Anti-jumping brake lever device and railway wagon brake system

Abstract

The utility model provides an anti-jumping brake lever device and a railway wagon brake system, and relates to the technical field of railway wagons, the anti-jumping brake lever device comprises a brake lever, a stop block and a bracket, the stop block is arranged on the lower side surface of the brake lever, the stop block comprises a stop wall spaced from the lower side surface of the brake lever up and down, and the bracket is arranged on the stop wall. The bracket is used for being installed on a wagon body of the railway wagon and comprises a limiting wall inserted between the lower side face of the brake lever and the stop wall. The up-and-down jumping amplitude of the brake lever can be limited, interference between the brake lever and other components in a vehicle body is avoided, and then potential safety hazards can be reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to railway wagon technical field, specifically, relate to a kind of anti-jump brake lever device and railway wagon brake system. BACKGROUND

[0002] Cargo transportation is an important part of railway transportation, the vehicles used for carrying goods on the railway are collectively referred to as railway wagons. Railway wagon transportation has high load capacity, and a good braking system is essential to ensure train safety.

[0003] In related art, a brake lever is usually provided in the railway wagon braking system, which can transmit the braking force of the brake cylinder. However, during the operation of the railway wagon, the brake lever may jump up and down relative to the vehicle body, thereby interfering with other components in the vehicle body and causing safety hazards. SUMMARY

[0004] The problem solved by the utility model is how to limit the jumping of the brake lever to reduce safety hazards.

[0005] To solve the above problems, the utility model provides an anti-jump brake lever device and a railway wagon braking system.

[0006] In a first aspect, the utility model provides an anti-jump brake lever device, which includes a brake lever, a stop block and a bracket. The stop block is arranged on the lower side of the brake lever. The stop block includes a stop wall that is vertically spaced from the lower side of the brake lever. The bracket is used to mount on the vehicle body of the railway wagon. The bracket includes a limiting wall that is inserted between the lower side of the brake lever and the stop wall.

[0007] Optionally, the stop block further includes a connecting wall that is vertically connected to the lower side of the brake lever. The stop wall is connected to the lower end of the connecting wall. The bracket further includes a bottom plate that is used to mount on the vehicle body of the railway wagon and a fixed wall that is vertically connected to the upper side of the bottom plate. The limiting wall is connected to the upper end of the fixed wall.

[0008] Optionally, two stop blocks are arranged on the brake lever, and the two stop blocks are spaced apart along the length direction of the brake lever. Two fixed walls are connected to the bottom plate, and the two fixed walls are spaced apart along the length direction of the brake lever. The upper end of each fixed wall is connected to a limiting wall, and the two limiting walls are respectively inserted between the lower side of the brake lever and the two stop walls.

[0009] Optionally, the two connecting walls are oppositely arranged along the length direction of the brake lever, the stop wall is located on the side of the connecting wall close to the other connecting wall, the two fixing walls are oppositely arranged along the length direction of the brake lever and located between the two connecting walls, and the limiting wall is located on the side of the fixing wall away from the other fixing wall.

[0010] Optionally, the side of the fixing wall away from the other fixing wall is spaced apart from the end of the stop wall close to the other stop wall, and the end of the limiting wall away from the other limiting wall is spaced apart from the side of the connecting wall close to the other connecting wall.

[0011] Optionally, the size of the limiting wall along the width direction of the brake lever is greater than the size of the stop wall along the width direction of the brake lever.

[0012] Optionally, the bracket further comprises a connecting plate, and two ends of the connecting plate are connected to the two fixing walls, so as to jointly form a closed ring structure with the two fixing walls and the bottom plate.

[0013] Optionally, the distance between the stop wall and the lower side of the brake lever is greater than the thickness of the limiting wall.

[0014] Optionally, the brake lever is provided with a first connecting hole, a second connecting hole and a third connecting hole arranged in sequence along the length direction, the anti-bounce brake lever device further comprises a first connecting pull rod, a second connecting pull rod and a third connecting pull rod, one end of the first connecting pull rod is connected to the first connecting hole, and the other end is used for connecting a first brake shoe, one end of the second connecting pull rod is connected to the second connecting hole, and the other end is used for connecting a brake cylinder, and one end of the third connecting pull rod is connected to the third connecting hole, and the other end is used for connecting a second brake shoe.

