A rack railcar system that can be connected in series and whose number of drivers can be adjusted.

Abstract

This invention provides a rack rail clamping vehicle system that can be connected in series and has an adjustable number of operating drivers. The rack rail clamping vehicle is equipped with multiple hydraulic pumps, the outlets of which are connected together. The outlets of the hydraulic pumps are connected to the inlet ends of multiple hydraulic motors on the rack rail clamping vehicle via connecting pipes. When multiple rack rail clamping vehicles are used in series, the outlet of the hydraulic pump of one rack rail clamping vehicle is connected to the inlet ends of the hydraulic motors of all rack rail clamping vehicles. The connecting pipes are detachably connected to the inlet ends of the hydraulic motors. The advantages of this invention are: the parallel connection of multiple hydraulic pumps allows the vehicle to continue moving even if one pump fails, improving the stability of the vehicle during use; and the interconnected outlets of multiple hydraulic pumps driving multiple hydraulic motors ensure that the traction force of multiple vehicles is the same, further improving the stability when vehicles are used in series.

Description

Technical Field

[0001] This utility model belongs to the field of rail-mounted vehicles, and in particular relates to a rack rail-mounted vehicle system that can be connected in series and whose number of drivers can be adjusted. Background Technology

[0002] Compared to ordinary locomotives, trackless rubber-tired vehicles, and monorail cranes, rack railcars have strong climbing ability and can carry heavy loads. Coal mines typically purchase multiple rack railcars of the same model to meet their transportation needs, and the parts are interchangeable. However, as the weight of the heavy objects transported in coal mines increases, a rack railcar with a capacity of only 200kN is no longer sufficient for climbing slopes, especially those with gradients of 30° or higher.

[0003] Existing technologies for improving traction involve connecting two vehicles in series, allowing two drivers to operate the locomotives separately in the same direction to generate greater traction. However, this method cannot solve the synchronization problem, resulting in unstable traction and a high risk of accidents. Alternatively, purchasing customized 3WD or 4WD locomotives increases procurement costs and fuel consumption. Furthermore, these locomotives cannot be converted to standard 2WD operation. Operating the locomotives separately in the same direction presents several problems: it is difficult for the two drivers to operate in unison and synchronize start-stop actions; traction is unstable because the throttle position determines vehicle speed, and it is difficult to ensure that both drivers apply the same throttle; and the different speeds of the two locomotives cause alternating periods of resistance, which can easily lead to breakage of the connecting mechanism. Utility Model Content

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] A rack rail clamping vehicle that facilitates traction is provided. The rack rail clamping vehicle is equipped with multiple hydraulic pumps, the outlets of which are connected together. The outlets of the hydraulic pumps are connected to the inlet ends of multiple hydraulic motors on the rack rail clamping vehicle through connecting pipelines.

[0006] When multiple rack rail clamps are used in series, the outlet of the hydraulic pump of one rack rail clamp is connected to the inlet of the hydraulic motor of all rack rail clamps, and the connecting pipeline is detachably connected to the inlet of the hydraulic motor.

[0007] Furthermore, the hydraulic pump is a plunger pump, and there are two plunger pumps. The outlet ends of the two plunger pumps are connected, and the return ends of the two plunger pumps are connected.

[0008] The outlet end of the hydraulic motor is connected to the return end of the plunger pump.

[0009] Furthermore, a valve is provided on the connecting pipe;

[0010] The outlet end of the hydraulic pump is connected to the rod chamber of the brake hydraulic cylinder.

[0011] Furthermore, the hydraulic motor is an adjustable flow hydraulic motor, and the adjustable flow hydraulic motor is equipped with a corresponding speed regulating cylinder;

[0012] The rod chamber of the speed regulating cylinder is connected to the second outlet of the hydraulically controlled two-position six-way directional valve;

[0013] The first outlet of the hydraulically controlled two-position six-way directional valve is connected to the second control port of the DR valve;

[0014] The first control port of the DR valve is connected to the second outlet port of the hydraulic two-position six-way reversing valve.

