CN204870970U - Locomotive brake monitor - Google Patents
Locomotive brake monitor Download PDFInfo
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- CN204870970U CN204870970U CN201520365881.7U CN201520365881U CN204870970U CN 204870970 U CN204870970 U CN 204870970U CN 201520365881 U CN201520365881 U CN 201520365881U CN 204870970 U CN204870970 U CN 204870970U
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- autobrake
- independent brake
- brake
- operating handle
- automatic brake
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Abstract
The utility model provides a locomotive brake monitor mainly includes panel, automatic brake unit, independent brake unit, bottom plate, pneumatic valve and electric connector. The automatic brake operating handle of automatic brake unit connects automatic brake handle drum, automatic brake handle drum coaxial coupling automatic brake drum main shaft, and automatic brake drum main shaft coaxial coupling automatic brake potentiometre, simultaneously with automatic brake transmission master gear also coaxial coupling, automatic brake transmission master gear becomes automatic brake 1, automatic brake cam group control automatic brake contact switch and pneumatic valve automatic brake 4 with automatic brake cam in group. Alone brake unit have the independent braking operating handle that is similar to automatic brake unit, alone the clamping handle drum, alone apply the brake the drum main shaft, alone apply the brake the transmission master gear, alone the brake cam organize, apply the brake alone subassembly and control mode such as contact switch. Brakeing simultaneously operating handle alone and still having the side pressure function, the release of brake function is realized to steerable corresponding contact switch.
Description
Technical field
The utility model relates to a kind of locomotive brake controller, especially a kind of function, operating mode and interface meet the brake controller of brake controller railway systems standard, it adopts Modular Structure Design, comprise panel, autobrake unit, independent brake unit, autobrake cam set, independent brake cam set, base plate, air valve and electric coupler, lever operated angle carries out the output of brake area voltage by potential device, is realized the open and close controlling of the output of switch contacts logic and air valve by gear transmission.
Background technology
According to up-to-date " locomotive brake controller " railroad industry standard-required, existing locomotive brake controller is difficult to meet the demands in three:
1. between standard-required handle two operating positions, minimum angles is 6 °, if but like this, existing brake controller structure auxiliary contact cannot complete corresponding on-off action;
2. the cam-operated angle of standard-required air valve is 10 °, but existing brake controller structure operation angle too small cause cam compressed gas valve rod gradient excessive easily cause air valve stem stuck or distortion;
3. standard-required list delays lateral pressing structure of shoe side pressure angle is 7 ± 2 °, but existing mechanism cannot meet side pressure requirement.
Because brake system is the last safe-guard system of locomotive, brake controller is as the main handling device of brake system, reliability seems particularly important, the present invention proposes new organization plan on the basis fully analyzing brake control architecture reliability and function accordance in the past, new departure not only stabilized structure is reliable, and operating mode, lever operated angle, size, function all meet up-to-date " locomotive brake controller " railroad industry standard-required, brake controller reliability can be significantly improved.
Utility model content
Technical problem to be solved in the utility model is:
1, existing brake controller structural instability, problem that reliability is low is solved;
When 2, solving existing brake controller handle minimum angles is 6 ° between two operational positions, switch contacts cannot complete the problem of corresponding on-off action;
3, solution cam compressed gas valve rod gradient is excessive easily causes the problem that air valve stem is stuck or be out of shape;
4, the little and brake controller horizontal space layout restrictions of side pressure angle is solved.
For solving the problems of the technologies described above, the technical solution adopted in the utility model is: a kind of locomotive brake controller, comprise the autobrake unit, independent brake unit, air valve, autobrake cam set, independent brake cam set, base plate and the electric coupler that are installed on below panel, it is characterized in that:
This autobrake unit comprises the autobrake operating handle of one end extending panel, this autobrake operating handle other end connects autobrake handle drum, this autobrake handle drum is coaxially fixedly connected with autobrake drum main shaft, this autobrake drum main shaft is coaxially fixedly connected with autobrake driving pinion, and autobrake driving pinion is fixedly connected with the turning cylinder of autobrake potential device, autobrake driving pinion and autobrake cam set are with a stable drive ratio formative gear transmission, autobrake cam set connects autobrake switch contacts and air valve, when autobrake operating handle moves in 68 ° of regions, the pivot angle of autobrake operating handle is delivered on autobrake potential device with angle, autobrake potential device exports relevant voltage value, meanwhile, the pivot angle of autobrake operating handle is delivered to by a stable drive ratio open and-shut mode that autobrake cam set controls autobrake switch contacts and air valve, realizes logic and exports control and air valve open and close controlling,
This independent brake unit comprises the independent brake operating handle of one end extending panel, this independent brake operating handle other end connects independent brake handle drum, this independent brake handle drum is coaxially fixedly connected with independent brake drum main shaft, independent brake drum main shaft is coaxially fixedly connected with independent brake driving pinion, independent brake drum main shaft is coaxially fixedly connected with independent brake potential device simultaneously, independent brake driving pinion and independent brake cam set are with a stable drive ratio formative gear transmission, independent brake cam set connects independent brake switch contacts, when independent brake operating handle is at 56 ° of regional movements, the pivot angle of independent brake operating handle is delivered on independent brake potential device with angle, independent brake potential device exports relevant voltage value, the pivot angle of independent brake operating handle is delivered to independent brake cam set control independent brake switch contacts by a stable drive ratio and realizes logic output simultaneously,
Potential device voltage signal and the switch contacts logical signal of autobrake unit and independent brake unit all output to brake system by electric coupler.
