Automatic parking brake cylinder for railway vehicle

Abstract

The utility model relates to the technical field of railway vehicle braking, and discloses an automatic parking brake cylinder for a railway vehicle, the automatic parking brake cylinder comprises a cylinder body, a cylinder cover and a parking shell, the cylinder body and the cylinder cover are detachably connected, the cylinder cover and the parking shell are detachably connected, a brake piston is slidably connected in the cylinder body, a piston rod is fixed on the brake piston, the end part of the piston rod is connected with a connecting part, and the connecting part is fixedly connected with the cylinder body. The front end of the connecting part is connected with a basic braking device, a braking air inlet used for pushing a braking piston to move is formed in the cylinder body and connected with a braking cylinder pipe, a parking locking device is arranged on the parking shell, and when a vehicle is braked and stopped, the braking cylinder pipe is connected with the braking air inlet under the action of the parking locking device. The stepless parking locking device has the braking and parking integrated function, stepless parking locking can be achieved, and no braking force loss exists after parking.

Description

Technical Field

[0001] This application relates to the technical field of railway vehicle braking, and in particular to an automatic parking brake cylinder for railway vehicles. Background Technology

[0002] Currently, the main anti-runaway measures adopted by railway freight cars at home and abroad to ensure the safe parking of trains and prevent vehicles from running away are still the traditional manual handbrake and the placement of anti-runaway wheel chocks. In addition, there are a small number of vehicles on the market that are equipped with automatic parking brakes to prevent runaway.

[0003] Manual anti-rollover operations are cumbersome, labor-intensive, and dangerous. While automatic parking brakes solve some of these problems, their toothed locking structure, which is a stepped locking mechanism, results in some loss of parking force due to a certain degree of retraction after locking. Furthermore, each vehicle model has significant differences, requiring customized installation and connection mechanisms, which occupy a large amount of space, have a complex structure, and are costly. Utility Model Content

[0004] In order to realize the functions of service braking and automatic parking, this application provides an automatic parking brake cylinder for railway vehicles.

[0005] This application provides an automatic parking brake cylinder for railway vehicles, employing the following technical solution:

[0006] An automatic parking brake cylinder for railway vehicles includes a cylinder body, a cylinder head, and a parking housing. The cylinder body, cylinder head, and parking housing are all detachably connected. A brake piston is slidably connected inside the cylinder body. A piston rod is fixed on the brake piston. A connecting part is connected to the end of the piston rod. The front end of the connecting part is connected to a basic braking device. A brake air inlet is provided on the cylinder body for pushing the brake piston. The brake air inlet is connected to a brake cylinder pipe. A parking locking device is provided on the parking housing to prevent a decrease in braking force due to air leakage from the brake cylinder.

[0007] By adopting the above technical solution, when the vehicle brakes, the brake air pressure at the brake cylinder intake pushes the brake piston, which in turn drives the piston rod and the connecting part connected to the piston rod to move. The connecting part interacts with the basic braking device on the vehicle body to achieve vehicle braking and stopping. When the vehicle needs to be parked, in order to prevent the piston rod from retracting, it is only necessary to vent the brake main pipe. The parking locking device locks the piston rod under the action of the parking spring to prevent the piston rod from moving, thereby realizing the entire parking locking process.

[0008] Optionally, the parking locking device includes a friction block installed in the parking housing, the friction block being slidably disposed in the parking housing and used to abut against the outer wall of the piston rod, a second return spring being provided in the parking housing to push the friction block apart from the piston rod, and the parking locking device further includes a parking locking mechanism for driving the friction block to abut against the outer wall of the piston rod.

[0009] By adopting the above technical solution, after the vehicle stops, the parking locking mechanism acts on the friction block, causing the friction block to press against the side wall of the piston rod, preventing the piston rod from moving.

[0010] Optionally, the friction block and the second reset spring are two sets symmetrically arranged on both sides of the piston rod.

[0011] By adopting the above technical solution, the symmetrically arranged friction blocks make the piston rod more evenly stressed, thus ensuring the stability of the overall structure.