[0015] The first inlet of the hydraulically controlled two-position six-way directional valve is connected to the second control pipe, and the second control pipe is connected to the second control port of the hydraulically controlled two-position six-way valve.

[0016] The second inlet of the hydraulically controlled two-position six-way directional valve is connected to the first control pipe, and the first control pipe is connected to the first control port of the hydraulically controlled two-position six-way valve.

[0017] The third inlet of the hydraulically controlled two-position six-way directional valve is connected to the inlet of the hydraulic motor through a check valve;

[0018] The fourth inlet of the hydraulically controlled two-position six-way directional valve is connected to the outlet of the hydraulic motor through a check valve.

[0019] Furthermore, the inlet of the DR valve is connected to the rodless chamber of the speed regulating cylinder through a one-way throttle valve;

[0020] The first outlet of the DR valve is connected to the second outlet of the hydraulically controlled two-position six-way directional valve.

[0021] The second outlet of the DR valve is the oil drain port.

[0022] Furthermore, the hydraulic pump is an adjustable piston pump, and the adjusting cylinder of the adjustable piston pump is equipped with a three-position four-way solenoid valve.

[0023] The P port of the three-position four-way solenoid valve is connected to the outlet of the hydraulic pump through a pressure reducing valve, and the T port of the three-position four-way solenoid valve is the drain port.

[0024] The A port and B port of the three-position four-way solenoid valve are connected to the two chambers of the regulating cylinder through the first control tube and the second control tube, respectively.

[0025] Furthermore, the outlet of the adjustable plunger pump is connected to the pressure reducing valve through the first one-way sequence valve, the outlet of the adjustable plunger pump is connected to the P port of the first one-way sequence valve, and the A port of the first one-way sequence valve is connected to the pressure reducing valve.

[0026] The return end of the adjustable plunger pump is connected to the pressure reducing valve through the second one-way sequence valve. The return end of the adjustable plunger pump is connected to the P port of the second one-way sequence valve, and the A port of the second one-way sequence valve is connected to the pressure reducing valve.

[0027] The opening pressure of the one-way sequence valve is 365 bar.

[0028] Furthermore, the pressure reducing valve is a pilot pressure reducing valve, and the inlet of the pilot pressure reducing valve is connected to the first one-way sequence valve and the A port of the second one-way sequence valve, respectively.

[0029] The inlet and outlet of the pilot pressure reducing valve are connected to the P port of the three-position four-way solenoid valve.

[0030] Furthermore, the inlet of the pilot pressure reducing valve is connected to the inlet of the overflow valve, and the overflow pressure of the overflow valve is 25 bar.

[0031] Furthermore, the outlet of the pilot pressure reducing valve is connected to the outlet of the pilot high-pressure relief valve, and the inlet of the pilot high-pressure relief valve is connected to the outlet and return ends of the hydraulic pump through two check valves respectively. The overflow pressure of the pilot high-pressure relief valve is 330 bar.

[0032] Compared with the prior art, the rack railcar system of this utility model, which can be connected in series and has an adjustable number of drivers, has the following advantages:

[0033] (1) The rack rail clamping vehicle system described in this utility model can be connected in series and the number of drivers can be adjusted. The system uses multiple hydraulic pumps in parallel. When one of the hydraulic pumps fails, the vehicle can still move, which improves the stability of the vehicle during use. The outlets of multiple hydraulic pumps are connected to drive multiple hydraulic motors to rotate, so that the traction force of multiple vehicles is the same, which improves the stability when vehicles are used in series.

