CN109795519A - A kind of anti-slip lock of railway air damping vehicle - Google Patents
A kind of anti-slip lock of railway air damping vehicle Download PDFInfo
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- CN109795519A CN109795519A CN201910257846.6A CN201910257846A CN109795519A CN 109795519 A CN109795519 A CN 109795519A CN 201910257846 A CN201910257846 A CN 201910257846A CN 109795519 A CN109795519 A CN 109795519A
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Abstract
The invention discloses a kind of anti-slip locks of railway air damping vehicle, including checking cylinder air draft control mechanism, brake actuator and braking to execute control mechanism；The checking cylinder air draft control mechanism includes exhaust valve control pull rod and valve rod hoisting mechanism, and exhaust valve control pull rod is mounted on car bottom by valve rod hoisting mechanism, and exhaust valve control pull rod is used to control the opening and closing of the exhaust valve of checking cylinder；The brake actuator include walking lock fasten, latch lock iron, running body and lock iron support base, the telescopic end connection at the activity control end and brake cylinder that walking lock is fastened, walking lock is fastened to be erected above latch lock iron by running body, and with the flexible walking of brake cylinder, running body is mounted on car bottom, lock iron support base is used to support latch lock iron, and walking lock, which is fastened, sets locking by card between latch lock iron；The braking executes control mechanism and uses Mechanical course or pneumatic control, for controlling moving up and down for latch lock iron.
Description
Technical field
The present invention relates to railway air damping vehicle safeties to park anti-slip technical field more particularly to a kind of railway air system
The anti-slip lock of motor-car.
Background technique
In recent years, rolling stock slipping accident constantly occurs, shunting service, section running train, section hang-up column
Vehicle and separation train, station stop train, the interim vehicle hair stopped during car team and industrial siding standing vehicle and loading-unloading vehicle
Raw slipping accident, has seriously affected safety of railway traffic.Runaway once occurs for locomotive, vehicle, if cannot handle or adopt in time
The emergency measure taken is improper, will cause heavy economic losses and political impact.Anti-slip work has become railway transportation production safety
One system of departments such as key point, and transport, engineering, vehicle, long-term task.Look back many things occurred over the years
Therefore case is unexpectedly so close, and returns and occur again, provides food for thought.Alarm bell Chang Ming is answered, the moment engraves the bitterness of slipping accident on one's mind
Lesson, prevents trouble before it happens.
On traditional approach, the main braking by hand brake of anti-slip measure of rolling stock in rail yard sets anti-slip metal shoe, is anti-
Slip sleeper etc..But often cause measure not in place because manual operation is improper, cause car slipping accident.
Specifically, the anti-slip equipment that generally uses on railway, facility mainly have following three categories:
The first kind is using hand brake, anti-slip sleeper, skate as the anti-slip equipment of tradition of representative.Its maximum common drawback: one
It is that the small anti-slip ability of brake force is poor.The anti-slip installations and facilities of tradition belong to a little anti-slip, and non-face is anti-slip, can only to single unit vehicle or
Multiple vehicles are anti-slip using point, therefore the small anti-slip ability of brake force is limited；Second is that needing manual operation and time-consuming and laborious.Tradition is anti-
Slipping installations and facilities all must be by manually being installed and being removed and very cumbersome and very laborious；It causes the accident third is that being easy error.
The anti-slip installations and facilities of tradition often occur strap brake tow, weight shoes, the anti-slip sleeper of pressure etc., also will cause derailing or train punching sometimes
The accidents such as prominent.
Second class is the anti-slip equipment of machinery using car lug as representative.It is mainly used for line goods, the anti-of marshalling yard is sneaked away during work hours
Make, the disadvantage is that: first is that limitation is big.Can only be used on the route in line goods or loading-unloading vehicle place, cannot to hair line,
It is used on the station tracks such as main track；Second is that brake force is weak, anti-slip effect is poor.Due to dedicated anti-slip facilities such as installing car lugs, it is installed
Limited length, therefore its stopping power is limited.Its anti-slip scarce capacity when encountering longer car team.
The anti-slip equipment of third class is " rolling stock automatic hand brake ".Its advantage is that brake force is big, anti-slip effect is good, time saving province
Power, it is easy to operate.The disadvantage is that all vehicles must be installed simultaneously and cannot disintegrate, this for often in flow regime and
It is used for marshalling constantly changed railroad train difficult.
Existing status and mode of operation are as follows: after railroad train Brake stop, locomotive of unsnaping, remaining vehicle group vehicle system
The wind pressure of dynamic system can die away, and natural remission occurs for vehicle braking chance, and at this moment vehicle group vehicle loses brake force, if this
When parking site have ramp or encounter strong wind weather etc. and be easy to that wagon running away occurs and causes the accident.Therefore, railway department
Regulation takes vehicle the anti-slip measure for leaking informaton and braking and cannot function as vehicle.And anti-slip measure is taken to the vehicle group vehicle of stop,
Mainly by the hand brake for tightening vehicle, and the process for tightening hand brake is an i.e. complicated laborious process, especially
The brake of open-top car needs to climb to be operated afterwards in place, is climbed up and is climbed down, very dangerous.Especially encounter hot summer, compartment
Temperature is excessively high, and staff touches the compartment of overheat, is easy scald；In the winter of severe cold, snow jelly weather is more, and compartment is climbed
Ladder, which is easy to freeze, to freeze, and is very easy to when climbing skid and drop, to cause immeasurable damage.