[0015] In a second aspect, the utility model provides a railway freight car brake system, including first brake shoe, brake cylinder, second brake shoe and the anti-bounce brake lever device as described above, first brake shoe is connected with the first connecting pull rod of anti-bounce brake lever device, brake cylinder is connected with the second connecting pull rod of anti-bounce brake lever device, and second brake shoe is connected with the third connecting pull rod of anti-bounce brake lever device.

[0016] The beneficial effect of the anti-jumping brake lever device is that: the stop wall of the block and the lower side of the brake lever are spaced apart in the up-down direction, and the limiting wall of the bracket is inserted between the lower side of the brake lever and the stop wall, so that the limiting wall can limit the up-down movement of the stop wall, and since the bracket is installed on the vehicle body of the railway wagon, that is, the limiting wall is fixed relative to the vehicle body, when the brake lever jumps up and down relative to the vehicle body, the stop wall will jump up and down synchronously, but since the limiting wall limits the up-down movement of the stop wall, the up-down movement of the stop wall is small, thereby indirectly limiting the up-down movement of the brake lever, avoiding the interference between the brake lever and other parts in the vehicle body, and further reducing the safety hazard. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 It is a side view of the anti-jumping brake lever device of the utility model embodiment.

[0018] Figure 2 It is a top view of the anti-jumping brake lever device of the utility model embodiment.

[0019] Figure 3 It is a side view of the bracket of the utility model embodiment.

[0020] Figure 4 It is a side view of the block of the utility model embodiment.

[0021] Figure 5 It is a top view of the brake lever of the utility model embodiment.

[0022] Figure 6 It is a top view of the railway wagon brake system of the utility model embodiment.

[0023] BRIEF DESCRIPTION OF DRAWINGS:

[0024] 1, brake lever; 11, first connecting hole; 12, second connecting hole; 13, third connecting hole; 2, block; 21, stop wall; 22, connecting wall; 3, bracket; 31, limiting wall; 32, bottom plate; 33, fixed wall; 4, first connecting pull rod; 5, second connecting pull rod; 6, third connecting pull rod; 7, first brake shoe; 8, brake cylinder; 9, second brake shoe. DETAILED DESCRIPTION

[0025] In order to make the above objects, features and advantages of the present application more obvious and understandable, the specific embodiments of the present application will be described in detail below with reference to the drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms, and should not be interpreted as being limited to the embodiments described herein, on the contrary, these embodiments are provided to make the present application more thorough and complete. It should be understood that the drawings and embodiments of the present application are only for illustrative purposes, and are not intended to limit the scope of protection of the present application.

[0026] The Z-axis in the drawings represents the vertical direction, that is, the up-down position, and the positive direction of the Z-axis represents the upper side, and the negative direction of the Z-axis represents the lower side; the X-axis in the drawings represents the horizontal direction, and is designated as the front-rear position, and the positive direction of the X-axis represents the front side, and the negative direction of the X-axis represents the rear side; the Y-axis in the drawings represents the left-right position, and the positive direction of the Y-axis represents the left side, and the negative direction of the Y-axis represents the right side. It should be noted that the meanings of the aforementioned Z-axis, Y-axis and X-axis are only for the convenience of describing the present application and simplifying the description, and are not intended to indicate or imply that the devices or elements referred to must have a specific orientation, structure and operation, and therefore cannot be understood as limiting the present application.

[0027] The term "comprising" and variations thereof as used herein are open-ended, that is "including, but not limited to"; the term "based on" is "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". Related definitions of other terms will be given in the following description. It should be noted that the "first", "second", etc. concepts mentioned in the present application are only used to distinguish different devices, modules or units, and are not intended to limit the functions performed by these devices, modules or units or their mutual dependence.

[0028] It should be noted that the modification of "one" or "multiple" in the present application is illustrative and not limiting, and those skilled in the art should understand that unless otherwise explicitly stated in the context, it should be understood as "one or more".

[0029] The present application provides a kind of anti-jump brake lever device and railway wagon brake system, can limit the jump of brake lever, to reduce security risk. Specific embodiments will be described in detail below.

[0030] As Figure 1 And Figure 2As shown in the utility model embodiment provides a kind of anti-jump brake lever device, including brake lever 1, stopper 2 and bracket 3, the stopper 2 is located at the lower side of brake lever 1, the stopper 2 includes the stop wall 21 that is spaced apart from the lower side of brake lever 1, the bracket 3 is used to install on the car body of railway wagon, the bracket 3 includes the limiting wall 31 that is inserted between the lower side of brake lever 1 and the stop wall 21.

[0031] Need to be explained, brake lever 1 is usually arranged horizontally when being installed in railway wagon, and its two sides are respectively upwards and downwards, the lower side of brake lever 1 is the side of brake lever 1 when being installed downwards.And, the up-down direction of the embodiment is the Z-axis direction as shown. Figure 1

[0032] In the embodiment, by making the stop wall 21 of stopper 2 and the lower side of brake lever 1 spaced apart, and inserting the limiting wall 31 of bracket 3 between the lower side of brake lever 1 and the stop wall 21, the limiting wall 31 can limit the stop wall 21 in up-down direction, and since the bracket 3 is installed on the car body of railway wagon, that is, the limiting wall 31 is fixed relative to the car body, when brake lever 1 jumps up and down relative to the car body, it will drive the stop wall 21 to jump synchronously, but since it is limited by the limiting wall 31, the stop wall 21 can only jump up and down with small amplitude, so the amplitude of brake lever 1 jumping up and down can be indirectly limited, to avoid interference between brake lever 1 and other parts in the car body, and further to reduce safety hazards.

[0033] Optionally, as shown in Figure 1 、 Figure 3 and Figure 4 , the stopper 2 further includes a connecting wall 22 connected perpendicularly to the lower side of the brake lever 1, the stop wall 21 is connected to the lower end of the connecting wall 22, and the bracket 3 further includes a bottom plate 32 for mounting on the car body of the railway wagon and a fixed wall 33 connected perpendicularly to the upper side of the bottom plate 32, and the limiting wall 31 is connected to the upper end of the fixed wall 33.

[0034] In the optional embodiment, the stopper 2 is composed of the connecting wall 22 and the stop wall 21, which is simple in structure and conducive to reducing manufacturing difficulty, in addition, the stop wall 21 can be indirectly connected to the brake lever 1 through the connecting wall 22, to ensure the stable positional relationship between the stop wall 21 and the brake lever 1, and to facilitate ensuring the anti-jumping effect; the bracket is composed of the bottom plate 32, the fixed wall 33 and the limiting wall 31, which is simple in structure and conducive to reducing manufacturing difficulty, in addition, the entire bracket is connected to the car body of the railway wagon through the bottom plate 32, and the bottom plate 32 is conducive to improving the connection strength with the car body, to further improve the anti-jumping effect. ​

[0035] Optionally, as shown in Figure 1 , Figure 3 and Figure 4 , the brake lever 1 is provided with two stop blocks 2, and the two stop blocks 2 are arranged in a spaced manner along the length direction of the brake lever 1. The bottom plate 32 is connected with two fixed walls 33, and the two fixed walls 33 are arranged in a spaced manner along the length direction of the brake lever 1. The upper end of each of the two fixed walls 33 is connected with a limiting wall 31, and the two limiting walls 31 are respectively inserted into the lower side of the brake lever 1 and between the two stop walls 21.

[0036] It should be noted that the length direction of the brake lever 1 is the Y-axis direction as shown in Figure 1 . In addition, the two limiting walls 31 are respectively inserted into the lower side of the brake lever 1 and between the two stop walls 21, which means that each stop wall 21 and the lower side of the brake lever 1 are respectively inserted with a limiting wall 31.

[0037] In this optional embodiment, since the two limiting walls 31 are respectively inserted into the lower side of the brake lever 1 and between the two stop walls 21, the two limiting walls 31 can simultaneously limit the brake lever 1 from two positions along the length direction of the brake lever 1, which helps to prevent the load deviation and improve the anti-jumping effect.