The utility model autobrake operating handle is respectively 60 °, 66 °, 96 °, 102 °, 118 °, 128 ° in " driving position ", " first service ", " full application of brake ", " suppression position ", " double-heading position ", " urgent position " handle position opposite face board plane angle.
Independent brake operating handle is respectively 74 °, 130 ° in " driving position ", " full position processed " handle position opposite face board plane angle.
When brake controller is in initial condition, autobrake operating handle is in " double-heading position ", and independent brake operating handle is in " driving position ".
During operation the utility model autobrake operating handle, each component movement order situation is as follows:
Push-and-pull autobrake operating handle → autobrake drum main shaft → autobrake driving pinion → export electric signal through a stable drive ratio autobrake cam set rotation → air valve opening and closing, switch contacts output logic signal, autobrake potential device.
During operation the utility model independent brake operating handle, each component movement order situation is as follows:
Push-and-pull independent brake operating handle → independent brake drum main shaft → independent brake driving pinion → export electric signal through a stable drive ratio independent brake cam set rotation → switch contacts output logic signal, independent brake potential device.
Compared with prior art, the feature that the utility model has is:
1, the utility model brake controller function, mechanical interface, operating mode and angle meet " locomotive brake controller " railroad industry standard-required.
2, the utility model adopts component models, and topology layout integral type, compact conformation, stability is high, simple for assembly process.
3, the utility model is different according to transmission accuracy, adopt different motion-transmission manner, switch contacts and air valve opening and closing is realized by gear transmission cam set, transmitting ratio amplifieroperation angle is adopted to solve the little restriction of iron mark work angle, adopt drum main shaft to be fixedly connected with transmission with potential device, output valve is more reliable and more stable.
Accompanying drawing explanation
Fig. 1 is the utility model locomotive brake controller architecture figure.
Fig. 2 is the birds-eye view after Fig. 1 conceals panel and large and small lock handle head.
Fig. 3 is the birds-eye view of Fig. 1.
Fig. 4 is the utility model autobrake block construction figure.
Fig. 5 is the left view of Fig. 4.
Fig. 6 is the right elevation of Fig. 4.
Fig. 7 is the birds-eye view of Fig. 4.
Fig. 8 is the utility model independent brake block construction figure.
Fig. 9 is the left view of Fig. 8.
Figure 10 is the right elevation of Fig. 8.
Figure 11 is the birds-eye view of Fig. 8.
Detailed description of the invention
As shown in Figure 1-Figure 3, the utility model locomotive brake controller is made up of panel 1, autobrake unit 2, independent brake unit 3, base plate 4, air valve 5, autobrake cam set 6, independent brake cam set 7, electric coupler 8.
As Figure 4-Figure 7, this autobrake unit 2 comprises autobrake operating handle 9, autobrake handle drum 10, autobrake drum main shaft 11, autobrake driving pinion 12, autobrake switch contacts 13, autobrake potential device 14, autobrake friction mechanism 15, autobrake detent mechanism 16 form;
As shown in figures s-11, this independent brake unit 3 comprises independent brake operating handle 18, independent brake handle drum 19, and independent brake drum main shaft 20, independent brake driving pinion 21, independent brake potential device 22, independent brake friction mechanism 23, independent brake detent mechanism 24, single slow side pressure switch contacts 25, independent brake switch contacts 17 form.
In the operation positive dirction of panel 1, autobrake unit 2 is in the layout of on the left of panel 1, independent brake unit 3 is in the layout of the right side of panel 1, autobrake driving pinion 12, independent brake driving pinion 21, autobrake cam set 6, independent brake cam set 7 are in the layout of between autobrake handle drum 10 and independent brake handle drum 19, air valve 5 is arranged in the utility model brake controller bottom, air valve is by the opening and closing of air valve cam production air valve, and air valve cam arrangement is in autobrake cam set 6.
When the utility model locomotive brake controller is in initial condition, autobrake operating handle 9 is in " double-heading position ", and independent brake operating handle 18 is in " driving position ".
Wherein, autobrake handle drum 10, autobrake drum main shaft 11 are coaxially connected, autobrake drum main shaft 11 and autobrake driving pinion 12 are coaxially connected, autobrake driving pinion 12 and autobrake potential device 14 turning cylinder are connected, autobrake driving pinion 12 and autobrake cam set 6 are with a stable drive ratio formative gear transmission, and autobrake cam set 6 connects autobrake switch contacts 13 and air valve 5.When operating autobrake operating handle 9 at 68 ° of regional movements, the pivot angle of autobrake operating handle 9 is delivered on autobrake potential device 14 with angle, autobrake potential device 14 directly exports the relevant voltage value in different operating region; Meanwhile, the pivot angle of autobrake operating handle 9 is delivered to by a stable drive ratio open and-shut mode that autobrake cam set 6 controls autobrake switch contacts 13 and air valve 5, realizes logic respectively and exports control and air valve open and close controlling.
