator 4, and the utility model adopts a threaded connection between the adjusting nut 3 and the control rod 2 to achieve The relative position of the stopper 10 is adjusted, and the carrier can only slide along its axial direction relative to the control rod 2 and cannot rotate. Therefore, after adjustment, the adjusting nut 3 is connected to the carrier through a connecting piece to achieve fixation. It has a self-locking feature. When it is necessary to adjust the distance between the stopper 10 and the outer cylinder end face 41 of the gate regulator 4 during maintenance or overhaul, it is only necessary to remove the connecting piece and then adjust the position of the stopper 10 by rotating the adjusting nut 3. Compared with the welding fixing method adopted in the prior art, there is no need to cut the weld, thus avoiding the occurrence of scrapping problems, and realizing its effective function with a minimum of accessories. It has the advantages of simple structure, low manufacturing cost, easy installation and adjustment, and not prone to accidents.

[0041] The control device for a railway freight car brake regulator provided by an embodiment of the utility model is described in detail below in conjunction with the accompanying drawings.

[0042] See also Figure 1-7 The utility model provides a control device for a brake adjuster of a railway freight car, comprising a control rod 2, a control stopper 1 and an adjusting nut 3, wherein the adjusting nut 3 is threadedly connected to the control rod 2, the control stopper 1 is sleeved on the control rod 2 and detachably connected to the adjusting nut 3 so that the adjusting nut 3 can rotate after being fixed or separated relative to the control stopper 1, and a first through hole 16 is provided on the control stopper 1 for sleeved on the pull rod 42 of the brake adjuster 4, and the control stopper 1 can move along the axial direction of the control rod 2 under the forward and reverse driving of the adjusting nut 3 to adjust the distance between the control stopper 1 and the outer cylinder end face 41 of the brake adjuster 4. An internal thread 31 is provided on the inner hole wall of the adjusting nut 3 for threaded connection with the control rod 2.

[0043] In one embodiment, see Figure 1 , Figure 3 , Figure 4 and Figure 8-9 The control stopper 1 includes a stopper 10 and a carrier, the stopper 10 is fixedly connected to the carrier, the carrier is sleeved on the control rod 2 and can only slide along the axial direction of the control rod 2, a notch 19 is provided at the bottom end of the carrier, the adjusting nut 3 is arranged in the notch 19 and is detachably connected to the carrier so that the adjusting nut 3 can rotate after being fixed or separated relative to the carrier, and the carrier drives the stopper 10 to slide along the axial direction of the control rod 2 under the forward and reverse driving of the adjusting nut 3 to adjust the distance between the stopper 10 and the outer cylinder end face 41 of the gate regulator 4.

[0044] Specifically, the carrier includes a first carrier platform 14, a second carrier platform 12 and a connector 11. The first carrier platform 14 is fixedly connected to the block 10. The first carrier platform 14 is fixedly connected to the second carrier platform 12 through the connector. The gap between the first carrier platform 14 and the second carrier platform 12 forms a cylindrical notch 19. The outer shape of the block 10 is composed of a large circle, a small circle and a tangent contour line to form a plate body. The material used by the block 10 is the same as the material of the original control stop iron in the prior art. The block 10 and the carrier can be integrally formed by machining after casting. The manufacturing process is simple and it is easy to realize mass production to reduce costs. The size of the block 10 can be made the same as the size of the original control stop iron in the prior art, so that it can be interchanged with the control stop iron of the original gate regulator 4 without any changes to the original structure, which is conducive to low-cost improvement of the inspection and modification costs of the gate regulator 4.

[0045] In addition, a gap 19 is formed between the first loading platform 14 and the second loading platform 12. Fig. 9 As shown, the adjusting nut 3 can be placed in the notch 19, that is, between the first bearing platform 14 and the second bearing platform 12, so that when the adjusting nut 3 rotates forward and backward, the bearing platform can be driven to drive the stopper 10 to move along the axial direction of the control rod 2. The connecting body 11 is an arc-shaped plate, so that the inner cavity of the notch 19 forms a cylindrical cavity that matches the outer shape of the adjusting nut 3, minimizing the space occupation.

[0046] In addition, a first reinforcing rib 15 is provided between the connecting body 11 and the stopper 10. Figure 3 As shown, the two edge portions of the connecting body 11 along the axial direction of the control rod 2 are fixedly connected to the block 10 through the first reinforcing rib 15. The first reinforcing rib 15, the block 10 and the connecting body 11 can be an integrated structure to improve the connection strength between the connecting body 11 and the block 10.

[0047] In one embodiment, see Figure 10-11The carrier is provided with a second through hole 17, the inner wall of which is formed by alternately splicing two arc-shaped surfaces and two rectangular surfaces, and the control rod 2 passes through the second through hole 17 and cooperates with it so that the carrier can only slide along the axis direction of the control rod 2. The second through hole 17 passes through the first carrier platform 14, the second carrier platform 12 and the stopper 10, and the second through hole 17 passes through the stopper 10 so that the stopper 10 is sleeved on the control rod 2.