[0038] Optionally, as shown in Figure 1 and Figure 3 , the two connecting walls 22 are arranged opposite to each other along the length direction of the brake lever 1, and the stop wall 21 is located on the side of the connecting wall 22 close to the other connecting wall 22. The two fixed walls 33 are arranged opposite to each other along the length direction of the brake lever 1 and located between the two connecting walls 22. The limiting wall 31 is located on the side of the fixed wall 33 away from the other fixed wall 33.

[0039] In this optional embodiment, by the above arrangement, the two limiting walls 31 are just located between the two connecting walls 22, and the two connecting walls 22 can block the two limiting walls 31 to prevent the limiting walls 31 from escaping from between the lower side of the brake lever 1 and the stop wall 21, thereby ensuring the stable limiting effect of the limiting wall 31 on the stop wall 21. In addition, the brake lever 1 usually needs to translate along the width direction of itself to transmit the braking force. By arranging the two connecting walls 22 opposite to each other along the length direction of the brake lever 1 and the two fixed walls 33 opposite to each other along the length direction of the brake lever 1, the stop block 2 and the bracket 3 can be avoided to interfere with the translation of the brake lever 1, so as to ensure the normal transmission of the braking force.

[0040] Optionally, as shown in Figure 1As shown, the side of the fixed wall 33 away from the other fixed wall 33 is spaced apart from the end face of the corresponding stop wall 21 close to the other stop wall 21, and the end face of the limiting wall 31 away from the other limiting wall 31 is spaced apart from the side of the corresponding connecting wall 22 close to the other connecting wall 22.

[0041] It should be noted that, corresponding to the stop wall 21, it refers to the stop wall 21 into which the limiting wall 31 connected on the fixed wall 33 is inserted, and corresponding to the connecting wall 22, it refers to the connecting wall 22 connected on the stop wall 21 into which the limiting wall 31 is inserted. In addition, the spacing between the side of the fixed wall 33 away from the other fixed wall 33 and the end face of the corresponding stop wall 21 close to the other stop wall 21 can be 3 times the width of the stop wall 21, and specifically as shown in Figure 1 , the spacing between the left side of the left fixed wall 33 and the right end face of the left stop wall 21 can be 3 times the width of the stop wall 21; the spacing between the end face of the limiting wall 31 away from the other limiting wall 31 and the side of the corresponding connecting wall 22 close to the other connecting wall 22 can be 1 / 3 of the width of the stop wall 21, and specifically as shown in Figure 1 , the spacing between the left end face of the left limiting wall 31 and the right side of the left connecting wall 22 can be 1 / 3 of the width of the stop wall 21. Moreover, in some other embodiments, a first reinforcing rib can be arranged between the stop wall 21 and the connecting wall 22 to improve the structural strength of the stop block 2, and by spacing the limiting wall 31 and the connecting wall 22, a certain space can be provided for the arrangement of the first reinforcing rib, facilitating the installation of the first reinforcing rib. In addition, in some other embodiments, a second reinforcing rib can be arranged between the limiting wall 31 and the fixed wall 33 to improve the structural strength of the bracket 3, and by spacing the fixed wall 33 and the stop wall 21, a certain space can be provided for the arrangement of the second reinforcing rib, facilitating the installation of the second reinforcing rib.

[0042] In the alternative embodiment, by spacing the fixed wall 33 and the stop wall 21, and spacing the limiting wall 31 and the connecting wall 22, a certain gap can be formed between the stop block 2 and the bracket 3, facilitating the assembly therebetween.

[0043] Alternatively, as shown in Figure 2 , the size of the limiting wall 31 along the width direction of the brake lever 1 is greater than the size of the stop wall 21 along the width direction of the brake lever 1.

[0044] Specifically, the size of the stop wall 21 along the width direction of the brake lever 1 can be set to be less than the width of the brake lever 1, so that the width of the entire stop block 2 is smaller, avoiding occupying too much space below the brake lever 1.

