CN109532931B - Bidirectional reset mechanism for locomotive brake controller and brake controller - Google Patents
Bidirectional reset mechanism for locomotive brake controller and brake controller Download PDFInfo
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- CN109532931B CN109532931B CN201811382472.2A CN201811382472A CN109532931B CN 109532931 B CN109532931 B CN 109532931B CN 201811382472 A CN201811382472 A CN 201811382472A CN 109532931 B CN109532931 B CN 109532931B
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- positioning
- reset
- groove
- positioning groove
- brake controller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
- B61H13/02—Hand or other personal actuation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/08—Brake-action initiating means for personal initiation hand actuated
- B60T7/10—Disposition of hand control
Abstract
The invention discloses a bidirectional reset mechanism and a brake controller for a locomotive brake controller, wherein the bidirectional reset mechanism comprises a fixing plate, a positioning wheel, a reset rod, a first elastic mechanism, a second elastic mechanism and a positioning mechanism; the positioning wheel is arranged in the cavity of the fixed plate, a first positioning groove, a second positioning groove and a third positioning groove are sequentially formed in one side edge of the positioning wheel from bottom to top, and a reset groove is formed in the bottom end of the positioning wheel; the top end of the reset rod is provided with a convex part which can be clamped in the reset groove, and the middle section of the reset rod is rotationally connected with the fixed plate through a pin shaft; one side edge of the bottom of the reset rod is abutted with one end of the first elastic mechanism, and the other opposite side edge is abutted with one end of the second elastic mechanism; the other ends of the first elastic mechanism and the second elastic mechanism are abutted against the fixed plate; one end of the positioning mechanism can be clamped in the first positioning groove, the second positioning groove or the third positioning groove, and the other end of the positioning mechanism is abutted to the fixed plate. The invention adopts a modular structure, can realize bidirectional reset, has a positioning function and high working reliability.
Description
Technical Field
The invention belongs to the field of locomotive brake systems, and particularly relates to a bidirectional reset mechanism and a brake controller for a locomotive brake controller.
Background
The reset mechanisms on the existing locomotive brake controller are all unidirectional reset mechanisms, and the bidirectional reset function cannot be realized.
Along with the development of the locomotive market and technology, the requirement that an automatic brake controller and an independent brake controller are separately arranged appears, and meanwhile, the independent brake controller is required to be provided with 5 gears: the mechanical position signal changes are synchronously fed back by each gear corresponding to a microswitch. When the operating handle is operated to the '4' position or the '1' position, the operating handle can be stopped at the '4' position or the '1' position after the external force is removed; when the operating handle is operated to the 3 position or the 2 position, the operating handle can be automatically reset to the 0 position after external force is removed, simultaneously, the micro switches corresponding to the gears of each handle perform synchronous action, and the gear position signals of the handles are converted into electric signals to be sent to the braking system to control the locomotive to run.
Because the existing one-way reset mechanism for the locomotive brake controller cannot meet the technical performance requirements, a new two-way reset mechanism for the locomotive brake controller needs to be designed.
Disclosure of Invention
The present invention is directed to provide a modular bidirectional reset mechanism and a brake controller for a locomotive brake controller, which can realize bidirectional reset, have a positioning function, and have high operational reliability.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a bidirectional reset mechanism for a locomotive brake controller is structurally characterized by comprising a fixing plate, a positioning wheel, a reset rod, a first elastic mechanism, a second elastic mechanism and a positioning mechanism; wherein the content of the first and second substances,
the positioning wheel is arranged in the cavity of the fixed plate and has a gap with the inner wall of the fixed plate, one side edge of the positioning wheel is sequentially provided with a first positioning groove, a second positioning groove and a third positioning groove from bottom to top, and the bottommost end of the positioning wheel is provided with a reset groove; the distance between the reset groove and the first positioning groove is A, the distance between the first positioning groove and the second positioning groove and the distance between the third positioning groove and the second positioning groove are B, and A is larger than B;
the top end of the reset rod is provided with a convex part which can be clamped in the reset groove, and the middle section of the reset rod is rotationally connected with the fixed plate through a pin shaft; one side edge of the bottom of the reset rod is abutted against one end of the first elastic mechanism, and the other opposite side edge of the bottom of the reset rod is abutted against one end of the second elastic mechanism;
the other end of the first elastic mechanism and the other end of the second elastic mechanism are respectively abutted with the fixed plate;
one end of the positioning mechanism can be clamped in the first positioning groove, the second positioning groove or the third positioning groove, and the other end of the positioning mechanism is abutted against the fixed plate.
As a preferable mode, the first positioning groove and the third positioning groove are symmetrically arranged relative to the second positioning groove.
As a preferred mode, the depths of the first positioning groove, the second positioning groove and the third positioning groove are equal and are all smaller than the depth of the reset groove.
As a preferable mode, the first elastic mechanism comprises a first spring and a first rod, one end of the first spring is abutted against the fixed plate, the other end of the first spring is abutted against one end of the first rod, and the other end of the first rod is abutted against the bottom of the reset rod; the second elastic mechanism and the first elastic mechanism are symmetrically arranged.
As a preferred mode, the positioning mechanism includes a third spring, a fixed seat and a positioning ball which can be clamped in the first positioning groove, the second positioning groove or the third positioning groove, one end of the third spring abuts against the fixed plate, the other end of the third spring abuts against one side surface of the fixed seat, the other side surface of the fixed seat is provided with a concave portion, one side surface of the positioning ball is arranged in the concave portion on the fixed seat, and the other side surface of the positioning ball abuts against the positioning wheel.
Based on the same invention concept, the invention also provides a locomotive brake controller, which comprises a frame, and an operating handle, a drum wheel mechanism, a cam mechanism and a microswitch which are arranged on the frame, wherein the frame is provided with a side plate, the drum wheel mechanism and the side plate are arranged in parallel relatively, the locomotive brake controller is structurally characterized by also comprising a bidirectional reset mechanism for the locomotive brake controller, the fixed plate is fixedly arranged on the frame and arranged in parallel relatively to the side plate, and the drum wheel mechanism and the cam mechanism are both positioned between the fixed plate and the side plate; the center of the drum wheel mechanism is fixedly connected with the center of the positioning wheel through a connecting shaft.
Compared with the prior art, the invention adopts a modular structure, can realize bidirectional reset, has a positioning function and has high working reliability.
Drawings
Fig. 1 is a front view of the bidirectional reset structure of the present invention.
Fig. 2 is a left side view of fig. 1.
Fig. 3 is a sectional view a-a of fig. 2.
FIG. 4 is a schematic diagram of a locomotive brake controller according to the present invention.
Fig. 5 is a front view of fig. 4.
Detailed Description
As shown in fig. 1 to 3, the bidirectional reset mechanism with positioning function for the locomotive brake controller is of a modular design, and is used for the locomotive brake controller and for operating the braking or relieving of the railway locomotive. The bidirectional reset mechanism comprises a fixing plate 8, a positioning wheel 9, a reset rod 10, first elastic mechanisms 12 and 13, second elastic mechanisms 16 and 17 and positioning mechanisms 15, 19 and 21; wherein the content of the first and second substances,
the positioning wheel 9 is arranged in the cavity of the fixing plate 8 and has a gap with the inner wall of the fixing plate 8, a first positioning groove 901, a second positioning groove 902 and a third positioning groove 903 are sequentially arranged on one side edge of the positioning wheel 9 from bottom to top, and a reset groove 904 is arranged at the bottom end of the positioning wheel 9; the distance between the reset groove 904 and the first positioning groove 901 is A, the distance between the first positioning groove 901 and the second positioning groove 902 and the distance between the third positioning groove 903 and the second positioning groove 902 are B, and A is larger than B;
a convex part 1001 which can be clamped in the reset groove 904 is arranged at the top end of the reset rod 10, and the middle section of the reset rod 10 is rotationally connected with the fixing plate 8 through a pin shaft 11; one side edge of the bottom of the reset rod 10 is abutted against one end of the first elastic mechanism 12, 13, and the other opposite side edge of the bottom of the reset rod 10 is abutted against one end of the second elastic mechanism 16, 17;
the other ends of the first elastic mechanisms 12 and 13 and the other ends of the second elastic mechanisms 16 and 17 are respectively abutted against the fixed plate 8;
one end of the positioning mechanism 15, 19, 21 can be clamped in the first positioning groove 901, the second positioning groove 902 or the third positioning groove 903, and the other end of the positioning mechanism 15, 19, 21 is abutted against the fixing plate 8.
The first positioning groove 901 and the third positioning groove 903 are symmetrically arranged with respect to the second positioning groove 902.
The depths of the first positioning groove 901, the second positioning groove 902 and the third positioning groove 903 are equal and are all smaller than the depth of the reset groove 904.
The first elastic mechanisms 12 and 13 comprise first springs 13 and first rods 12, one ends of the first springs 13 are abutted with the fixing plate 8, the other ends of the first springs 13 are abutted with one ends of the first rods 12, and the other ends of the first rods 12 are abutted with the bottoms of the reset rods 10; the second elastic means 16, 17 are arranged symmetrically to the first elastic means 12, 13. The second elastic mechanism 16, 17 includes a second spring 17 and a second rod 16, one end of the second spring 17 abuts against the fixing plate 8, the other end of the second spring 17 abuts against one end of the second rod 16, and the other end of the second rod 16 abuts against the bottom of the reset rod 10.