Independent brake handle drum 19 and independent brake drum main shaft 20 are coaxially connected, independent brake drum main shaft 20 and independent brake driving pinion 21 are coaxially connected, independent brake drum main shaft 20 and independent brake potential device 22 are coaxially connected, independent brake driving pinion 21 and independent brake cam set 7 are with a stable drive ratio formative gear transmission, and independent brake cam set 7 connects independent brake switch contacts 17.When operating independent brake operating handle 9 at 56 ° of regional movements, the pivot angle of independent brake operating handle 18 is delivered on independent brake potential device 22 with angle, independent brake potential device 22 exports relevant voltage value; The pivot angle of independent brake operating handle 18 is delivered to independent brake cam set 7 by a stable drive ratio and controls independent brake switch contacts 17 and realize logic and export.The runback cam-deflection axle of independent brake unit 3 is parallel with contact roller shaft, and the camb contour of runback cam deflecting direction controls corresponding independent brake switch contacts 17 opening and closing.
Potential device voltage signal and the switch contacts logical signal of autobrake unit 2 and independent brake unit 3 all output to brake system by electric coupler 8.
In addition, the utility model locomotive brake controller has independent release function, and by side pressure independent brake operating handle 18 to the right, side pressure angle is 7 ± 2 °, by locomotive brake off effect when braking mode, carry out logic output by single slow side pressure switch contacts 25 opening and closing.
Claims (1)
1. a locomotive brake controller, comprise panel (1) and be positioned at autobrake unit (2), independent brake unit (3), base plate (4), air valve (5), autobrake cam set (6), independent brake cam set (7), the electric coupler (8) below panel, it is characterized in that
This autobrake unit comprises the autobrake operating handle (9) of one end extending panel, this autobrake operating handle other end connects autobrake handle drum (10), this autobrake handle drum is coaxially fixedly connected with autobrake drum main shaft (11), this autobrake drum main shaft is coaxially fixedly connected with autobrake driving pinion (12), and autobrake driving pinion is fixedly connected with the turning cylinder of autobrake potential device (14), autobrake driving pinion and autobrake cam set (6) formative gear transmission, autobrake cam set connects autobrake switch contacts (13) and air valve (5), when autobrake operating handle moves in 68 ° of regions, the pivot angle of autobrake operating handle is delivered on autobrake potential device with angle, autobrake potential device exports relevant voltage value, meanwhile, the pivot angle of autobrake operating handle is delivered to the open and-shut mode that autobrake cam set controls autobrake switch contacts and air valve, realizes logic and exports control and air valve open and close controlling,
This independent brake unit comprises the independent brake operating handle (18) of one end extending panel, this independent brake operating handle other end connects independent brake handle drum (19), this independent brake handle drum is coaxially fixedly connected with independent brake drum main shaft (20), independent brake drum main shaft is coaxially fixedly connected with independent brake driving pinion (21), independent brake drum main shaft (20) is coaxially fixedly connected with independent brake potential device (22) simultaneously, independent brake driving pinion (21) and independent brake cam set (7) formative gear transmission, independent brake cam set (7) connects independent brake switch contacts (17), when independent brake operating handle is at 56 ° of regional movements, the pivot angle of independent brake operating handle is delivered on independent brake potential device with angle, independent brake potential device exports relevant voltage value, the pivot angle of independent brake operating handle is delivered to independent brake cam set control independent brake switch contacts and realizes logic output simultaneously,
The potential device voltage signal of autobrake unit (2) and independent brake unit (3) and switch contacts logical signal all output to brake system by electric coupler (8).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520365881.7U CN204870970U (en) | 2015-06-01 | 2015-06-01 | Locomotive brake monitor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520365881.7U CN204870970U (en) | 2015-06-01 | 2015-06-01 | Locomotive brake monitor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN204870970U true CN204870970U (en) | 2015-12-16 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201520365881.7U Active CN204870970U (en) | 2015-06-01 | 2015-06-01 | Locomotive brake monitor |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN204870970U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105923011A (en) * | 2016-04-27 | 2016-09-07 | 中国铁道科学研究院 | Brake controller with electrical redundancy control function |
| CN106404373A (en) * | 2016-10-14 | 2017-02-15 | 青岛思锐科技有限公司 | Fatigue test device for braking 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 |
-
2015
- 2015-06-01 CN CN201520365881.7U patent/CN204870970U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105923011A (en) * | 2016-04-27 | 2016-09-07 | 中国铁道科学研究院 | Brake controller with electrical redundancy control function |
| CN105923011B (en) * | 2016-04-27 | 2018-08-14 | 中国铁道科学研究院 | Brake monitor with electric redundance control function |
| CN106404373A (en) * | 2016-10-14 | 2017-02-15 | 青岛思锐科技有限公司 | Fatigue test device for braking controller |
| CN106404373B (en) * | 2016-10-14 | 2018-09-28 | 青岛思锐科技有限公司 | Brake monitor fatigue experimental device |
| 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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| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |