CN210882109U - Passenger car with inclined shaft common rail clamping rail - Google Patents

Abstract

A kind of inclined shaft common rail card rail passenger car, including head car and end car, head car and end car include front, rear steering gear and caliper type hydraulic brake respectively, the steering support frame of the front, rear steering gear has walking wheel support of the frame construction, fix to walking wheel support each other one brake seat of left and right sides and fix to brake seat each one card rail support of front and back sides respectively; the four rail clamping supports are respectively connected with a group of rail clamping devices, and steering assemblies are respectively fixed on steering support frames of the front steering device and the rear steering device; the four caliper type hydraulic brakes are respectively fixed in the four brake bases and are controlled by the control system to be in brake linkage. The utility model discloses a preceding, back turn to device modularization, it is integrative to collect walking, diversely turn to, caliper formula braking, floating card rail, and compact structure and security performance are reliable, also provide convenience for whole car assembly. The utility model discloses a head car and tail car are passenger car, all have brake function, can connect the trailer of taking advantage of the people between head car and tail car, do not need to set up the brake car specially.

Description

Passenger car with inclined shaft common rail clamping rail

Technical Field

The utility model relates to a general rail card rail passenger car of inclined shaft that the colliery was used.

Background

In coal mine roadways, the safe transportation of personnel is an important issue. The patent document of the chinese grant publication No. CN101407222B discloses a coal mine used parking roadway manned vehicle, which comprises a brake vehicle and a manned vehicle, wherein the brake vehicle comprises a frame, a carriage, a walking part, a brake arranged at the bottom of the frame and collision heads arranged at two ends of the frame, and the manned vehicle comprises a frame, a carriage, a first steering support frame and a second steering support frame arranged at the bottom of the frame and collision heads arranged at two ends of the frame. The brake is a caliper brake. The man car is mainly used for underground coal mine crossheading, panel and other ground personnel transportation, and needs a special brake car. At present, in the transportation of people in inclined shaft laneways, a common transportation mode is that a hoisting machine drags a human vehicle to travel on an inclined laneway ground rail. Chinese patent publication No. 2823078Y discloses a combined type inclined shaft man car, which is composed of a frame, a steering gear, a brake, an automatic braking system, a manual braking system, a lock, a connecting pin and a ball head mechanism. The automatic braking system is provided with a level lock consisting of a balance weight lever, a support, a limiting plate and a slip. When the car runs on the inclined shaft track, the slip of the lock can be automatically lifted, the restraint on the starting spring is removed, and the car can be accurately and timely braked. This inclined shaft people's car adopts and inserts the claw braking, and is great to the injury of sleeper, and the steering gear does not have card rail subassembly, and the risk of derailing occasionally brakes, and can not keep preceding, back car braking simultaneity. For facilities used in underground coal mines, the performance requirement on safety guarantee is very high, and the safety performance of the people and vehicles in the inclined shaft is not ideal. The patent document of chinese publication No. CN 109693681A discloses a rail clamping steering device for a rail clamping vehicle, which comprises a traveling component and a rail clamping component, wherein the traveling component comprises 2 traveling wheel frames arranged in parallel left and right and traveling wheels movably arranged in the 2 traveling wheel frames, and the front and rear sides of the traveling wheel frames are respectively provided with a rail clamping component mounting seat; the clamping rail assembly comprises a clamping wheel, a limiting wheel and a sliding shaft. When the rail clamping steering device is used, the rail clamping steering device can be effectively suitable for an undulating rail, a male rail, a female rail and a rail gauge changing rail, the problem that a long-wheelbase frame is bent excessively can be conveniently solved, and a brake of a rail clamping vehicle provided with the rail clamping steering device needs to be additionally installed.

Disclosure of Invention

An object of the utility model is to provide a compact structure, the safe performance is reliable ordinary rail card rail passenger car of inclined shaft.

In order to achieve the purpose, the utility model adopts the following technical proposal: a passenger car with a common rail and a clamping rail for an inclined shaft comprises a head car and a tail car, wherein the head car and the tail car respectively comprise a frame, a carriage, a front steering device, a rear steering device and four clamping jaw type hydraulic brakes; the front end and the rear end of each walking wheel support are respectively connected with walking wheels through walking wheel shafts, a group of rail clamping devices are respectively connected onto the four rail clamping supports, steering assemblies are respectively fixed on steering support frames of the front steering device and the rear steering device, four caliper type hydraulic brakes are respectively fixed on two brake bases of the front steering device and the rear steering device, and the control system controls the brake linkage.