[0048] In one embodiment, see Figure 1-4 The control rod 2 includes a rod body 20 and a rod head 21. One end of the rod body 20 is fixedly connected to the rod head 21, for example, by welding. The outer surface of the rod body 20 is composed of two cylindrical surfaces and two planes alternately spliced ​​together. The two cylindrical surfaces are provided with threads for threaded connection with the adjusting nut 3. The plane cooperates with the rectangular surface of the second through hole 17 so that the carrier can only slide along the axial direction of the control rod 2.

[0049] Specifically, the rod head 21 is a fork-shaped rod head 21, and a mounting hole 22 is provided on the fork-shaped rod head 21. The fork-shaped rod head 21 is made of a steel plate and then machined to be connected to a fixed fulcrum through a round pin. The fork-shaped rod head 21 is coaxial with the control rod 2, and the planes intersect at 45 degrees and are welded as a whole. The fork-shaped rod head 21 has the same structure as the fork-shaped rod head 21 of the original control rod 2 in the prior art, and the control rod 2 and the original control rod 2 in the prior art are completely interchangeable, which is more convenient to use.

[0050] In the above embodiment, the plane of the rod body 20 cooperates with the rectangular surface of the second through hole 17 to limit the axial rotation of the carrier, so that it can only move along the axial direction of the control rod 2 and cannot rotate relative to the control rod 2, thereby playing a restraining role. The threaded connection between the adjusting nut 3 and the control rod 2 is used to realize the relative position constraint of the adjustment block 10, and the carrier can only slide along the axial direction of the control rod 2 and cannot rotate. Therefore, after adjustment, the adjusting nut 3 is connected to the carrier through a connecting piece to achieve fixation, which has a self-locking feature.

[0051] In one embodiment, the adjusting nut 3 is detachably connected to the carrier via a connecting piece.

[0052] In one embodiment, see Figure 8 , Figure 11-12A plurality of evenly distributed first connecting holes 18 are provided on the end surfaces of the first bearing platform 14 and the second bearing platform 12, and a plurality of second connecting holes 33 arranged in a circular array are provided on the end surface of the adjusting nut 3. The center lines of the first connecting holes 18 and the second connecting holes 33 are parallel to the axis of the control rod 2 and have equal diameters. During the rotation of the adjusting nut 3, some of the second connecting holes 33 can be aligned and connected with the first connecting holes 18, and the connecting piece can be detachably connected to the aligned first connecting holes 18 and the second connecting holes 33 so that the adjusting nut 3 and the bearing device can be detachably connected.

[0053] Specifically, the first connection hole 18 and the second connection hole 33 have the same size and the same adjacent spacing, so that when the adjustment nut 3 is rotated, it can be ensured that a portion of the second connection holes 33 are aligned with the first connection holes 18. The total number of the second connection holes 33 is greater than the number of the first connection holes 18, so that the second connection holes 33 with the same number as the first connection holes 18 are used to align one by one with the first connection holes 18. The connecting member can be a cotter pin, which passes through the first connection hole 18 and the second connection hole 33 and opens its opening to fix the adjustment nut 3 with the first bearing platform 14 and the second bearing platform 12, so that the adjustment nut 3 cannot rotate, that is, the rotation position of the adjustment nut 3 is fixed.

[0054] In one embodiment, the outer peripheral wall of the adjusting nut 3 is a smooth cylindrical surface, and a plurality of evenly distributed blind holes 32 are provided on the outer peripheral wall of the adjusting nut 3 .

[0055] Specifically, the center line of the blind hole 32 is perpendicular to the center line of the adjusting nut 3, and the number of the blind holes 32 is preferably eight and distributed in a circumferential array along the center of the adjusting nut 3. The blind hole 32 can be inserted with a cylindrical tool for rotating the adjusting nut 3, which can reduce the space of the adjusting nut 3 and overcome the disadvantage of insufficient space when using a wrench to rotate the adjusting nut 3, making the operation more convenient.

[0056] In one embodiment, see Figure 1 and Figure 3 A washer 34 is provided between the adjusting nut 3 and the first bearing platform 14 and the second bearing platform 12. The washer 34 may be a nylon washer 34, and the setting of the washer 34 can reduce the friction between the adjusting nut 3 and the surface of the bearing platform when rotating, thereby reducing labor intensity, reducing wear and tear, and thus increasing service life.

[0057] In one embodiment, see Figure 1 and Figure 3A second reinforcing rib 13 extending outward and in an annular shape is provided on the side wall of the second bearing platform 12 away from the first bearing platform 14, and the inner hole of the second reinforcing rib 13 has the same structure as the second through hole 17. By providing the second reinforcing rib 13, the thickness of the first connecting hole 18 on the second bearing platform 12 can be increased to ensure that the first connecting hole 18 has sufficient contact area with the control rod 2.