[0045] In the alternative embodiment, by setting the size of the limiting wall 31 along the width direction of the brake lever 1 to be greater than the stop wall 21, the limiting wall 31 can have sufficient limiting area, and the stop wall 21 is not easy to leave the limiting wall 31 when the brake lever 1 translates along the width direction of itself to transmit the brake force, thereby ensuring the stable limiting effect of the limiting wall 31 on the stop wall 21.

[0046] Specifically, the size of the limiting wall 31 along the width direction of the brake lever 1 is greater than the translation distance of the brake lever 1 along the width direction of itself, so as to ensure that the stop wall 21 does not leave the limiting wall 31 when the brake lever 1 translates.

[0047] Optionally, the bracket 3 further comprises a connecting plate, two ends of the connecting plate are connected to the two fixed walls 33 respectively, so as to form a closed ring structure together with the two fixed walls 33 and the bottom plate 32.

[0048] In the alternative embodiment, the connecting plate, the two fixed walls 33 and the bottom plate 32 can form a closed ring structure together, so that the two fixed walls 33 are not easy to deform, thereby ensuring the stability of the position of the limiting wall 31 relative to the vehicle body, and further improving the reliability of the limiting wall 31.

[0049] Optionally, as shown in Figure 1 The distance between the stop wall 21 and the lower side of the brake lever 1 is greater than the thickness of the limiting wall 31.

[0050] In the alternative embodiment, it can be understood that if the limiting wall 31 is in close contact with the brake lever 1 and the stop wall 21 respectively, and the two form a hard connection relationship, the limiting wall 31 is easy to deform when the brake lever 1 jumps, which can cause structural damage and affect the service life of the anti-jump brake lever device. By setting the distance between the stop wall 21 and the lower side of the brake lever 1 to be greater than the thickness of the limiting wall 31, the stop wall 21 can be displaced up and down relative to the limiting wall 31 within a small range, which avoids the close contact between the limiting wall 31 and the brake lever 1 and the stop wall 21, and the resulting easy deformation and damage, thereby improving the service life of the anti-jump brake lever device.

[0051] Optionally, as shown in Figure 2 and Figure 5As shown, the brake lever 1 is provided with a first connecting hole 11, a second connecting hole 12 and a third connecting hole 13 arranged in sequence along the length direction, and the anti-bounce brake lever device further comprises a first connecting pull rod 4, a second connecting pull rod 5 and a third connecting pull rod 6, one end of the first connecting pull rod 4 is connected to the first connecting hole 11, and the other end is used for connecting a first brake shoe 7, one end of the second connecting pull rod 5 is connected to the second connecting hole 12, and the other end is used for connecting a brake cylinder 8, one end of the third connecting pull rod 6 is connected to the third connecting hole 13, and the other end is used for connecting a second brake shoe 9.

[0052] Specifically, the first connecting pull rod 4 can be connected with the first connecting hole 11 through a round pin, the second connecting pull rod 5 can be connected with the second connecting hole 12 through a round pin, and the third connecting pull rod 6 can be connected with the third connecting hole 13 through a round pin.

[0053] In the optional embodiment, through the above arrangement, the connecting points of the first connecting pull rod 4, the second connecting pull rod 5 and the third connecting pull rod 6 on the brake lever 1 are distributed at intervals along the length direction of the brake lever 1, so that stress concentration can be reduced, thereby reducing the risk of structural deformation of the brake lever 1.

[0054] As shown in the drawings, Figure 6 The utility model discloses an anti-bounce brake lever device of a railway freight car brake system, which comprises a brake lever 1, a first connecting hole 11, a second connecting hole 12 and a third connecting hole 13 arranged in sequence along the length direction of the brake lever 1, a first connecting pull rod 4, a second connecting pull rod 5 and a third connecting pull rod 6, one end of the first connecting pull rod 4 is connected to the first connecting hole 11, and the other end is used for connecting a first brake shoe 7, one end of the second connecting pull rod 5 is connected to the second connecting hole 12, and the other end is used for connecting a brake cylinder 8, one end of the third connecting pull rod 6 is connected to the third connecting hole 13, and the other end is used for connecting a second brake shoe 9.