[0034] (2) The rack railcar system described in this utility model can be connected in series and the number of drivers can be adjusted. It can flexibly combine vehicles and realize the switching of multiple drives. The switching of 1-drive, 2-drive, 3-drive and 4-drive can be realized through the reversing valve, which realizes the traction force requirements under heavy load and different road conditions and broadens the application range of the vehicle. Attached Figure Description

[0035] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0036] Figure 1 This is a schematic diagram of the hydraulic circuit system of the rack rail clamping vehicle according to an embodiment of the present utility model;

[0037] Figure 2 This is a schematic diagram of the hydraulic motor hydraulic circuit system according to an embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram of the hydraulic pump oil circuit system structure according to an embodiment of the present utility model;

[0039] Figure 4 This is a side view of the structure of two toothed railcars used in series according to an embodiment of the present invention.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1. Hydraulic pump; 2. Hydraulic motor; 3. Brake hydraulic cylinder; 4. First control pipe; 5. Second control pipe; 6. Chassis; 7. Driver's cab; 11. Three-position four-way solenoid valve; 12. Adjusting cylinder; 13. Second one-way sequence valve; 14. First one-way sequence valve; 15. Relief valve; 16. Pilot pressure reducing valve; 17. Pilot high-pressure relief valve; 21. Speed ​​regulating cylinder; 22. Hydraulically controlled two-position six-way directional valve; 23. DR valve; 24. One-way throttle valve. Detailed Implementation

[0042] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0043] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0044] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0045] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0046] like Figures 1 to 3 As shown, a rack rail clamping vehicle that facilitates traction is provided. The rack rail clamping vehicle is equipped with multiple hydraulic pumps 1, the outlet ends of the multiple hydraulic pumps 1 are connected, and the outlet ends of the hydraulic pumps 1 are connected to the inlet ends of multiple hydraulic motors 2 on the rack rail clamping vehicle through connecting pipes. When multiple rack rail clamping vehicles are used in series, the outlet end of the hydraulic pump 1 of one rack rail clamping vehicle is connected to the inlet ends of the hydraulic motors 2 of all rack rail clamping vehicles, and the connecting pipes are detachably connected to the inlet ends of the hydraulic motors 2.

[0047] like Figure 4 As shown, two rack rail clamping vehicles are used in series. Each rack rail clamping vehicle includes a chassis 6, a hydraulic pump 1, a hydraulic motor 2, and a drive assembly that drives the hydraulic motor 2 to rotate. The drive assembly can be an electric motor, a diesel engine, or a gasoline engine. The hydraulic pump 1 and the hydraulic motor 2 are fixedly connected to the chassis. The output shaft of the hydraulic motor 2 is equipped with a gear, which meshes with the rack rail on the track. The chassis 6 has driver's cabs 7 at both ends.

[0048] Hydraulic pump 1 is a piston pump. There are two piston pumps. The outlet ends of the two piston pumps are connected, and the return ends of the two piston pumps are connected.

[0049] The outlet end of the hydraulic motor 2 is connected to the return end of the plunger pump.

[0050] The connecting pipe is equipped with a valve, which can be a regular manual valve or a directional valve;

[0051] The outlet end of the hydraulic pump 1 is connected to the rod chamber of the brake hydraulic cylinder 3. The rodless chamber of the brake hydraulic cylinder 3 is equipped with a return spring. When the hydraulic pump 1 does not produce hydraulic oil, the spring force of the return spring controls the output shaft of the brake hydraulic cylinder 3 to move and clamps the brake disc with a caliper.

[0052] The hydraulic motor 2 is an adjustable flow hydraulic motor 2, and the adjustable flow hydraulic motor 2 is equipped with a speed regulating cylinder 21.

[0053] The rod chamber of the speed regulating cylinder 21 is connected to the second outlet of the hydraulic two-position six-way directional valve 22;

[0054] The first outlet of the hydraulically controlled two-position six-way directional valve 22 is connected to the second control port of the DR valve 23;

[0055] The first control port of DR valve 23 is connected to the second outlet port of hydraulic two-position six-way directional valve 22;

[0056] The first inlet of the hydraulically controlled two-position six-way directional valve 22 is connected to the second control pipe 5, and the second control pipe 5 is connected to the second control port of the hydraulically controlled two-position six-way valve.