[0058] When the brake adjuster 4 is loaded, the mounting hole 22 on the fork-shaped rod head 21 of the control rod 2 is mounted on the fixed fulcrum with a round pin. When adjusting the brake system, the adjustment nut 3 is rotated forward and backward to make the distance A value between the stopper 10 and the outer cylinder end face 41 of the brake adjuster 4 meet the requirements. At this time, the second connecting hole 33 on the adjustment nut 3 is aligned with the first connecting hole 18 of the first bearing platform 14 and the second bearing platform 12, and a connecting piece, such as a cotter pin, is inserted to fix the rotation position of the adjustment nut 3. Due to the self-locking characteristics of the threaded connection between the adjustment nut 3 and the control rod 2, the position of the stopper 10 and the control rod 2 is fixed and the axial force is reliably transmitted. Without removing the connecting piece, the distance cannot change due to accidental force, thereby replacing the previous welding fixing method. When the A value needs to be adjusted, after removing the cotter pin, the A value can be conveniently adjusted by rotating the adjustment nut 3 with a tool, without cutting the weld. It can significantly improve work efficiency and prevent the scrapping of the control stopper and the control rod 2 caused by cutting. If necessary, the first connecting hole 18 and the second connecting hole 33 may also pass through the lead-sealed steel wire to clearly identify the person responsible for installing and debugging the brake regulator 4.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the various embodiments of the utility model.

Claims

1. A control device for a railway freight car brake regulator, characterized in that: It includes a control rod, a control stopper and an adjusting nut, the adjusting nut is threadedly connected to the control rod, the control stopper is sleeved on the control rod and is detachably connected to the adjusting nut so that the adjusting nut can rotate after being fixed or separated relative to the control stopper, and the control stopper is provided with a first through hole for being sleeved on the pull rod of the gate adjuster. The control stopper can move along the axial direction of the control rod under the forward and reverse driving of the adjusting nut to adjust the distance between the control stopper and the end face of the outer cylinder of the gate adjuster.

2. The control device for railway freight car brake regulator according to claim 1, characterized in that: The control stopper includes a stopper and a carrier, the stopper is fixedly connected to the carrier, the carrier is sleeved on the control rod and can only slide along the axial direction of the control rod, a notch is provided at the bottom end of the carrier, the adjusting nut is arranged in the notch and is detachably connected to the carrier so that the adjusting nut can rotate after being fixed or separated relative to the carrier, and the carrier drives the stopper to slide along the axial direction of the control rod under the forward and reverse driving of the adjusting nut to adjust the distance between the stopper and the end face of the outer cylinder of the gate regulator.

3. The control device for railway freight car brake regulator according to claim 2, characterized in that: The carrier is provided with a second through hole, the inner wall of which is formed by alternately splicing two arc surfaces and two rectangular surfaces. The control rod passes through the second through hole and cooperates with the second through hole so that the carrier can only slide along the axial direction of the control rod.

4. The control device for railway freight car brake regulator according to claim 3, characterized in that: The carrier includes a first carrier platform, a second carrier platform and a connector, the first carrier platform is fixedly connected to the block, the first carrier platform is fixedly connected to the second carrier platform via the connector, the gap between the first carrier platform and the second carrier platform forms the notch, and the second through hole runs through the first carrier platform and the second carrier platform.

5. The control device for railway freight car brake regulator according to claim 4, characterized in that: The adjusting nut is detachably connected to the carrier via a connecting piece.

6. The control device for railway freight car brake regulator according to claim 5, characterized in that: A plurality of evenly distributed first connecting holes are provided on the end surfaces of the first supporting platform and the second supporting platform, and a plurality of second connecting holes arranged in a circular array are provided on the end surface of the adjusting nut. The center lines of the first connecting holes and the second connecting holes are parallel to the axis of the control rod and have equal diameters. During the rotation of the adjusting nut, some of the second connecting holes can be aligned and connected with the first connecting holes, and the connecting piece can be detachably connected to the aligned first connecting holes and second connecting holes to enable the adjusting nut to be detachably connected to the supporting device.

7. The control device for railway freight car brake regulator according to claim 3, characterized in that: The control rod includes a rod body and a rod head, one end of the rod body is fixedly connected to the rod head, the outer surface of the rod body is composed of two cylindrical surfaces and two planes alternately spliced ​​together, the two cylindrical surfaces are provided with threads for threaded connection with the adjusting nut, and the plane cooperates with the rectangular surface of the second through hole so that the carrier can only slide along the axial direction of the control rod.

8. The control device for railway freight car brake regulator according to claim 1, characterized in that: The outer peripheral wall of the adjusting nut is a smooth cylindrical surface, and a plurality of evenly distributed blind holes are arranged on the outer peripheral wall of the adjusting nut.

9. The control device for railway freight car brake regulator according to claim 4, characterized in that: Washers are arranged between the adjusting nut and the first bearing platform and the second bearing platform.

10. The control device for railway freight car brake regulator according to claim 4, characterized in that: The second through hole penetrates the stopper so that the stopper is sleeved on the control rod, and a first reinforcing rib is arranged between the connecting body and the stopper; and / or A second reinforcing rib extending outward and in a ring shape is provided on a side wall of the second supporting platform away from the first supporting platform, and an inner hole of the second reinforcing rib has the same structure as the second through hole.

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