The positioning mechanism 15, 19, 21 includes a third spring 15, a fixing seat 21 and a positioning ball 19 that can be clamped in the first positioning groove 901, the second positioning groove 902 or the third positioning groove 903, one end of the third spring 15 abuts against the fixing plate 8, the other end of the third spring 15 abuts against one side of the fixing seat 21, the other side of the fixing seat 21 is provided with a concave portion, one side of the positioning ball 19 is arranged in the concave portion of the fixing seat 21, and the other side of the positioning ball 19 abuts against the positioning wheel 9.
The first spring 13, the second spring 17 and the third spring 15 are respectively abutted against the fixing plate 8 through the set screws 14, 18 and 20 and the corresponding mounting seats.
As shown in fig. 4 and 5, the locomotive brake controller includes a frame 4, an operating handle 1, a drum wheel mechanism 2, a cam mechanism 7, a microswitch 5 mounted on the frame 4, a side plate 3 is provided on the frame 4, the drum wheel mechanism 2 and the side plate 3 are arranged in parallel relatively, and the locomotive brake controller also includes a bidirectional reset mechanism 6 for the locomotive brake controller, the fixing plate 8 is fixedly arranged on the frame 4 and arranged in parallel relatively to the side plate 3, and the drum wheel mechanism 2 and the cam mechanism 7 are both located between the fixing plate 8 and the side plate 3; the center of the drum wheel mechanism 2 is fixedly connected with the center of the positioning wheel 9 through a connecting shaft 22. The center of the positioning wheel (9) is provided with a mounting hole (905), and the end part of the connecting shaft 22 is directly inserted into the mounting hole 905, so that the connecting shaft 22 and the positioning wheel 9 are fixedly connected. In this embodiment, the bidirectional reset mechanism 6 is of an integrated structure. In addition, a positioning mechanism and a bidirectional reset mechanism can be separately and independently designed, and the positioning mechanism feeds back 5 gears of the independent brake controller: the "4" bit, the "3" bit, the "0" bit, the "2" bit, and the "1" bit.
The individual brake controller is provided with 5 gears: the positions of the drum wheel mechanism 2 and the positioning wheel 9 are fixedly connected through a connecting shaft 22, and the gears of the operating handle 1 correspond to the positioning grooves on the positioning wheel 9 one by one, so that the bidirectional reset mechanism 6 can clearly feedback 5 gears set by the single brake controller.
The working process and principle of the invention are as follows:
when the operation is not performed (in an initial state), the operation handle 1 is stopped at the "0" position, the operation handle 1 is in a vertical state, the protrusion 1001 on the reset lever 10 is engaged with the reset groove 904, and the positioning ball 19 of the positioning mechanism 15, 19, 21 is engaged with the second positioning groove 902 corresponding to the "0" position.
When the operating handle 1 is operated to the "4" position, the drum mechanism 2 and the cam mechanism 7 rotate synchronously, the corresponding micro switches 5 act synchronously, as shown in fig. 3, the positioning wheel 9 rotates counterclockwise until the protrusion 1001 on the reset rod 10 moves out of the reset groove 904 to the left arc (at this time, the second spring 17 is compressed), and the positioning ball 19 moves out of the second positioning groove 902 to the first positioning groove 901. After the operating handle 1 is released, because the positioning balls 19 are clamped in the first positioning grooves 901, the acting force exerted on the first positioning grooves 901 by the positioning balls 19 of the positioning mechanisms 15, 19 and 21 is greater than the acting force exerted on the reset rod 10 transmitted by the second rod 16 by the second spring 17, and therefore the positioning wheel 9 is locked in the "4" position by the positioning mechanisms 15, 19 and 21, and the operating handle 1 is stopped in the "4" position. At which time a manual reset is required.
Similarly, when the operating handle 1 is operated to the "1" position, the drum mechanism 2 and the cam mechanism 7 rotate synchronously, and the corresponding micro-switches 5 act synchronously, as shown in fig. 3, the positioning wheel 9 rotates clockwise until the protrusion 1001 on the reset rod 10 moves out of the reset groove 904 to the right arc (at this time, the first spring 13 is compressed), and the positioning ball 19 moves out of the second positioning groove 902 to the third positioning groove 903. After the operating handle 1 is released, the positioning ball 19 is clamped in the third positioning groove 903, and the acting force exerted on the third positioning groove 903 by the positioning ball 19 of the positioning mechanism 15, 19, 21 is greater than the acting force exerted on the reset rod 10 by the first spring 13, which is transmitted to the first rod 12, so that the positioning wheel 9 is locked in the position "1" by the positioning mechanism 15, 19, 21, and the operating handle 1 is stopped in the position "1". At which time a manual reset is required.
When the operating handle 1 is operated to the "3" position, the drum mechanism 2 and the cam mechanism 7 rotate synchronously, the corresponding micro switches 5 act synchronously, as shown in fig. 3, the positioning wheel 9 rotates counterclockwise until the protrusion 1001 on the reset rod 10 moves out of the reset groove 904 to the left bending point (at this time, the second spring 17 is compressed), and the positioning ball 19 moves out of the second positioning groove 902 to a position between the first positioning groove 901 and the second positioning groove 902. When the operating handle 1 is released, the acting force exerted on the positioning wheel 9 by the positioning balls 19 of the positioning mechanisms 15, 19 and 21 is smaller than the acting force exerted on the reset lever 10 by the second spring 17 and transmitted by the second rod 16, so that the reset lever 10 drives the positioning wheel 9 to rotate clockwise until the convex part 1001 on the reset lever 10 returns to the reset groove 904 and the positioning balls 19 return to the second positioning groove 902, and the positioning wheel 9 is positioned at the position of 0. Meanwhile, the drum wheel mechanism 2 and the cam mechanism 7 return along with synchronous rotation, the corresponding micro-switches 5 synchronously act and reset, the operating handle 1 stops at the position of 0, and the operating handle 1 is in a vertical state. It can be seen that when the operating handle 1 is manipulated to the "3" position, the operating handle 1 can be automatically reset to the "3" position when the external force is removed.
Similarly, when the operating handle 1 is operated to the "2" position, the drum mechanism 2 and the cam mechanism 7 rotate synchronously, and the corresponding micro-switches 5 act synchronously, as shown in fig. 3, until the protrusion 1001 on the reset rod 10 moves out of the reset groove 904 to the right bending point (at this time, the first spring 13 is compressed), and the detent ball 19 moves out of the second detent 902 to a position between the third detent 903 and the second detent 902. When the operating handle 1 is released, the acting force exerted on the positioning wheel 9 by the positioning balls 19 of the positioning mechanisms 15, 19 and 21 is smaller than the acting force exerted on the reset lever 10 by the first spring 13, which is transmitted by the first rod 12, so that the reset lever 10 drives the positioning wheel 9 to rotate counterclockwise until the protrusions 1001 on the reset lever 10 return to the reset groove 904 and the positioning balls 19 return to the second positioning grooves 902, and at this time, the positioning wheel 9 is positioned at the position "2". Meanwhile, the drum wheel mechanism 2 and the cam mechanism 7 return along with synchronous rotation, the corresponding micro-switches 5 synchronously act and reset, the operating handle 1 stops at the position of 2, and the operating handle 1 is in a vertical state. It can be seen that when the operating handle 1 is manipulated to the "2" position, the operating handle 1 can be automatically reset to the "2" position when the external force is removed.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (6)
1. A bidirectional reset mechanism for a locomotive brake controller is characterized by comprising a fixing plate (8), a positioning wheel (9), a reset rod (10), first elastic mechanisms (12, 13), second elastic mechanisms (16, 17) and positioning mechanisms (15, 19, 21); wherein the content of the first and second substances,
the positioning wheel (9) is arranged in a cavity of the fixing plate (8) and has a gap with the inner wall of the fixing plate (8), a first positioning groove (901), a second positioning groove (902) and a third positioning groove (903) are sequentially formed in one side edge of the positioning wheel (9) from bottom to top, and a reset groove (904) is formed in the bottommost end of the positioning wheel (9); the distance between the reset groove (904) and the first positioning groove (901) is A, the distance between the first positioning groove (901) and the second positioning groove (902) and the distance between the third positioning groove (903) and the second positioning groove (902) are B, and A is larger than B;
a convex part (1001) which can be clamped in the reset groove (904) is arranged at the top end of the reset rod (10), and the middle section of the reset rod (10) is rotationally connected with the fixing plate (8) through a pin shaft (11); one side edge of the bottom of the reset rod (10) is abutted against one end of the first elastic mechanism (12, 13), and the other opposite side edge of the bottom of the reset rod (10) is abutted against one end of the second elastic mechanism (16, 17);
the other ends of the first elastic mechanisms (12, 13) and the second elastic mechanisms (16, 17) are respectively abutted against the fixed plate (8);
one end of the positioning mechanism (15, 19, 21) can be clamped in the first positioning groove (901), the second positioning groove (902) or the third positioning groove (903), and the other end of the positioning mechanism (15, 19, 21) is abutted against the fixing plate (8).