[0012] Optionally, the parking locking mechanism includes two abutting cams rotatably connected to the parking housing, with the sidewalls of the two abutting cams respectively abutting against the side of the corresponding friction block away from the piston rod. A lever is fixed on the abutting cam. The parking locking mechanism also includes a parking locking assembly that drives the lever to rotate and causes the abutting cam to drive the friction block to press against the piston rod, and a parking unlocking assembly for contact locking.

[0013] By adopting the above technical solution, the parking locking component drives the lever to rotate. During the rotation of the lever, the abutting cam rotates. The abutting cam acts on the friction block, causing the friction block to move towards the piston rod. The friction block presses against the piston rod, preventing the piston rod from moving, thereby achieving the locking of the piston rod.

[0014] Optionally, the parking locking assembly includes a pull rod connected to the parking housing, the pull rod passing through the two levers, a parking spring sleeved on the pull rod, the parking spring being located between the two levers, the parking spring driving the two levers to rotate, thereby causing the abutment cam to rotate, the abutment cam acting on the friction block and causing the friction block to press against the piston rod.

[0015] By adopting the above technical solution, under the action of the parking spring, the lever is pushed to rotate in the opposite direction. The lever drives the abutment cam to rotate. During the rotation of the abutment cam, it acts on the friction block, causing the friction block to press against the piston rod, thereby locking the piston rod and preventing the piston rod from retracting.

[0016] Optionally, the parking unlocking assembly includes a parking cylinder cover that is slidably disposed at both ends of the parking housing and seals the parking housing. The parking unlocking assembly includes two parking pistons disposed inside the parking housing. A drive cylinder with an end penetrating the parking cylinder cover is coaxially disposed on the two parking pistons. The drive cylinder is slidably and sealingly connected to the pull rod and the parking cylinder cover. The two levers are located outside the parking housing and their ends abut against the corresponding drive cylinders. The parking housing is connected to two connecting joints that communicate with the interior. The two connecting joints are located outside the parking pistons. A brake manifold is detachably connected to the connecting joints. Air is injected into the parking housing through the brake manifold, thereby pushing the two parking pistons to compress the parking spring. This causes the levers to rotate under the action of the second return spring. At the same time, the second return spring causes the friction block to disengage from the piston rod.

[0017] By adopting the above technical solution, by inflating the brake main pipe with air, the two parking pistons are pushed to move in the direction of compressing the parking spring. Under the action of the second return spring, the two levers are pushed to rotate, and the abutment block is separated from the piston rod, thereby releasing the parking lock and realizing parking release.

[0018] Optionally, a drive cam is slidably disposed on the parking housing, the drive cam is sleeved on the pull rod, the drive cam is located on the side of one of the levers away from the parking cylinder head, an abutment block is disposed on the pull rod, the drive cam is located between the abutment block and the adjacent lever, and a drive source is disposed on the parking housing for the drive cam to slide laterally along the pull rod, thereby driving the lever to rotate.

[0019] By adopting the above technical solution, the driving source acts on the driving cam, causing the driving cam to slide laterally along the tie rod, thereby driving the lever to rotate. During the sliding process of the driving cam, it pushes the two cylinder rods to move in the direction of compressing the parking spring, thereby causing the friction block to move away from the piston rod and releasing the piston rod from locking.

[0020] Optionally, a positioning plate is fixed on the parking housing, and a sliding cylinder sleeved on the positioning plate is slidably disposed on the pull rod. The sliding cylinder is threadedly connected to the pull rod, and the abutment block is fixed on the sliding cylinder.

[0021] By adopting the above technical solution, the sliding cylinder is threadedly connected to the tie rod, which facilitates the adjustment of the positional relationship of the abutment block on the tie rod.

[0022] Optionally, the drive source includes a drive rack fixed on the drive cam, a drive gear rotatably connected to the parking housing and meshing with the drive rack, the drive gear having a manual release port for easy insertion of a handle, and a limiting component for limiting the rotation angle of the drive gear on the parking housing.

[0023] By adopting the above technical solution, the handle is inserted into the manual release port, which drives the drive gear to rotate. The drive gear drives the drive rack and the drive cam fixedly connected to the drive rack to slide. During the sliding process of the drive cam, it pushes the lever to rotate. Under the action of the second return spring, the friction block is separated from the piston rod, thus realizing manual release of the parking brake.

[0024] Optionally, the limiting component includes a limiting plate fixed inside the parking housing, the limiting plate having a limiting groove coaxial with the drive gear, and a limiting block fixed on the drive gear that slides within the limiting groove.

[0025] By adopting the above technical solution, the limiting block rotates within the limiting groove to limit the rotation angle of the drive gear, thus facilitating the positioning of the drive gear.

[0026] In summary, the principle of this application is as follows: after the vehicle brakes to a stop, the brake main pipe is emptied, and the air pressure in the piston chamber of the parking housing is also emptied along with the main pipe. Under the action of the parking spring, the lever is pushed to rotate in the opposite direction. The lever drives the abutment cam to rotate, and during the rotation of the abutment cam, it acts on the friction block, causing the friction block to press against the piston rod, thereby locking the piston rod and preventing the piston rod from retracting and causing a decrease in braking force, thus realizing the function of stepless automatic parking. This application includes at least one of the following beneficial technical effects: by integrating the automatic parking function into the brake cylinder, a highly integrated product is formed, eliminating the complex installation and connection steps between the automatic parking device and the brake cylinder, thereby saving installation space and time and reducing installation costs; in addition, through the lever amplification and friction locking structure, stepless automatic parking is achieved, with no loss of parking force after parking, resulting in high parking efficiency and high safety and reliability. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application.

[0028] Figure 2 It is a schematic diagram used to show the internal structure of the cylinder block.

[0029] Figure 3 This is a schematic diagram used to demonstrate the structure of a parking locking device.

[0030] Figure 4 This is a schematic diagram of the connection structure between the brake piston and the connecting part.

[0031] Reference numerals: 1. Cylinder block; 2. Cylinder head; 3. Parking housing; 4. Brake piston; 5. Piston rod; 8. Brake air inlet; 9. Connecting part; 10. Countersunk hole; 11. First return spring; 12. Spring seat; 13. Friction block; 14. Second return spring; 15. Abutment cam; 16. Lever; 17. Pull rod; 18. Parking spring; 19. Drive cam; 20. Abutment block; 21. Drive rack; 22. Drive gear; 23. Manual release port; 24. Compression spring; 25. Limiting plate; 26. Limiting groove; 27. Limiting block; 28. Parking cylinder head; 29. ​​Parking piston; 30. Drive cylinder; 31. Connecting joint; 32. Positioning plate; 33. Sliding cylinder; 34. Second spring seat. Detailed Implementation

[0032] The embodiments of this application are described in detail below, and examples of the embodiments are shown in the accompanying drawings.

[0033] In the description of this specification, the references to "certain embodiments," "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples" refer to specific features, structures, materials, or characteristics described in connection with the described embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0034] This application discloses an automatic parking brake cylinder for railway vehicles.

[0035] Reference Figure 1 , Figure 2 and Figure 3 An automatic parking brake cylinder for railway vehicles includes a cylinder body 1, a cylinder head 2, and a parking housing 3. The cylinder body 1 and cylinder head 2 are detachably connected by bolts, and the front end of the cylinder head 2 is detachably connected to the parking housing 3 by bolts. A brake piston 4 is slidably connected inside the cylinder body 1. A brake air inlet 8 is provided on the cylinder body 1, and the brake air inlet 8 is connected to a brake cylinder pipe. A compression spring 24 is provided inside the cylinder body 1, and the compression spring 24 is sleeved on the piston rod 5 and pushes the brake piston 4 toward the brake air inlet 8.

[0036] Reference Figure 1 and Figure 4A connecting part 9 is connected to the piston rod 5. The connecting part is preferably a fork-shaped push rod. The front end of the connecting part 9 is connected to the basic braking device. The piston rod 5 has an axial countersunk hole 10. The rear end of the connecting part 9 is inserted into the countersunk hole 10. A first return spring 11 is sleeved on the connecting part 9 inside the countersunk hole 10. A first spring seat 12 and a second spring seat 34 are provided on the inner wall of the countersunk hole 10. The first return spring 11 is installed between the first spring seat 12 and the second spring seat 34. The first spring seat 12 is located near the end of the countersunk hole 10 near the connecting part 9. The second spring seat 34 is located at the bottom of the countersunk hole 10. The rear end of the connecting part 9 is fixed on the second spring seat 34. The second spring seat 34 is slidably connected to the piston rod 5. The first spring seat 12 is fixed on the inner wall of the countersunk hole 10, so that the connecting part 9 automatically returns to its original position in the countersunk hole 10.

[0037] Reference Figure 2 and Figure 3 The parking housing 3 is provided with a parking locking device to prevent the piston rod 5 from retracting due to air leakage in the brake cylinder, thereby reducing the braking force. The parking locking device includes a friction block 13 installed in the parking housing 3. The friction block 13 is slidably disposed in the parking housing 3. A second return spring 14 is provided in the parking housing 3 to push the friction block 13 to move away from the piston rod 5. The friction block 13 and the second return spring 14 are two sets and symmetrically disposed on both sides of the piston rod 5. The parking locking device also includes a parking locking mechanism that drives the friction block 13 to press against the outer wall of the piston rod 5.

[0038] Reference Figure 1 and Figure 4 The parking locking mechanism includes two abutting cams 15 rotatably connected to the parking housing 3. The side walls of the two abutting cams 15 abut against the side of the corresponding friction block 13 away from the piston rod 5. Each abutting cam 15 has an integrally formed lever 16. When the lever 16 rotates, it drives the abutting cam 15 to rotate. During the rotation of the abutting cam 15, it pushes the friction block 13 to move in the direction of pressing against the piston rod 5, thereby locking the piston rod 5.

[0039] Reference Figure 2 and Figure 3 The parking locking mechanism also includes a parking locking assembly that drives the lever 16 to rotate and causes the abutment cam 15 to drive the friction block 13 to press against the piston rod 5, and a parking unlocking assembly for unlocking. The parking locking assembly includes a pull rod 17 connected to the parking housing 3. The pull rod 17 passes laterally through the two levers 16 and is slidably connected to the two levers 16. A parking spring 18 is sleeved on the pull rod 17 and is located between the two levers 16. The parking spring 18 drives the two levers 16 to rotate, thereby causing the abutment cam 15 to rotate. The abutment cam 15 acts on the friction block 13 and causes the friction block 13 to press against the piston rod 5.

[0040] Reference Figure 1 and Figure 2The parking unlocking assembly includes parking cylinder covers 28 that are slidably disposed at both ends of the parking housing 3. The parking cylinder covers 28 are used to seal the parking housing 3. The parking unlocking assembly also includes two parking pistons 29 disposed inside the parking housing 3. The two parking pistons 29 are smoothly and sealed to the inner wall of the parking housing 3. The two parking pistons 29 are coaxially disposed with drive cylinders 30 whose ends penetrate the parking cylinder covers 28. The drive cylinders 30 are slidably and sealed to the pull rod 17 and the parking cylinder covers 28. Two levers 16 are located outside the parking housing 3 and their ends abut against the corresponding drive cylinders 30. The parking housing 3 is connected to two connecting joints 31 that communicate with the interior. The two connecting joints 31 are located outside the parking pistons 29. A brake main pipe is detachably connected to the connecting joints 31. Air is injected into the parking housing 3 through the brake main pipe, thereby pushing the two parking pistons 29 to compress the parking springs 18, thereby causing the levers 16 to rotate under the action of the second return spring 14. At the same time, the second return spring 14 drives the friction block 13 to disengage from the piston rod 5.