Also, also derailer is arranged in direction of fall track switch outer end in some biggish rail yards of the topography gradient, this de-
Rail device is first is that than cumbersome；It, cannot automatic running when needed second is that need manual operation；Third is that the rehabilitation time is long, takes
With height, rolling stock damages more serious.And for the car team of extended stationary periods also need to discharge anti-slip sleeper carry out it is anti-slip, there is
Activity duration length, easy the deficiencies of going wrong and causing driving accident.
Wagon running away accident has become the inertia accident of railway transportation production it can be seen from above-mentioned narration.Instantly China
Technical level is not advanced enough in terms of vehicle anti-skid, the countermeasure taken in anti-slip work, mainly in management layer
On work out measures and method, without carrying out depth excavation on technological layer.In addition, existing scotch-block for rail vehicle,
Anti-slip movement is independent operation, cannot link to get up to use with the arrestment mechanism of vehicle, especially also be not disposed on railway
Anti-skid device on vehicle braking cylinder, therefore necessarily cause anti-skid device structure more complicated, it installs and uses also not convenient.
However, advanced technical equipment is often more more reliable than people, because behaviour had three dusk three to be confused, often by feelings regret, spirit, note
The conditions such as recall to be affected, there is uncertainty, so and one of insecurity factor, be not real essential safety, cannot
Fundamentally prevent the generation of wagon running away accident, the above wagon running away accident occurred repeatedly is most having for this viewpoint
Power evidence.
Summary of the invention
The object of the present invention is to provide a kind of anti-slip locks of railway air damping vehicle, in conjunction with existing locomotive, vehicle braking
The mode of operation of machine is controlled, and the generation of wagon running away accident can be technically prevented, and it is big, anti-to save time, brake force
It is reliable to slip effect stability.
The technical solution adopted by the present invention are as follows:
A kind of anti-slip lock of railway air damping vehicle, including checking cylinder air draft control mechanism, brake actuator and braking are held
Row control mechanism；The checking cylinder air draft control mechanism includes exhaust valve control pull rod and valve rod hoisting mechanism, valve rod
Exhaust valve control pull rod is mounted on car bottom by hoisting mechanism, and exhaust valve control pull rod is used to control the exhaust valve of checking cylinder
Opening and closing；The brake actuator include walking lock fasten, latch lock iron, running body and lock iron support base, the row fastened of walking lock
The telescopic end of dynamic control terminal and brake cylinder connects, and walking lock is fastened to be erected above latch lock iron by running body, and with system
It takes offence the flexible walking of cylinder, running body is mounted on car bottom, and lock iron support base is used to support latch lock iron, and walking lock is fastened and blocked
Locking is set by card between tooth lock iron；The braking executes control mechanism and uses Mechanical course or pneumatic control, for controlling
Fabrication tooth lock iron moves up and down.
The exhaust valve control pull rod includes the valve rod and valve control unit along the setting of box width direction, valve rod control
Valve control unit linkage exhaust valve processed, controls the opening and closing of exhaust valve, and the both ends of valve rod are respectively equipped with left drawing ring and right pull ring, Zola
Ring and right pull ring are located at the left and right sides of car bottom.
The valve rod hoisting mechanism includes left lifting lug and right lifting lug, left lifting lug dipping shot valve rod left end, and right lifting lug is hung
Penetrate valve rod right end.
The walking lock is fastened including card rail, sunpender and connecting rod, and the card rail uses the steel snap-gauge being obliquely installed,
The upper end of steel snap-gauge is fixed with sunpender right end, and the lower end of sunpender and connecting rod is fixed, and the left end of sunpender is set as activity control end,
The activity control end of sunpender and the telescopic end of brake cylinder connect.
The running body includes the U-shaped support rod along the setting of car length direction, if the cross bar of the bottom of U-shaped support rod
It to support walking rod, supports to be arranged on walking rod and slides cylinder, support walking rod and slide and slided between cylinder by sliding slot, slided
Cylinder is fixed with connecting rod.
The described latch lock iron includes locking body board and buffer part, one row's latch of the evenly distributed setting in the upper surface of locking body board,
Latch is obliquely installed, and consistent with card rail tilt angle, and latch forms card slot between any two, and card slot matches with card rail thickness；
The controlled end of locking body board connects buffer part, if controlled end is one end of the direction of extension of brake cylinder；The buffer part includes
Buffer spring, buffer shaft and spring case, buffer spring are set on buffer shaft, and buffer spring and buffering are located in spring case,
One end of buffer shaft is force side, and the controlled end of the force side connection locking body board of buffer shaft, the other end of buffer shaft is free end.
The lock iron support base includes more return spring A and limit base, and the upper end of every return spring A is connected to lock
On body plate, the lower end of every return spring A is fixed on coach side, limit base include to one side opening of buffer shaft pedestal and
Set on the intracorporal gag lever post of seat, gag lever post wears spring case up and down, and spring case moves up and down in vivo along gag lever post is present, pedestal
It is fixed on coach side.
It includes camshaft group, draw bar, bidirectional operation bar, sinciput that the braking, which executes the Mechanical course of control mechanism,
Block, rear jacking block and multiple groups mounting assembly, the camshaft group include left cam axis body and right cam axis body, left cam axis body and
Right cam axis structure is identical, and each bent axle body is made of forearm and postbrachium, and width direction of the forearm along compartment is arranged, forearm
Rear end is fixedly connected with the lower end of postbrachium, and the front end of forearm is free, and length direction of the postbrachium along compartment is obliquely installed, postbrachium it is upper
It holds and is fixed with the shaft of draw bar；The preceding jacking block is set on the forearm of left cam axis body, and is located at below locking body board, sinciput
The upper surface of block is horizontally disposed；The rear jacking block is set on the forearm of right cam axis body, and is located at below locking body board, rear jacking block
Upper surface right end be higher than left end, i.e. the upper surface of rear jacking block is obliquely installed；Length direction of the draw bar along compartment
Horizontally disposed, the right part shaft of draw bar and the upper end of postbrachium are fixed, and the left end of draw bar is vertical with bidirectional operation club body
Fixed, width direction of the bidirectional operation bar along compartment is arranged, and the both ends of bidirectional operation bar are located at the two sides in compartment；Described
Mounting assembly includes hanging ring and fixed link, and hanging ring is set on draw bar and bidirectional operation bar, and fixed link is fixed with car bottom.