Further, a trailer is connected between the head car and the tail car, and the trailer comprises a frame, a carriage, a front steering device and a rear steering device.

In order to improve the safety performance, at least one electric speed-up device is arranged on a road wheel support of a rear steering device of the head car or/and the tail car.

In order to improve the safety performance, at least one mechanical speed-taking device is arranged on a road wheel support of a rear steering device of the head car or/and the tail car.

In order to improve the safety performance, at least one electric speed-taking device and at least one mechanical speed-taking device are arranged on a road wheel support of a rear steering device of the head car or/and the tail car.

The electric speed-taking device comprises a first large gear fixed on a traveling wheel shaft, a first mounting seat fixed on the corresponding part of a traveling wheel support, a first speed-measuring shaft movably connected with the first mounting seat, a first small gear fixed at one end of the first speed-measuring shaft and meshed with the first large gear, and a speed sensor installed at the other end of the first speed-measuring shaft.

The mechanical speed-taking device comprises a second large gear fixed on a traveling wheel shaft, a second mounting seat fixed on the corresponding part of a traveling wheel bracket, a second speed-measuring shaft movably connected with the second mounting seat, a second small gear fixed at one end of the second speed-measuring shaft and meshed with the second large gear, and a centrifugal device arranged at the other end of the second speed-measuring shaft, wherein the centrifugal device is provided with a centrifugal disc driven by the second speed-measuring shaft to rotate, a shaft seat fixed on the inner peripheral wall of the centrifugal disc, a radial centrifugal shaft with one end movably connected with a jack of the shaft seat, and centrifugal blocks symmetrically arranged at two sides of the centrifugal shaft, the outer side of the rear end of each centrifugal block is hinged on the bottom of the centrifugal disc, the inner side of the rear end of each centrifugal block is clamped on the centrifugal shaft, a through hole is arranged on the peripheral wall of the centrifugal disc corresponding to the other end of the centrifugal shaft, a return spring is arranged on the, one end of a deflector rod fixed on the deflector rod shaft is close to the centrifugal disc, and the other end of the deflector rod abuts against a ball contact of a second stop reversing valve fixed on the corresponding position of the walking wheel support.

In order to improve the safety performance, a broken rope protection device is arranged on a frame of a head car, the broken rope protection device comprises a support sleeve fixed on the front side of a support frame, a guide sleeve on the rear side of the support frame and a traction pull rod movably connected with the support sleeve and the guide sleeve, a spring seat is fixed on the traction pull rod, a first spring is arranged between the guide sleeve and the spring seat, a wedge-shaped groove is formed in the traction pull rod positioned on the front side of the spring seat, a first cut-off reversing valve is arranged on the support frame and on the rear side of the support sleeve, and a ball contact of the first cut-off reversing valve can enter the wedge-shaped groove of the traction.

The support frame is also provided with a level locking device, the level locking device comprises a base fixed on the frame, a locking connecting rod with the lower end hinged on the base, a pressing rod with the middle part hinged on the upper end of the locking connecting rod, an upper spring seat hinged on one end of the pressing rod, a lower spring seat fixed on the base, a moving rod fixed with the upper spring seat and movably connected with the lower spring seat, a second spring arranged on the moving rod and a limiting bearing bush fixed on the part of the moving rod extending out of the lower spring seat, and the limiting bearing bush can be inserted between the spring seat of the broken rope protection device and the support sleeve and tightly attached to the traction pull rod.

Each group of rail clamping devices comprises a left-right shaft sleeve fixed at the bottom of a rail clamping support, a sliding shaft movably connected with the shaft sleeve, 3-4-6 limiting nuts connected to two ends of the sliding shaft, a wheel shaft hanger fixed on the sliding shaft and positioned between the two limiting nuts and the shaft sleeve, and a wheel shaft fixed on the wheel shaft hanger and perpendicular to the sliding shaft, wherein the two wheel shafts of the sliding shaft are respectively connected with a rail clamping wheel and a limiting wheel in a rolling mode or are connected with the rail clamping wheels in a rolling mode.

The steering assembly fixed on the steering support frame of the front steering device is a plane rotating assembly which comprises a support fixed in the center of a walking wheel support, a pin shaft sleeve fixed at the top of the support, a pin shaft movably matched with the pin shaft sleeve, a chassis hinged on the pin shaft and capable of swinging back and forth, a mandrel arranged in the center of the chassis, and a turntable movably connected to the mandrel through a central hole.

The utility model discloses have following positive effect: 1. the utility model discloses a preceding, back turn to device modularization, collect walking, diversely turn to, caliper formula braking, card rail is integrative, compact structure and security performance are reliable, also provide convenience for whole car assembly. 2. The utility model discloses a head car and tail car are passenger car, all have braking function, are linked by control system control, do not need to set up the brake car specially. 3. The utility model discloses have disconnected rope automatic braking and hypervelocity automatic braking, further improve the utility model discloses a security performance transfers one-way speed measuring, can avoid the malfunction. 4. The utility model discloses a swing and rotation around preceding turning device's plane rotating assembly can, and back turning device adopts the sphere to connect, can do diversified rotation, can adapt to the small radius and turn round and the track that fluctuates, and it is steady to go, and whole card rail operation effectively prevents falling the way, prevents toppling over. 5. The utility model is suitable for a common rail, it is with low costs to the transformation in colliery.

Drawings

Fig. 1 is a perspective view of embodiment 1.

Fig. 2 is a perspective view of the head car.

Fig. 3 is a perspective view of the front steering apparatus.

Fig. 4 is a plan view of the front steering apparatus.

Fig. 5 is a top view of fig. 4.

Fig. 6 is a side view of fig. 4.

Fig. 7 is a sectional view a-a of fig. 5.

Fig. 8 is a perspective view of the front steering support frame.

Fig. 9 is a perspective view of the rear steering device (electrified speed pickup device).

Fig. 10 is a plan view of the rear steering device (electrified pickup device).

Fig. 11 is a top view of fig. 10.

Fig. 12 is a side view of fig. 10.

Fig. 13 is a sectional view B-B of fig. 11.

Fig. 14 is a perspective view of the rear steering support frame.

FIG. 15 is a view of the speed take-off.

Fig. 16 is a plan view of the rear steering device (no speed variator).

FIG. 17 is a view of the rope break guard and the runway lockout device.

Fig. 18 is a view of a rope break protection device.

Fig. 19 is a hydraulic control schematic diagram of embodiment 1.

Fig. 20 is a perspective view of a rear steering device (with mechanical speed pickup device) of embodiment 2.

FIG. 21 is a view of a mechanical speed take-off device, also shown in cross-section C-C in FIG. 22.

FIG. 22 is a view of a mechanical speed take off.

Fig. 23 is a perspective view of the rear steering device of embodiment 3.

Fig. 24 is a hydraulic control schematic diagram of embodiment 3.

Fig. 25 is a whole vehicle view of embodiment 4.

The reference numbers are as follows: a head car T, a trailer G, a tail car W, a frame 1, a carriage 2, a front steering device 3E, a rear steering device 3F, a steering support frame 3-1, a walking wheel support frame 3-1-1, a brake seat 3-1-2, a rail clamping support frame 3-1-3, a shaft sleeve 3-1-4, a walking wheel 3-2, a walking wheel shaft 3-3, a rail clamping device 3-4, a sliding shaft 3-4-1, a wheel shaft hanger 3-4-2, a wheel shaft 3-4-3, a rail clamping wheel 3-4-4, a limiting wheel 3-4-5, a limiting nut 3-4-6, a plane rotating component 3-5, a support 3-5-1, a pin shaft sleeve 3-5-2 and a pin shaft 3-5-3, 3-5-4 parts of a chassis, 3-5-5 parts of a rotary table, 3-5-6 parts of a mandrel, 3-6 parts of a spherical rotating assembly, 3-6-2 parts of a concave spherical seat of a support 3-6-1, 3-6-3 parts of a convex spherical seat, 3-6-4 parts of a spherical washer, 3-6-5 parts of a nut, 3-6-6 parts of a bolt, 4-1 parts of a hydraulic brake, 4-1 parts of a brake hydraulic cylinder, 4-2 parts of a caliper, 5 parts of a frame connecting rod, 6 parts of a broken rope protection device, 6-1 parts of a support sleeve, 6-2 parts of a spring seat, 6-3 parts of a first spring, 6-4 parts of a traction pull rod, 6-4-1 parts of a wedge-shaped groove, 6-4-2 parts of a connector, 6-5 parts of, 7-3 parts of a pressure lever, 7-4 parts of an upper spring seat, 7-5 parts of a moving lever, 7-6 parts of a second spring, 7-7 parts of a lower spring seat, 8 parts of an electric speed-taking device, 8-1 parts of a first big gear, 8-2 parts of a first small gear, 8-3 parts of a first speed-measuring shaft, 8-4 parts of a first mounting seat, 8-5 parts of a speed sensor, T9 parts of a first cut-off reversing valve, 9 parts of a mechanical speed-taking device, 9-1 parts of a second big gear, 9-2 parts of a second small gear, 9-3 parts of a second speed-measuring shaft, 9-4 parts of a second mounting seat, 9-5 parts of a centrifugal device, 9-5-1 parts of a centrifugal disc, 9-5-2 parts of a centrifugal shaft, 9-5-2 parts of a shoulder part, 9-5-3 parts of a centrifugal, 9-5-6 parts of shaft seat, 9-5-7 parts of pin, 9-6 parts of deflector rod, 9-7 parts of deflector rod shaft and 9-8 parts of ejector rod.

Detailed Description

Example 1

Referring to fig. 1 and 2, the human car of embodiment 1 includes a head car T and a tail car W, each of which includes a frame 1, a car body 2, a front steering device 3E, a rear steering device 3F, and four caliper hydraulic brakes 4, and the frames 1 are connected by a frame link 5.

Referring to fig. 3 to 16, the front and rear steering devices each have a steering support frame 3-1, and the steering support frame 3-1 has a traveling wheel bracket 3-1-1 having a frame structure, one brake seat 3-1-2 respectively provided on the left and right sides of the traveling wheel bracket 3-1-1, and one rail-locking bracket 3-1-3 respectively provided on the front and rear sides of the two brake seats 3-1-2. The walking wheel support 3-1-1 is formed by fixing two side plates 3-1-1a and two L-shaped support frames 3-1-1b positioned between the two side plates 3-1-1a, wherein the bottoms of the L-shaped support frames 3-1-1b are bent downwards, and the strength of the L-shaped support frames 3-1-1b is increased. The brake seat 3-1-2 is in an inverted U shape and is fixed on the outer side surface of the corresponding side plate 3-1-1 a. The rail clamping support 3-1-3 comprises a bottom plate 3-1-3a and two vertical plates 3-1-3b which are fixed on the bottom plate 3-1-3a and are vertical to each other, the arc inner side faces of the two vertical plates 3-1-3b are matched and fixed with the outer surface of the brake seat 3-1-2, and the bottom plate 3-1-3a is fixed between the brake seat 3-1-2 and the side plate 3-1-1a on the same side. The reinforcing rib plates are arranged between the side plates and the L-shaped support frame, between the rail clamping support frame 3-1-3 and the side plates, and between the rail clamping support frame 3-1-3, and the whole steering support frame 3-1 are welded into a whole, so that the structure is firm.

The front and rear ends of two side plates 3-1-1a of each walking wheel bracket 3-1-1 are respectively provided with a walking wheel axle hole, a walking wheel axle 3-3 is movably connected in the walking wheel axle hole, and a walking wheel 3-2 is fixed on each walking wheel axle 3-3.

Referring to fig. 3 to 8, steering assemblies are respectively fixed on the steering support frames 3-1 of the front and rear steering devices, and the steering assembly of the front steering device 3E is a plane rotating assembly 3-5. The plane rotating assembly 3-5 comprises a support 3-5-1 fixed in the center of a walking wheel support 3-1-1, a pin shaft sleeve 3-5-2 fixed on the top of the support 3-5-1 in the left-right direction, a pin shaft 3-5-3 in movable fit with the pin shaft sleeve 3-5-2, a chassis 3-5-4 hinged on the pin shaft 3-5-3, a mandrel 3-5-6 fixed in a central hole of the chassis 3-5-4, and a rotary disc 3-5-5 movably connected to the mandrel 3-5-6 through the central hole, wherein a wear-resistant gasket is arranged between the rotary disc 3-5-5 and the chassis 3-5-4. Two ends of the pin shaft 3-5-3 extend out of the pin shaft sleeve 3-5-2, the bottom of the chassis 3-5-4 is provided with two connecting lugs 3-5-4a, the chassis 3-5-4 is movably connected to the two extending ends of the pin shaft 3-5-3 through the two connecting lugs 3-5-4a, the chassis 3-5-4 can drive the rotary table 3-5-5 to swing back and forth, and the rotary table 3-5-5 can rotate around the mandrel 3-5-6 on the chassis 3-5-4.

Referring to fig. 9 to 16, the steering component of the rear steering device 3F is a spherical surface rotation component 3-6. The spherical rotating component 3-6 comprises a support 3-6-1 fixed in the center of the walking wheel support 3-1-1, a concave spherical seat 3-6-2 fixed on the top of the support 3-6-1 and a convex spherical seat 3-6-3 movably connected in the concave spherical seat 3-6-2. A bolt 3-6-5 passes through the center hole of the concave spherical seat 3-6-2 and the center hole of the convex spherical seat 3-6-3, and the convex spherical seat 3-6-3 is axially limited by a spherical washer 3-6-4 and a nut 3-6-5 which are arranged on the bolt 3-6-5. The convex spherical seat 3-6-3 can rotate on the concave spherical seat 3-6-2 in multiple directions.