[0041] Reference Figure 2 and Figure 3 A drive cam 19 is slidably disposed on the parking housing 3. The drive cam 19 is sleeved on the pull rod 17. The drive cam 19 can slide laterally along the pull rod 17. The pull rod 17 can slide relative to the drive cam 19 along its own length. The drive cam 19 is located on the side of one of the levers 16 away from the parking cylinder head 28. An abutment block 20 is disposed on the pull rod 17. The drive cam 19 is located between the abutment block 20 and the adjacent lever 16. The parking housing 3 is provided with a drive source for the drive cam 19 to slide laterally along the pull rod 17, thereby driving the lever 16 to rotate.

[0042] Reference Figure 2 and Figure 3 A positioning plate 32 is fixed on the parking housing 3. A sliding cylinder 33 is slidably mounted on the positioning plate 32 and sleeved on the pull rod 17. The sliding cylinder 33 is threadedly connected to the pull rod 17. An abutment block 20 is fixed on the sliding cylinder 33. The position of the abutment block 20 can be adjusted by rotating the sliding cylinder 33.

[0043] Reference Figure 1 and Figure 4The driving source includes a drive rack 21 fixed on the drive cam 19. A drive gear 22 rotatably connected to the parking housing 3 and meshing with the drive rack 21 is provided. The drive gear 22 has a manual release port 23 into which a handle can be inserted to facilitate the rotation of the drive gear 22. The parking housing 3 is provided with a limiting component for limiting the rotation angle of the drive gear 22. The limiting component includes a limiting plate 25 fixed inside the parking housing 3. The limiting plate 25 has a limiting groove 26 coaxial with the drive gear 22. A limiting block 27 is fixed on the drive gear 22 and slides in the limiting groove. The limiting block 27 rotates in the limiting groove 26 to limit the rotation angle of the drive gear 22 and facilitate the positioning of the drive gear 22. The parking housing 3 is also provided with a pin that passes through the drive rack 21 and facilitates the positioning of the drive rack 21.

[0044] The implementation principle of this application embodiment is as follows: After the vehicle brakes to a stop, the brake main pipe is emptied, and the air pressure in the piston chamber of the parking housing 3 is emptied along with the main pipe. Under the action of the parking spring 18, the lever 16 is pushed to rotate in the opposite direction. The lever 16 drives the abutment cam 15 to rotate. During the rotation of the abutment cam 15, it acts on the friction block 13, causing the friction block 13 to press against the piston rod 5, thereby locking the piston rod 5 and preventing the piston rod 5 from retracting and causing a decrease in braking force, thus realizing the function of stepless automatic parking of the vehicle. This application includes at least one of the following beneficial technical effects: By integrating the automatic parking function into the brake cylinder, a highly integrated product is formed, eliminating the complex installation and connection steps between the automatic parking device and the brake cylinder, thereby saving installation space and time and reducing installation costs; in addition, through the lever amplification and friction locking structure, stepless automatic parking is realized, with no loss of parking force after parking, resulting in high parking efficiency and high safety and reliability.

[0045] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An automatic parking brake cylinder for a railway vehicle, characterized by, The application relates to a parking brake device, which comprises a cylinder (1), a cylinder cover (2) and a parking shell (3), the cylinder (1) and the cylinder cover (2) and the parking shell (3) are detachably connected, a brake piston (4) is slidably connected in the cylinder (1), a piston rod (5) is fixed on the brake piston (4), a connecting part (9) is connected at the end of the piston rod (5), the front end of the connecting part (9) is connected with a basic brake device, a brake inlet (8) for pushing the brake piston (4) to move is arranged on the cylinder (1), the brake inlet (8) is connected with a brake cylinder pipe, and a parking locking device for preventing the brake force from being reduced due to brake cylinder leakage is arranged on the parking shell (3).

2. The automatic parking brake cylinder for a railway vehicle according to claim 1, characterized by, The parking locking device comprises friction blocks (13) arranged in the parking shell (3), the friction blocks (13) are slidably arranged in the parking shell (3) and used for abutting against the outer wall of the piston rod (5), a second reset spring (14) for pushing the friction blocks (13) to separate from the piston rod (5) is arranged in the parking shell (3), and the parking locking device further comprises a parking locking mechanism for driving the friction blocks (13) to abut against the outer wall of the piston rod (5).