The pneumatic control includes threeway comprehensive function valve, air spring, more return spring B and spring mounting rack,
First port of threeway comprehensive function valve connects main brake pipeline, and the second port of threeway comprehensive function valve connects brake cylinder pipe
Bore, the inlet end of the third connectivity mouth connection air spring of threeway comprehensive function valve, the telescopic end of air spring are connected to lock body
The bottom surface of plate, air spring are fixed by spring mounting rack；The upper end of every return spring B is connected on locking body board, and every multiple
The lower end of former spring B is fixed on coach side.
The threeway comprehensive function valve is made of mitigation relief valve, pressure-control valve, reflux valve and pressure difference reflux valve, is delayed
Main brake pipeline is connected with the inlet end of relief valve, the outlet side for mitigating relief valve is connected to the first air inlet of pressure-control valve
End, the outlet side of the second inlet end connection reflux valve of pressure-control valve, the outlet side of pressure-control valve is connected to pressure difference adverse current
The inlet end of valve, the inlet end of the outlet side connection reflux valve of pressure difference reflux valve, connects between pressure-control valve and pressure difference reflux valve
It is connected to the inlet end of air spring, brake cylinder tube socket hole is connected between reflux valve and pressure difference reflux valve.
The present invention utilizes original air damping on air damping vehicle for the anti-slip used of railway air damping vehicle
Machine is defined when being changed into relieved state by on-position to brake rigging by mechanical structure, to realize vehicle
Will not all natural remission be generated and cause slipping accident any time by parking on any route.I.e. when needs are to the vehicle taken
When group, vehicle take anti-slip measure, before locomotive of unsnaping, driver control automatic valve device makes train or car team execution very much
Dynamic, the vehicle group taken, vehicle then will be needed to unsnap can (the vehicle group or vehicle being removed after stopping 200 seconds will be automatic
Form pre- lock status, locking states will be automatically formed when brake-cylinder pressure is slightly decreased) when need to vehicle group, vehicle unlock
And in the case where when alleviating having wind regime, after train pipe is full of wind, driver is using alleviate again after maximum decompression amount braking can be complete
At the hand brake for needing to tighten vehicle in the case where no wind regime unclamps again can be completed can be used release lever in special circumstances
Unlock.
Detailed description of the invention
Fig. 1 is Mechanical course structural representation perspective view of the invention；
Fig. 2 is the forearm enlarged structure schematic diagram of locking body board and camshaft group of the invention；
Fig. 3 is that walking lock of the invention fastens structural schematic diagram；
Fig. 4 is the structural schematic diagram of limit base of the invention；
Fig. 5 is gas circuit structure block diagram of the invention；
Fig. 6 is pneumatic control structural representation perspective view of the invention.
Specific embodiment
As shown in Figure 1, the present invention includes that checking cylinder air draft control mechanism, brake actuator and braking execute control machine
Structure；The checking cylinder air draft control mechanism includes exhaust valve control pull rod and valve rod hoisting mechanism, valve rod hoisting mechanism
Exhaust valve control pull rod is mounted on car bottom, exhaust valve control pull rod is used to control the opening and closing of the exhaust valve 2 of checking cylinder；Institute
The brake actuator stated include walking lock fasten, latch lock iron, running body and lock iron support base, the activity control end fastened of walking lock
It is connect with the telescopic end of brake cylinder 7, walking lock is fastened to be erected above latch lock iron by running body, and with brake cylinder 7
Flexible walking, running body is mounted on car bottom, and lock iron support base is used to support latch lock iron, and walking lock is fastened and latch lock iron
Between by locking bolt with lock iron card slot be engaged be locked；The braking executes control mechanism and uses Mechanical course or pneumatic
Control, for controlling moving up and down for latch lock iron.
The exhaust valve control pull rod includes the valve rod 1 and valve control unit 3 along the setting of box width direction, valve rod
1 control valve control unit 3 linkage checking cylinder exhaust valve 2, controls the opening and closing of checking cylinder exhaust valve 2, the both ends of valve rod 1 are respectively equipped with
Left drawing ring 1-1 and right pull ring 1-2, left drawing ring 1-1 and right pull ring 1-2 are located at the left and right sides of car bottom.
The valve rod hoisting mechanism includes left lifting lug 1-3 and right lifting lug 1-4, and left lifting lug 1-3 dipping shot valve rod 1 is left
End, right 1 right end of lifting lug 1-4 dipping shot valve rod.
As shown in figure 3, the walking lock is fastened and is fastened including walking lock including card rail 4, sunpender 5 and connecting rod 6, the card
Iron 4 is fixed using the steel snap-gauge being obliquely installed, upper end and 5 right end of sunpender of steel snap-gauge, the lower end of sunpender 5 and connecting rod 6
Fixed, the left end of sunpender 5 is set as activity control end, and the activity control end of sunpender 5 is connect with the telescopic end of brake cylinder 7.Sunpender 5
It is set side by side, arc-shaped structure, is horizontally disposed with using two, the telescopic end of the left end connection brake cylinder 7 of sunpender 5, two are hung
Card rail 4 is connected between 5 right end of bar, the top of sunpender 5 is fixed by connecting rod 6 with cylinder 8 is slided.