[0057] The second inlet of the hydraulic two-position six-way directional valve 22 is connected to the first control pipe 4, and the first control pipe 4 is connected to the first control port of the hydraulic two-position six-way valve.

[0058] The third inlet of the hydraulic two-position six-way directional valve 22 is connected to the inlet of the hydraulic motor 2 through a check valve;

[0059] The fourth inlet of the hydraulic two-position six-way directional valve 22 is connected to the outlet of the hydraulic motor 2 through a check valve.

[0060] The inlet of DR valve 23 is connected to the rodless chamber of speed regulating cylinder 21 through one-way throttle valve 24;

[0061] The first outlet of DR valve 23 is connected to the second outlet of hydraulically controlled two-position six-way directional valve 22;

[0062] The second outlet of DR valve 23 is the oil drain port.

[0063] When the hydraulic control two-position six-way directional valve 22 is in the first position, the first liquid outlet is connected to the second liquid inlet, the second liquid outlet is connected to the fourth liquid inlet, and the DR valve 23 is in the first position, the second liquid outlet is connected to the liquid inlet.

[0064] When the hydraulic two-position six-way directional valve 22 is in the second position, the first outlet is connected to the first inlet, and the second outlet is connected to the third inlet; when the DR valve 23 is in the second position, the first outlet is connected to the inlet.

[0065] The speed control cylinder 21 is adjusted by the hydraulic two-position six-way directional valve 22, thereby controlling the rotation of the hydraulic motor 2. The hydraulic motor 2 adopts, but is not limited to, the existing Rexroth A6VM160DA1763 hydraulic motor 2.

[0066] Hydraulic pump 1 is an adjustable piston pump, and the adjusting cylinder 12 of the adjustable piston pump is equipped with a three-position four-way solenoid valve 11. The adjustable piston pump adopts, but is not limited to, the existing Rexroth A4VG125 pump.

[0067] The P port of the three-position four-way solenoid valve 11 is connected to the outlet of the hydraulic pump 1 through a pressure reducing valve, and the T port of the three-position four-way solenoid valve 11 is the drain port.

[0068] Ports A and B of the three-position four-way solenoid valve 11 are connected to the two chambers of the regulating cylinder 12 via the first control pipe 4 and the second control pipe 5, respectively. The first control pipe 4 and the second control pipe 5 are connected to the two chambers of the regulating cylinder 12 of the two adjustable plunger pumps, respectively.

[0069] The outlet of the adjustable plunger pump is connected to the pressure reducing valve through the first one-way sequence valve 14. The outlet of the adjustable plunger pump is connected to the P port of the first one-way sequence valve 14, and the A port of the first one-way sequence valve 14 is connected to the pressure reducing valve.

[0070] The return end of the adjustable plunger pump is connected to the pressure reducing valve through the second one-way sequence valve 13. The return end of the adjustable plunger pump is connected to the P port of the second one-way sequence valve 13, and the A port of the second one-way sequence valve 13 is connected to the pressure reducing valve.

[0071] The opening pressure of the one-way sequence valve is 365 bar.

[0072] When the three-position four-way solenoid valve 11 is in the first position, port P is connected to port A and port B is connected to port T. When the three-position four-way solenoid valve 11 is in the second position, port P is connected to port B and port A is connected to port T.

[0073] The pressure of two plunger pumps can be controlled simultaneously by the three-position four-way solenoid valve 11, ensuring that the two plunger pumps generate the same oil pressure and improving the stability of the system.