3. The automatic parking brake cylinder for a railway vehicle according to claim 2, characterized in that, The friction blocks (13) and the second reset spring (14) are symmetrically arranged on both sides of the piston rod (5).

4. The automatic parking brake cylinder for a railway vehicle according to claim 3, characterized by The parking locking mechanism comprises two abutting cams (15) rotatably connected on the parking shell (3), the side walls of the two abutting cams (15) abut against the sides, away from the piston rod (5), of the corresponding friction blocks (13) respectively, levers (16) are fixed on the abutting cams (15), the parking locking mechanism further comprises a parking locking assembly for driving the levers (16) to rotate and driving the abutting cams (15) to drive the friction blocks (13) to abut against the piston rod (5) and a parking unlocking assembly for unlocking.

5. The automatic parking brake cylinder for a railway vehicle according to claim 4, characterized in that, The parking locking assembly comprises a pull rod (17) connected on the parking shell (3), the pull rod (17) penetrates through the two levers (16), a parking spring (18) is sleeved on the pull rod (17) and located between the two levers (16), the parking spring (18) drives the two levers (16) to rotate so that the abutting cams (15) rotate, the abutting cams (15) act on the friction blocks (13) and drive the friction blocks (13) to abut against the piston rod (5).

6. The automatic parking brake cylinder for a railway vehicle according to claim 5, characterized in that, The parking unlocking assembly comprises two parking pistons (29) arranged in the parking shell (3), and driving cylinders (30) coaxially arranged on the two parking pistons (29) and penetrating the parking cylinder cover (28); the driving cylinders (30) are in sliding and sealing connection with the pull rod (17) and the parking cylinder cover (28); the two levers (16) are located outside the parking shell (3) and abut against the corresponding driving cylinders (30) at the ends; the parking shell (3) is connected with two connecting joints (31) in communication with the inside; the two connecting joints (31) are located outside the parking pistons (29); the connecting joints (31) are detachably connected with brake main pipes; the brake main pipes are used to inflate the parking shell (3) so as to push the two parking pistons (29) to compress the parking springs (18), and the levers (16) are rotated under the action of the second return springs (14), and the second return springs (14) drive the friction blocks (13) to be separated from the piston rods (5).

7. The automatic parking brake cylinder for a railway vehicle according to claim 6, characterized in that, The driving cam (19) is arranged in sliding connection on the parking shell (3) and sleeved on the pull rod (17); the driving cam (19) is located on the side of one of the levers (16) away from the parking cylinder cover (28); the pull rod (17) is provided with an abutment block (20); the driving cam (19) is located between the abutment block (20) and the adjacent lever (16); the parking shell (3) is provided with a driving source for driving the driving cam (19) to slide transversely along the pull rod (17) and rotate the lever (16).

8. The automatic parking brake cylinder for a railway vehicle according to claim 7, characterized in that, The parking shell (3) is fixed with a positioning plate (32); the positioning plate (32) is arranged in sliding connection with a sliding cylinder (33) sleeved on the pull rod (17); the sliding cylinder (33) is in threaded connection with the pull rod (17); and the abutment block (20) is fixed on the sliding cylinder (33).

9. The automatic parking brake cylinder for a railway vehicle according to claim 8, characterized in that, The driving source comprises a driving rack (21) fixed on the driving cam (19); the parking shell (3) is rotatably connected with a driving gear (22) in meshing connection with the driving rack (21); the driving gear (22) is provided with a manual slow-release opening (23) for facilitating insertion of a handle; and the parking shell (3) is provided with a limiting assembly for limiting the rotation angle of the driving gear (22).

10. The automatic parking brake cylinder for a railway vehicle according to claim 9, characterized in that, The limiting assembly comprises a limiting plate (25) fixed in the parking shell (3); the limiting plate (25) is provided with a limiting groove (26) coaxial with the driving gear (22); and the driving gear (22) is fixed with a limiting block (27) sliding in the limiting groove (26).

Images