The running body includes the U-shaped support rod 9 along the setting of car length direction, if the cross of the bottom of U-shaped support rod 9
Bar is support walking rod 9-1, supports and is arranged on walking rod 9-1 and slides cylinder 8, supports walking rod 9-1 and slides and passes through between cylinder 8
Sliding slot slides, and slides cylinder 8 and fixes with connecting rod.
The latch lock iron includes locking body board 10 and buffer part, as shown in Fig. 2, the upper surface of locking body board 10 is evenly distributed
One row latch 10-1 is set, and latch 10-1 is obliquely installed, and consistent with 4 tilt angle of card rail, and latch 10-1 is formed between any two
Card slot 10-2, card slot 10-2 match with 4 thickness of card rail；The controlled end of locking body board 10 connects buffer part, if controlled end is braking
One end of the direction of extension of cylinder 7；The buffer part includes buffer spring 11, buffer shaft 12 and spring case 13, buffer spring
11 are set on buffer shaft 12, and buffer spring 11 and buffer shaft 12 are set in spring case 13, and one end of buffer shaft 12 is force side,
The controlled end of the force side connection locking body board 10 of buffer shaft 12, the other end of buffer shaft 12 is free end.
The lock iron support base includes more return spring 14A and limit base, and the upper end of every return spring A is connected to
On locking body board 10, the lower end of every return spring A is fixed on coach side, as shown in figure 4, limit base includes to buffer shaft 12
The pedestal 15 of one side opening and the gag lever post 16 in pedestal 15, about 16 gag lever post wear spring case 13,13 edge of spring case
Gag lever post 16 moved up and down in pedestal 15, pedestal 15 is fixed on coach side.
The Mechanical course that the described braking executes control mechanism includes camshaft group, draw bar 17, bidirectional operation bar 22, preceding
Jacking block 20, rear jacking block 21 and multiple groups mounting assembly, the camshaft group include left cam axis body and right cam axis body, left cam
Axis body is identical with right cam axis structure, and each bent axle body is made of forearm 18 and postbrachium 19, width side of the forearm 18 along compartment
To setting, the rear end of forearm 18 is fixedly connected with the lower end of postbrachium 19, and the front end of forearm 18 is free, length of the postbrachium 19 along compartment
Direction is obliquely installed, and the upper end of postbrachium 19 and the shaft of draw bar 17 are fixed；The preceding jacking block 20 is set to left cam axis body
On forearm 18, and it is located at 10 lower section of locking body board, the upper surface of preceding jacking block 20 is horizontally disposed；The rear jacking block 21 is set to right cam
On the forearm 18 of axis body, and it is located at the lower section of locking body board 10, the right end of the upper surface of rear jacking block 21 is higher than left end, i.e. rear jacking block 21
Upper surface is obliquely installed；Length direction of the draw bar 17 along compartment is horizontally disposed, the right part shaft of draw bar 17 with
The upper end of postbrachium 19 is fixed, and the left end of draw bar 17 is vertical with 22 shaft of bidirectional operation bar to be fixed, and bidirectional operation bar 22 is along compartment
Width direction setting, the both ends of bidirectional operation bar 22 are located at the two sides in compartment；The mounting assembly includes hanging ring 23
With fixed link 24, hanging ring 23 is set on draw bar 17 and bidirectional operation bar 22, and fixed link 24 is fixed with car bottom.
The pneumatic control includes threeway comprehensive function valve 25, air spring 26, more return spring 14B and spring peace
It shelves, the first port of threeway comprehensive function valve 25 connects main brake pipeline L1, and the second port of threeway comprehensive function valve 25 connects
Connect brake cylinder tube socket hole L2, the inlet end of the third connectivity mouth connection air spring 26 of threeway comprehensive function valve 25, air spring
26 telescopic end is connected to the bottom surface of locking body board 10, and air spring 26 is fixed by spring mounting rack；Every return spring 14B's
Upper end is connected on locking body board 10, and the lower end of every return spring 14B is fixed on coach side.
As shown in figure 5, the threeway comprehensive function valve 25 is by mitigation relief valve K1, pressure-control valve K2, reflux valve K3
It is formed with pressure difference reflux valve K4, the inlet end for mitigating relief valve K1 connects main brake pipeline L1, mitigates the outlet side of relief valve K1
It is connected to the first inlet end of pressure-control valve K2, the second inlet end of pressure-control valve K2 connects the outlet side of reflux valve K3,
The outlet side of pressure-control valve K2 is connected to the inlet end of pressure difference reflux valve K4, and the outlet side of pressure difference reflux valve K4 connects reflux valve
The inlet end of K3, is connected to the inlet end of air spring 26 between pressure-control valve K2 and pressure difference reflux valve K4, reflux valve K3 and
Brake cylinder tube socket hole L2 is connected between pressure difference reflux valve K4.
Following will be combined with the drawings in the embodiments of the present invention, and technical solution in the embodiment of the present invention carries out clear, complete
Site preparation description, it is clear that described embodiments are only a part of the embodiments of the present invention, instead of all the embodiments.It is based on
Embodiment in the present invention, it is obtained by those of ordinary skill in the art without making creative efforts every other
Embodiment shall fall within the protection scope of the present invention.
The present apparatus used in anti-slip, utilizes original air damping on air damping vehicle for railway air damping vehicle
Machine is defined, to achieve the effect that anti-slip by piston push rod of the mechanical structure to brake cylinder 7.Main function is to work as
When needing to take anti-slip measure to single unit vehicle, one group of car team or whole trains, yard man issues anti-slip instruction, department to driver
After machine takes emergency brake 200 seconds, comprehensive function valve starts to act, and the vehicle for having installed anti-slip lock additional just automatically forms prelock shape
State.If vehicle or vehicle group residence time long enough, braking system natural leak is caused to cause air damper from slow, braking gas
7 pressure reduction of cylinder about 50KPa or when to about 0.3KPa, Suo Tie mechanism becomes locking states from pre- lock status.To reach anti-slip
Purpose.For in train or car team operation using within 200 seconds, not will form prelock state, can normally delay after emergency brake
Solution, does not influence any performance of air damper.The embodiment of the present invention is described in detail below.
Embodiment 1
The main pneumatic locking of description manual operation, the embodiment and principle of automatic unlocking control.
As shown in Figure 1, installing multiple mounting brackets in the bottom of vehicle, being hung by valve rod firstly, it is necessary to installed
Mounting mechanism supports exhaust valve to control pull rod, then is fastened by running body frame support walking lock, and lock iron support base is used to support latch lock
Iron, meanwhile, utilize moving up and down for Mechanical course control latch lock iron.After the installation is completed, braking maneuver is carried out.
Pre- locking process: after driver makes Train Stopping using service braking, the vehicle group vehicle taken is taken anti-slip
When measure, operating personnel rotates 22 bar of bidirectional operation bar manually, and bidirectional operation bar 22 is while carrying out rotation by a small margin, band
Dynamic draw bar 17 is pulled to the left, and the movement of draw bar 17 affects camshaft group to be acted, and camshaft group includes left cam
Axis body and right cam axis body, left cam axis body is identical with right cam axis structure, and each bent axle body is by forearm 18 and 19 groups of postbrachium
At width direction of the forearm 18 along compartment is arranged, and the rear end of forearm 18 is fixedly connected with the lower end of postbrachium 19, the front end of forearm 18
Freely, length direction of the postbrachium 19 along compartment is obliquely installed, and the upper end of postbrachium 19 and the shaft of draw bar 17 are fixed.In draw bar
When 17 promotion, postbrachium 19 turns left, while forearm 18 being driven to carry out rotation counterclockwise, after rotation, is arranged on forearm 18
Preceding jacking block 20 become tiltedly setting from flat set, right end tilts, and heads on locking body board 10 and carries out moving up a distance.Meanwhile rear jacking block 21
Being higher than left end from the right end of original state becomes that tilt angle is bigger, equally shores locking body board 10 and carries out the upper of a distance
The displacement for moving, and moving up is greater than the displacement that preceding jacking block 20 generates.Latch lock iron is floated up simultaneously and oppresses walking lock and fastens shape
At pre- lock status.So that locking body board 10 is moved up, and after moving up, right end is higher than left end, is smoothly embedded in convenient for card rail 4
Latch is locked in the card slot 10-2 of iron.
Locking process: the movement of draw bar 17 pulled to the left is kept after the completion of pre- locking process, operator's is another
Only pull dynamic valve rod 1(so that the present apparatus in operation, it is thus only necessary to a staff), valve rod 1 act
Valve control unit 3 is driven to act, so that checking cylinder exhaust valve is opened, 7 pressure of brake cylinder constantly declines, and brake cylinder 7 hooks shellfish (system
Take offence telescopic end) constantly move back to the left, so, after card rail 4 is smoothly embedded in the card slot 10-2 of latch lock iron, at this moment brake
During 7 piston of cylinder inwardly moves back, the card rail 4 for driving walking lock to fasten is deeply inserted in the card slot 10-2 of locking body board 10,
Since the evenly distributed one row latch 10-1 of setting in the upper surface of locking body board 10, latch 10-1 are obliquely installed, so, in brake cylinder
Under the pulling force effect of 7 pistons, walking lock, which is fastened, forms locking states with latch lock iron.Checking cylinder piston and piston bar normally return at this time
It is reduced in checking cylinder, and piston push rod is then stuck and limits movement.Hereafter no matter how wind pressure declines in brake cylinder 7, not
Influence the anti-slip ability of vehicle (vehicle will remain the brake force under locking state).
Pre- unlocking process: unclamping bidirectional operation handle 22, and camshaft group returns rapidly former under the action of return spring 14
Position, the power for acting on latch lock iron rapidly disappear, while latch lock iron also rapidly disappears to the active force of locking bolt.From gravity and
Have the tendency that moving down under the downward pulling force effect of return spring, but is firmly engaged under a stretching force due to locking iron with locking bolt
Together, it does not separate, forming pre- unlocked state, (pre- unlocked state, which belongs to, brakes gas under normal anti-slip state and anti-slip state
The state of the complete decompression of cylinder 7).
Automatic unlocking process: connecting wind regime when train or car team alleviates vehicle, and train pipe reaches right under full wind state
When train or car team implement maximum decompression amount braking, 7 pressure of brake cylinder is increased rapidly, and 7 piston push rod of brake cylinder drives system
7 lever of cylinder of taking offence moves right together, offsets the bite force between the walking lock card rail 4 fastened and latch lock iron rapidly, walks
Locking bolt skids off outward from the card slot 10-2 of the latch 10-1 of locking body board 10, and locking body board 10 is in return spring and gravity at this time
Under move downward away from walking locking bolt, complete automatic unlocking process.The vehicle in locking states any at this time can all solve automatically
Lock.