[0074] The pressure reducing valve is a pilot pressure reducing valve 16. The inlet of the pilot pressure reducing valve 16 is connected to the first one-way sequence valve 14 and the A port of the second one-way sequence valve, respectively. The outlet of the inlet of the pilot pressure reducing valve 16 is connected to the P port of the three-position four-way solenoid valve 11. After the pressure is reduced by the pilot pressure reducing valve 16, hydraulic oil is supplied to the P port of the three-position four-way solenoid valve 11 to prevent the three-position four-way solenoid valve 11 from being damaged by excessive oil pressure.

[0075] The inlet of the pilot pressure reducing valve 16 is connected to the inlet of the relief valve 15. The relief valve 15 has an overflow pressure of 25 bar, which improves the stability of the system.

[0076] The outlet of the pilot pressure reducing valve 16 is connected to the outlet of the pilot high pressure relief valve 17. The inlet of the pilot high pressure relief valve 17 is connected to the outlet and return ends of the hydraulic pump 1 through two check valves. The overflow pressure of the pilot high pressure relief valve 17 is 330 bar. The pilot high pressure relief valve 17 not only plays the role of stabilizing pressure, but also plays the role of replenishing oil to the three-position four-way solenoid valve 11.

[0077] Work process:

[0078] Taking two locomotives with identical technical parameters as an example, two rack railcars are connected in series. One locomotive serves as the traction locomotive, while the hydraulic oil lines for the drive motors and brakes on the other locomotive are disconnected. The main pump on one locomotive supplies oil to the four drive motors. A reversing valve can be used to switch the drive, achieving 100kN for 1st drive, 200kN for 2nd drive, 300kN for 3rd drive, and 400kN for 4th drive. Synchronous braking is achieved by connecting the hydraulic oil lines on the traction locomotive to the four drive unit brake cylinders (3).

[0079] The parallel connection of multiple hydraulic pumps 1 ensures that the vehicle can still move even if one of the hydraulic pumps 1 fails, improving the stability of the vehicle during use. The interconnected outlets of the multiple hydraulic pumps 1 drive multiple hydraulic motors 2 to rotate, resulting in the same traction force for multiple vehicles and improving the stability when vehicles are used in series.

[0080] The flexible modular vehicle allows for switching between multiple drive systems. A reversing valve enables switching between 1WD, 2WD, 3WD, and 4WD, meeting the traction requirements under various heavy-load road conditions and broadening the vehicle's applicability. In level alleys without gradients, 1WD can be used for maximum speed and efficiency. When climbing a 30° slope, 4WD provides maximum traction. One locomotive acts as the tractor, while the other utilizes only its drive unit. This combination of existing locomotives achieves either 3WD or 4WD for high traction, completing heavy-load transport tasks such as moving work surfaces. When disassembled, it functions as two locomotives. The reversing valve allows switching between 1WD, 2WD, 3WD, and 4WD, meeting the traction requirements under various heavy-load road conditions. In level alleys without gradients, 1WD can be used for maximum speed and efficiency. When climbing a 30° slope, 4WD provides maximum traction. This eliminates the need to purchase expensive 3WD or 4WD locomotives.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model.

[0082] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A rack railcar system that can be connected in series and whose number of drivers can be adjusted, characterized in that, The rack rail clamping vehicle is equipped with multiple hydraulic pumps (1), the outlet ends of the multiple hydraulic pumps (1) are connected, and the outlet ends of the hydraulic pumps (1) are connected to the inlet ends of multiple hydraulic motors (2) on the rack rail clamping vehicle through connecting pipelines. When multiple rack railcars are used in series, the outlet end of the hydraulic pump (1) of one rack railcar is connected to the inlet end of the hydraulic motor (2) of all rack railcars, and the connecting pipeline is detachably connected to the inlet end of the hydraulic motor (2).

2. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 1, characterized in that: The hydraulic pump (1) is a plunger pump, and there are two plunger pumps. The outlet ends of the two plunger pumps are connected, and the return ends of the two plunger pumps are connected. The outlet end of the hydraulic motor (2) is connected to the return end of the plunger pump.

3. The rack railcar system with adjustable number of drive units and series-connectable configuration according to claim 1, characterized in that: A valve is provided on the connecting pipe; The outlet end of the hydraulic pump (1) is connected to the rod chamber of the brake hydraulic cylinder (3).

4. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 1, characterized in that: The hydraulic motor (2) is an adjustable flow hydraulic motor (2), and the adjustable flow hydraulic motor (2) is equipped with a speed regulating cylinder (21); The rod chamber of the speed regulating cylinder (21) is connected to the second outlet of the hydraulic two-position six-way directional valve (22); The first outlet of the hydraulically controlled two-position six-way directional valve (22) is connected to the second control port of the DR valve (23); The first control port of the DR valve (23) is connected to the second outlet port of the hydraulic two-position six-way directional valve (22); The first inlet of the hydraulic two-position six-way directional valve (22) is connected to the second control pipe (5), and the second control pipe (5) is connected to the second control port of the hydraulic two-position six-way valve. The second inlet of the hydraulic two-position six-way directional valve (22) is connected to the first control pipe (4), and the first control pipe (4) is connected to the first control port of the hydraulic two-position six-way valve. The third inlet of the hydraulic control two-position six-way directional valve (22) is connected to the inlet of the hydraulic motor (2) through a check valve; The fourth inlet of the hydraulic control two-position six-way directional valve (22) is connected to the outlet of the hydraulic motor (2) through a check valve.

5. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 4, characterized in that: The inlet of the DR valve (23) is connected to the rodless chamber of the speed regulating cylinder (21) through a one-way throttle valve (24); The first outlet of the DR valve (23) is connected to the second outlet of the hydraulically controlled two-position six-way directional valve (22); The second outlet of the DR valve (23) is the oil drain port.

6. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 4, characterized in that: The hydraulic pump (1) is an adjustable piston pump, and the adjusting cylinder (12) of the adjustable piston pump is equipped with a three-position four-way solenoid valve (11). The P port of the three-position four-way solenoid valve (11) is connected to the outlet of the hydraulic pump (1) through a pressure reducing valve, and the T port of the three-position four-way solenoid valve (11) is the drain port. The A port and B port of the three-position four-way solenoid valve (11) are connected to the two chambers of the regulating cylinder (12) through the first control tube (4) and the second control tube (5), respectively.

7. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 6, characterized in that: The outlet of the adjustable plunger pump is connected to the pressure reducing valve through the first one-way sequence valve (14). The outlet of the adjustable plunger pump is connected to the P port of the first one-way sequence valve (14). The A port of the first one-way sequence valve (14) is connected to the pressure reducing valve. The return end of the adjustable plunger pump is connected to the pressure reducing valve through the second one-way sequence valve (13). The return end of the adjustable plunger pump is connected to the P port of the second one-way sequence valve (13). The A port of the second one-way sequence valve (13) is connected to the pressure reducing valve. The opening pressure of the one-way sequence valve is 365 bar.

8. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 6, characterized in that: The pressure reducing valve is a pilot pressure reducing valve (16), and the inlet of the pilot pressure reducing valve (16) is connected to the first one-way sequence valve (14) and the A port of the second one-way sequence valve respectively. The inlet and outlet of the pilot pressure reducing valve (16) are connected to the P port of the three-position four-way solenoid valve (11).

9. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 8, characterized in that: The inlet of the pilot pressure reducing valve (16) is connected to the inlet of the overflow valve (15), and the overflow pressure of the overflow valve (15) is 25 bar.

10. The rack railcar system with adjustable number of drivers and series-connectable configuration according to claim 8, characterized in that: The outlet of the pilot pressure reducing valve (16) is connected to the outlet of the pilot high pressure relief valve (17). The inlet of the pilot high pressure relief valve (17) is connected to the outlet and return of the hydraulic pump (1) through two check valves. The overflow pressure of the pilot high pressure relief valve (17) is 330 bar.

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