2. The bi-directional reset mechanism for a locomotive brake controller according to claim 1, wherein the first detent (901) and the third detent (903) are symmetrically disposed with respect to the second detent (902).
3. The bi-directional reset mechanism for a locomotive brake controller as claimed in claim 1, wherein the first detent (901), the second detent (902) and the third detent (903) have the same depth and are all smaller than the depth of the reset groove (904).
4. The bidirectional return mechanism for a locomotive brake controller according to any one of claims 1 to 3, wherein the first elastic mechanism (12, 13) comprises a first spring (13) and a first rod (12), one end of the first spring (13) abuts against the fixed plate (8), the other end of the first spring (13) abuts against one end of the first rod (12), and the other end of the first rod (12) abuts against the bottom of the return rod (10); the second elastic means (16, 17) are arranged symmetrically to the first elastic means (12, 13).
5. The bidirectional reset mechanism for the locomotive brake controller according to any one of claims 1 to 3, wherein the positioning mechanism (15, 19, 21) comprises a third spring (15), a fixed seat (21) and a positioning ball (19) which can be clamped in the first positioning groove (901), the second positioning groove (902) or the third positioning groove (903), one end of the third spring (15) abuts against the fixed plate (8), the other end of the third spring (15) abuts against one side surface of the fixed seat (21), the other side surface of the fixed seat (21) is provided with a concave portion, one side surface of the positioning ball (19) is arranged in the concave portion of the fixed seat (21), and the other side surface of the positioning ball (19) abuts against the positioning wheel (9).
6. A locomotive brake controller comprises a frame (4), an operating handle (1) arranged on the frame (4), a drum wheel mechanism (2), a cam mechanism (7) and a microswitch (5), wherein the frame (4) is provided with a side plate (3), the drum wheel mechanism (2) and the side plate (3) are arranged in parallel relatively, the locomotive brake controller is characterized by further comprising a bidirectional reset mechanism (6) as claimed in any one of claims 1 to 5, a fixing plate (8) is fixedly arranged on the frame (4) and arranged in parallel relatively with the side plate (3), and the drum wheel mechanism (2) and the cam mechanism (7) are both positioned between the fixing plate (8) and the side plate (3); the center of the drum wheel mechanism (2) is fixedly connected with the center of the positioning wheel (9) through a connecting shaft (22).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811382472.2A CN109532931B (en) | 2018-11-20 | 2018-11-20 | Bidirectional reset mechanism for locomotive brake controller and brake controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811382472.2A CN109532931B (en) | 2018-11-20 | 2018-11-20 | Bidirectional reset mechanism for locomotive brake controller and brake controller |
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| Publication Number | Publication Date |
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| CN109532931A CN109532931A (en) | 2019-03-29 |
| CN109532931B true CN109532931B (en) | 2020-04-28 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201811382472.2A Active CN109532931B (en) | 2018-11-20 | 2018-11-20 | Bidirectional reset mechanism for locomotive brake controller and brake controller |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112563061B (en) * | 2020-12-02 | 2023-09-05 | 中车株洲电力机车有限公司 | Bidirectional reset mechanism for locomotive controller and controller |
| FR3134365A1 (en) * | 2022-04-12 | 2023-10-13 | Faiveley Transport Amiens | Device for actuating a railway braking system and railway vehicle provided with such an actuation device |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH044936Y2 (en) * | 1988-08-26 | 1992-02-13 | ||
| CN201033573Y (en) * | 2007-05-23 | 2008-03-12 | 中国南车集团株洲电力机车有限公司 | Over-filling state of the automatic braking controller and releasing state of the single braking controller self-recovery type structure |
| EP2001105B1 (en) * | 2007-06-08 | 2009-12-23 | Chienti Enterprise Co., Ltd. | Electromagnetic brake device |
| US20090120750A1 (en) * | 2007-11-09 | 2009-05-14 | Hsin-Tech (Shen Zhen) Co., Ltd | Hydraulic brake lever |
| CN203544018U (en) * | 2013-11-14 | 2014-04-16 | 南车株洲电力机车有限公司 | Brake controller of DK-2 brake system |
| WO2015171100A1 (en) * | 2014-05-04 | 2015-11-12 | New York Air Brake, LLC | Configurable locomotive brake controller |
| CN107226106A (en) * | 2017-06-12 | 2017-10-03 | 中车株洲电力机车有限公司 | Locomotive and its brake monitor |
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