Embodiment 2
As shown in figure 5, the embodiment mainly automatically controlled is different, the air actuated mechanism of automatic control: by being mounted on card
Air spring 26, return spring, spring support and the threeway comprehensive function valve 25 that tooth locks iron lower part form., air spring 26
Telescopic end is connected to the bottom surface of locking body board 10, for controlling moving up and down for locking body board 10.Connect the ventilation duct of air spring 26
Threeway comprehensive function valve 25 is housed, threeway comprehensive function valve 25 is by four valve groups at being to mitigate relief valve K1, pressure respectively among road
Force control valve K2, reflux valve K3, pressure difference reflux valve K4, wherein the inlet end for mitigating relief valve K1 connects main brake pipeline L1, delays
The first inlet end of pressure-control valve K2, the second inlet end connection of pressure-control valve K2 are connected to the outlet side of relief valve K1
The outlet side of reflux valve K3, the outlet side of pressure-control valve K2 are connected to the inlet end of pressure difference reflux valve K4, pressure difference reflux valve K4
Outlet side connection reflux valve K3 inlet end, be connected to air spring 26 between pressure-control valve K2 and pressure difference reflux valve K4
Inlet end is connected to brake cylinder tube socket hole L2 between reflux valve K3 and pressure difference reflux valve K4.
Firstly, it is necessary to be installed, multiple mounting brackets are installed in the bottom of vehicle, are supported by valve rod hoisting mechanism
Exhaust valve controls pull rod, then is fastened by running body frame support walking lock, and lock iron support base is used to support latch lock iron, meanwhile, benefit
With moving up and down for pneumatic control control latch lock iron.After the installation is completed, braking maneuver is carried out.
Pre- locking process: as shown in fig. 6, when driver control train takes emergency brake to stop, it is comprehensive after delay 200 seconds
Mitigation relief valve K1 in application valve is acted, pressure-control valve K2 is caused to act, and then open air inlet reflux valve K3 makes about 5 ‰
7 pressure air of brake cylinder enters through 26 pipe of air spring in two air springs 26 of lock iron lower part, due to two air bullets
Spring 26 is located at the rear and front end of latch lock iron, extendes back ghost and compression recovery spring when air spring 26 is filled with compressed air,
Latch lock iron is floated up simultaneously and oppresses walking lock and fastens to form pre- lock status.
Locking process: alleviate process or during delaying certainly of braking system generation natural leak in brake, brake cylinder 7 is pressed
Power constantly declines, and brake cylinder 7 hooks shellfish (braking gas telescopic end) and constantly moves back to the left, and pressure difference reflux valve K4 diaphragm plate pressure at both sides is lost
Balance and compression valve spring are gone, but valve cannot be opened, therefore the pressure for locking iron air spring 26 remains unchanged, and at this moment brakes
During 7 piston of cylinder inwardly moves back, the card rail 4 for driving walking lock to fasten is embedded in the card slot 10-2 of locking body board 10, forms lock
Closed state.Hereafter no matter how wind pressure declines in brake cylinder 7, and not affecting the anti-slip ability of vehicle, (vehicle will remain
Brake force under locking state).
Pre- unlocking process: when 7 pressure of brake cylinder continues decline close to external pressure (about 0.3KPa or less), pressure difference is inverse
The complete disequilibrium of valve K4 diaphragm plate pressure at both sides is flowed, for valve spring by full compression, valve is open, opens air spring 26 and leads to system
The access of 7 pipe of cylinder of taking offence returns rapidly after 26 decompression of air spring because 7 pipe of brake cylinder opens the access towards atmosphere at this time
Contracting, lock iron lose the upward support force of air spring 26, move down under gravity and the downward pulling force effect of return spring, shape
At pre- unlocked state, (pre- unlocked state belongs to the shape of the complete decompression of brake cylinder 7 under normal anti-slip state and anti-slip state
State).
Automatic unlocking process: connecting wind regime when train or car team alleviates vehicle, and train pipe reaches right under full wind state
When train or car team implement maximum decompression amount braking, 7 pressure of brake cylinder is increased rapidly, and 7 piston push rod of brake cylinder drives system
7 lever of cylinder of taking offence is displaced outwardly together, is offset the bite force between the walking lock card rail 4 fastened and latch lock iron rapidly, is walked
Locking bolt skids off outward from the card slot 10-2 of the latch 10-1 of locking body board 10, and locking body board 10 is in return spring and gravity at this time
Under move downward away from walking locking bolt, complete automatic unlocking process.The vehicle in locking states any at this time can all solve automatically
Lock.
One, reorganization train and vehicle group are carried out anti-slip:
1. after driver takes emergency brake 200 seconds to train, the vehicle of all assembly " anti-slip lock " has anti-slip function in train
Energy；(such as: to the vehicle group vehicle anti-skid for taking locomotive；Or driver takes because of pressure fan failure etc. and loses wind regime 200 after emergency brake
After second, make vehicle brake cylinder pressure reduction about 50KPa or when to about 0.3KPa or less when natural leak occurs for train braking system,
The vehicle auto-locking of all assembly " anti-slip lock " in permutation vehicle)；
2. driver alleviates train after taking emergency brake 200 seconds, in train the vehicles of all assembly " anti-slip lock " can it is automatic on
Lock；
Two, to the anti-slip of the vehicle group vehicle for preparing to take in train:
1. driver takes locomotive of unsnaping after emergency brake to train, the vehicle group vehicle being removed after 200 seconds has automatic anti-running function
Energy；
2. alleviate train after Train Stopping, anti-slip to the delay for the vehicle group vehicle taken under full wind state:
For the vehicle group vehicle just taken under train relieved state, or take entire vehicle group vehicle air brake after a certain period of time
System is airtight good, at this moment to the vehicle group vehicle taken, takes and leak informaton braking i.e.: train pipe wind pressure being disposably reduced to zero, then
Vehicle group vehicle after braking has automatic anti-running function.(this function can be widely used for anti-slip after loading-unloading vehicle operation is over or by
The place of car pusher traction car loading operation)
3. anti-slip (i.e. manual locking) to the point for stopping car team:
When only needing the individual vehicle to permutation vehicle or vehicle group to implement anti-slip, train is alleviated under full wind state, locomotive of unsnaping
Afterwards, using angle cock, only taking the anti-vehicle for staying measure braking to the train pipe wind pressure that leaks informaton to needs is zero.Utilize half
Automatic anti-running function carries out anti-slip manually, it may be assumed that operating personnel pulls camshaft handle to jack up cam rotation by lock iron on the other hand, separately
One pulls dynamic vent valve and checking cylinder is made to hook shellfish retraction, drives locking bolt to be moved to the left and slides among the ratchet of lock iron, forms lock
Closed state.
Another situation is that locomotive of unsnaping after train or car team service braking, using manual locking to needing to do anti-slip arrange
Individual applied carry out a little anti-slip, and operating procedure is same as above.
To the automatic unlocking of any vehicle group vehicle:
No matter use any mode that vehicle is made to lock, even on-hook vehicle weaves into train or the Che Zuhou used logical feelings before and after train pipe
Under condition, train pipe wind pressure reaches 600KPa(state iron and takes maximum decompression amount to brake on train or car team for 500 KPa) driver, just
The locking states of all vehicles can be eliminated automatically；Then rolling stock in train or car team can be realized by alleviating train or car team
Complete incidence graph.
To the unlock of any vehicle in the case where no wind regime, in the case where no locomotive air source, hand brake is tightened
It unclamps again, can realize the unlock to any vehicle locking states.If can not still make in the case where tightening hand brake a
Other vehicle unlock, then be unlocked using the manual release handle being mounted in Suo Tie mechanism.
Finally, it should be noted that the above embodiments are merely illustrative of the technical solutions of the present invention, rather than its limitations；Although
Present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that: it is still
Can modify to technical solution documented by previous embodiment, or some or all of the technical features are carried out etc.
With replacement；And these are modified or replaceed, technical solution of the embodiment of the present invention that it does not separate the essence of the corresponding technical solution
Range.
Claims (10)
1. a kind of anti-slip lock of railway air damping vehicle, it is characterised in that: executed including checking cylinder air draft control mechanism, braking
Mechanism and braking execute control mechanism；The checking cylinder air draft control mechanism includes exhaust valve control pull rod and valve rod lifting
Exhaust valve control pull rod is mounted on car bottom by mechanism, valve rod hoisting mechanism, and exhaust valve controls pull rod for controlling braking
The opening and closing of the exhaust valve of cylinder；The brake actuator include walking lock fasten, latch lock iron, running body and lock iron support base,
It walks and locks the telescopic end connection at the activity control end and brake cylinder fastened, walking lock is fastened to be erected on latch lock iron by running body
Side, and with the flexible walking of brake cylinder, running body is mounted on car bottom, and lock iron support base is used to support latch lock iron,
Walking lock, which is fastened, sets locking by card between latch lock iron；The braking executes control mechanism and uses Mechanical course or pneumatic
Control, for controlling moving up and down for latch lock iron.
2. the anti-slip lock of railway air damping vehicle according to claim 1, it is characterised in that: the exhaust valve control
Pull rod includes the valve rod and valve control unit along the setting of box width direction, valve rod control valve control unit linkage exhaust valve, control
The opening and closing of exhaust valve processed, the both ends of valve rod are respectively equipped with left drawing ring and right pull ring, and left drawing ring and right pull ring are located at compartment
The left and right sides of bottom.
3. the anti-slip lock of railway air damping vehicle according to claim 2, it is characterised in that: the valve rod lifting
Mechanism includes left lifting lug and right lifting lug, left lifting lug dipping shot valve rod left end, right lifting lug dipping shot valve rod right end.
4. the anti-slip lock of railway air damping vehicle according to claim 1, it is characterised in that: the walking lock fastens packet
Card rail, sunpender and connecting rod are included, the card rail is using the steel snap-gauge being obliquely installed, the upper end of steel snap-gauge and sunpender right end
Fixed, the lower end of sunpender and connecting rod is fixed, and the left end of sunpender is set as activity control end, the activity control end of sunpender and braking gas
The telescopic end of cylinder connects.
5. the anti-slip lock of railway air damping vehicle according to claim 4, it is characterised in that: the running body includes
Walking rod is supported if the cross bar of the bottom of U-shaped support rod is support walking rod along the U-shaped support rod of car length direction setting
On be arranged with and slide cylinder, support walking rod and slide and slided between cylinder by sliding slot, slide cylinder and fixed with connecting rod.
6. the anti-slip lock of railway air damping vehicle according to claim 5, it is characterised in that: the latch locks iron packet
Locking body board and buffer part, one row's latch of the evenly distributed setting in the upper surface of locking body board are included, latch is obliquely installed, and is tilted with card rail
Angle is consistent, and latch forms card slot between any two, and card slot matches with card rail thickness；The controlled end of locking body board connects buffer part,
If controlled end is one end of the direction of extension of brake cylinder；The buffer part includes buffer spring, buffer shaft and spring case, is delayed
It rushes spring to be set on buffer shaft, buffer spring and buffering are located in spring case, and one end of buffer shaft is force side, buffer shaft
Force side connection locking body board controlled end, the other end of buffer shaft is free end.
7. the anti-slip lock of railway air damping vehicle according to claim 6, it is characterised in that: the lock iron support base
Including more return spring A and limit base, the upper end of every return spring A is connected on locking body board, under every return spring A
End is fixed on coach side, and limit base includes to the pedestal of one side opening of buffer shaft and set on the intracorporal gag lever post of seat, limit
Bar wears spring case up and down, and spring case moves up and down in vivo along gag lever post is present, and pedestal is fixed on coach side.
8. the anti-slip lock of railway air damping vehicle according to claim 6, it is characterised in that: the braking executes control
The Mechanical course of mechanism processed includes camshaft group, draw bar, bidirectional operation bar, preceding jacking block, rear jacking block and multiple groups mounting assembly, institute
The camshaft group stated includes left cam axis body and right cam axis body, and left cam axis body is identical with right cam axis structure, Mei Gequ
Axis body is made of forearm and postbrachium, and width direction of the forearm along compartment is arranged, and the rear end of forearm is fixedly connected with the lower end of postbrachium,
The front end of forearm is free, and length direction of the postbrachium along compartment is obliquely installed, and the upper end of postbrachium and the shaft of draw bar are fixed；It is described
Preceding jacking block be set on the forearm of left cam axis body, and be located at below locking body board, the upper surface of preceding jacking block is horizontally disposed；Described
Rear jacking block is set on the forearm of right cam axis body, and is located at below locking body board, and the right end of the upper surface of rear jacking block is higher than left end, i.e.,
The upper surface of rear jacking block is obliquely installed；Length direction of the draw bar along compartment is horizontally disposed, the right part bar of draw bar
The upper end of body and postbrachium is fixed, and the left end of draw bar is vertical with bidirectional operation club body to be fixed, width of the bidirectional operation bar along compartment
Direction setting is spent, the both ends of bidirectional operation bar are located at the two sides in compartment；The mounting assembly includes hanging ring and fixed link,
Hanging ring is set on draw bar and bidirectional operation bar, and fixed link is fixed with car bottom.
9. the anti-slip lock of railway air damping vehicle according to claim 6, it is characterised in that: the pneumatic control packet
Include threeway comprehensive function valve, air spring, more return spring B and spring mounting rack, the first port of threeway comprehensive function valve
Connecting main brake pipeline, the second port of threeway comprehensive function valve connects brake cylinder tube socket hole, and the of threeway comprehensive function valve
Three ports connect the inlet end of air spring, and the telescopic end of air spring is connected to the bottom surface of locking body board, and air spring passes through bullet
Spring mounting rack is fixed；The upper end of every return spring B is connected on locking body board, and the lower end of every return spring B is fixed on compartment
Beneath side.
10. the anti-slip lock of railway air damping vehicle according to claim 9, it is characterised in that: the threeway is comprehensive
Application valve is made of mitigation relief valve, pressure-control valve, reflux valve and pressure difference reflux valve, mitigates the inlet end connection master of relief valve
Brake piping, the outlet side for mitigating relief valve are connected to the first inlet end of pressure-control valve, the second air inlet of pressure-control valve
The outlet side of end connection reflux valve, the outlet side of pressure-control valve are connected to the inlet end of pressure difference reflux valve, pressure difference reflux valve
Outlet side connects the inlet end of reflux valve, and the inlet end of air spring is connected between pressure-control valve and pressure difference reflux valve, inverse
Brake cylinder tube socket hole is connected between stream valve and pressure difference reflux valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910257846.6A CN109795519B (en) | 2019-04-01 | 2019-04-01 | Anti-slip lock for railway air brake vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910257846.6A CN109795519B (en) | 2019-04-01 | 2019-04-01 | Anti-slip lock for railway air brake vehicle |
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| Publication Number | Publication Date |
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| CN109795519A true CN109795519A (en) | 2019-05-24 |
| CN109795519B CN109795519B (en) | 2024-02-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910257846.6A Active CN109795519B (en) | 2019-04-01 | 2019-04-01 | Anti-slip lock for railway air brake vehicle |
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| JP2017144922A (en) * | 2016-02-18 | 2017-08-24 | 公益財団法人鉄道総合技術研究所 | Aerodynamics brake system for railroad carriage |
| CN209700685U (en) * | 2019-04-01 | 2019-11-29 | 宁国庆 | A kind of anti-slip lock of railway air damping vehicle |
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2019
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Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB112549A (en) * | 1917-03-22 | 1918-01-17 | Frank James Gresham | Improvements in Brake Mechanism for Railway and like Vehicles. |
| GB122233A (en) * | 1918-01-10 | 1919-01-10 | Joseph Gamblin | Automatic Mechanical Brake for Railway Vehicles. |
| FR2533871A1 (en) * | 1982-10-04 | 1984-04-06 | Ferret Robert | Device applicable chiefly to vehicles in order to obtain an anti-rollback effect |
| RU2129502C1 (en) * | 1996-07-22 | 1999-04-27 | Акционерное общество открытого типа "Тверской вагоностроительный завод" | Railway vehicle automatic parking brake |
| DE19752752A1 (en) * | 1997-11-28 | 1999-06-02 | Bayerische Motoren Werke Ag | Gearbox control device for car with auto gearbox |
| CN2331552Y (en) * | 1998-04-29 | 1999-08-04 | 赵志武 | Inertial braking device |
| CN1704298A (en) * | 2004-05-28 | 2005-12-07 | 杨恩久 | Railway vehicle slide-stop device |
| JP2017144922A (en) * | 2016-02-18 | 2017-08-24 | 公益財団法人鉄道総合技術研究所 | Aerodynamics brake system for railroad carriage |
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| Publication number | Publication date |
|---|---|
| CN109795519B (en) | 2024-02-13 |
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