[0055] Specifically, when the brake system works, the brake cylinder 8 works to provide a braking force to the brake lever 1, so that the brake lever 1 reciprocates along the direction of the arrow shown in the drawings, thereby driving the first brake shoe 7 and the second brake shoe 9 to press or loosen the wheels to correspond to braking or unbraking. Figure 6

[0056] In the embodiment, since the railway freight car brake system comprises the above anti-bounce brake lever device, it has all the beneficial effects brought by all the embodiments of the anti-bounce brake lever device, which will not be described here.

[0057] Although the utility model discloses as above, the protection scope of the utility model is not only limited to this. The person skilled in the art can make various changes and modifications without departing from the spirit and scope of the utility model, and these changes and modifications will all fall into the protection scope of the utility model.​

Claims

1. A jump brake lever device characterized by comprising: The brake lever (1) is provided with two stop blocks (2), the two stop blocks (2) are arranged in a spaced manner along the length direction of the brake lever (1), the bottom plate (32) is provided with two fixing walls (33), the two fixing walls (33) are arranged in a spaced manner along the length direction of the brake lever (1), and the upper ends of the two fixing walls (33) are respectively connected with the limiting walls (31) which are respectively inserted between the lower side of the brake lever (1) and the two stop walls (21).

2. The anti-jump brake lever device according to claim 1, characterized in that, The two connecting walls (22) are arranged in a spaced manner along the length direction of the brake lever (1), and the stop wall (21) is located on the side of the connecting wall (22) close to the other connecting wall (22); the two fixing walls (33) are arranged in a spaced manner along the length direction of the brake lever (1) and are located between the two connecting walls (22), and the limiting wall (31) is located on the side of the fixing wall (33) away from the other fixing wall (33).

3. The anti-swing brake lever device according to claim 2, characterized in that, The side of the fixing wall (33) away from the other fixing wall (33) is arranged in a spaced manner with the end face of the corresponding stop wall (21) close to the other stop wall (21), and the end face of the limiting wall (31) away from the other limiting wall (31) is arranged in a spaced manner with the side of the corresponding connecting wall (22) close to the other connecting wall (22).

4. The anti-swing brake lever device according to claim 3, characterized in that The size of the limiting wall (31) along the width direction of the brake lever (1) is greater than the size of the stop wall (21) along the width direction of the brake lever (1).

5. The anti-jump brake lever device according to claim 4, characterized in that, The bracket (3) further comprises a connecting plate, and the two ends of the connecting plate are respectively connected to the two fixing walls (33) to jointly form a closed ring structure with the two fixing walls (33) and the bottom plate (32).

6. The anti-swing brake lever device according to claim 4, characterized in that, The distance between the stop wall (21) and the lower side of the brake lever (1) is greater than the thickness of the limiting wall (31).

7. The anti-swing brake lever device according to claim 3, characterized in that, ​ 8. The anti-jump brake lever device of claim 1, wherein ​ 9. The anti-jump brake lever device of claim 1, wherein The brake lever (1) is provided with a first connecting hole (11), a second connecting hole (12) and a third connecting hole (13) arranged in sequence along the length direction, the anti-bounce brake lever device further comprises a first connecting pull rod (4), a second connecting pull rod (5) and a third connecting pull rod (6), one end of the first connecting pull rod (4) is connected to the first connecting hole (11), and the other end is used for connecting a first brake shoe (7), one end of the second connecting pull rod (5) is connected to the second connecting hole (12), and the other end is used for connecting a brake cylinder (8), one end of the third connecting pull rod (6) is connected to the third connecting hole (13), and the other end is used for connecting a second brake shoe (9).

10. A railway car brake system characterized by, The anti-bounce brake lever device comprises a first brake shoe (7), a brake cylinder (8), a second brake shoe (9) and any one of the anti-bounce brake lever devices according to claims 1 to 9, the first brake shoe (7) is connected with the first connecting pull rod (4) of the anti-bounce brake lever device, the brake cylinder (8) is connected with the second connecting pull rod (5) of the anti-bounce brake lever device, and the second brake shoe (9) is connected with the third connecting pull rod (6) of the anti-bounce brake lever device.

Images