The four rail clamping supports 3-1-3 are respectively connected with a group of rail clamping devices 3-4. Each group of rail clamping devices 3-4 comprises a left-right shaft sleeve 3-1-4 and a sliding shaft 3-4-1 movably connected with the shaft sleeve 3-1-4, the shaft sleeves 3-1-4 are fixed on the bottom surface of a bottom plate 3-1-3a of a rail clamping support 3-1-3, two ends of each sliding shaft 3-4-1 are respectively connected with a limit nut 3-4-6, each limiting nut 3-4-1 is fixed on each sliding shaft 3-4-1, a wheel axle hanging frame 3-4-2 is fixed between each limit nut 3-4-6 and each shaft sleeve 3-1-4, each wheel axle hanging frame 3-4-2 is provided with an up-down shaft hole, a wheel axle 3-4-3 vertical to the sliding shaft 3-4-1 is fixed in each shaft hole, and two wheel axles 3-4-3 of each sliding shaft 3-4-1 are respectively rolled on or respectively The track clamping wheel 3-4-4 and the limiting wheel 3-4-5 are movably connected or are connected with the track clamping wheel 3-4-4 in a rolling way. In the embodiment, the wheel shaft 3-4-3 on the outer side of the sliding shaft 3-4-1 is in rolling connection with the rail clamping wheel 3-4-4 through a bearing, and the wheel shaft 3-4-3 on the inner side is in rolling connection with the limiting wheel 3-4-5 through a bearing. The sliding shaft 23 can axially move along the shaft sleeves 3-1-4 by a certain amount, and the rail clamping wheels and the limiting wheels slide along the sliding shaft in the left-right direction, so that floating rail clamping is realized, the rail can be effectively prevented from falling off and overturning, the rail gauge change and the road conditions of male and female rails are adapted, and the passing capacity is good.

Four caliper-type hydraulic brakes 4 are respectively fixed in two brake seats 3-1-2 of the front and rear steering devices. The hydraulic brake 4 is cylindrical and is matched with the shape of the brake seat 3-1-2. The caliper-type hydraulic brake 4 includes a brake cylinder 4-1 and a pair of calipers 4-2.

Or at least one electric speed-increasing device 8 is arranged on the rear steering device 3F of the head car T, or at least one electric speed-increasing device 8 is arranged on the rear steering device 3F of the tail car W, or at least one electric speed-increasing device 8 is respectively arranged on the rear steering devices 3F of the head car T and the tail car W. Referring to fig. 9 to 15, in this embodiment, two electric accelerating devices 8 are disposed on a rear steering device 3F of the tail car W and are respectively disposed on the left side and the right side and opposite to each other, and each electric accelerating device 8 includes a first large gear 8-1 fixed on a traveling wheel shaft 3-3, a first mounting base 8-4 fixed on a corresponding portion of a traveling wheel support 3-1-1, a first speed measuring shaft 8-3 movably connected to the first mounting base 8-4, a first small gear 8-2 fixed at one end of the first speed measuring shaft 8-3 and engaged with the first large gear 8-1, and a speed sensor 8-5 mounted at the other end of the first speed measuring shaft 8-3. A mounting seat hole is arranged on the side plate 3-1-1a of the travelling wheel bracket 3-1-1 and above the travelling wheel shaft hole, and the first mounting seat 8-4 is fixed in the mounting seat hole of the side plate 3-1-1 a.

Referring to fig. 2, 17 and 18, a support frame 1-1 is arranged at the rear part of a frame 1 of a head car T, and a rope breakage protection device 6 and a road blocking device 7 are arranged on the support frame 1-1. The rope breakage protection device 6 comprises a support sleeve 6-1 fixed on the front side of a support frame 1-1, a guide sleeve 6-5 on the rear side and a traction pull rod 6-4 movably connected with the support sleeve 6-1 and the guide sleeve 6-5, a spring seat 6-2 is fixed on the traction pull rod 6-4, a first spring 6-3 is arranged between the guide sleeve 6-5 and the spring seat 6-2, a wedge-shaped groove 6-4-1 is arranged on the traction pull rod 6-4 position on the front side of the spring seat 6-2, a stop reversing valve T9 is arranged on the support frame 1-1 position on the rear side of the support sleeve 6-1, and a ball contact T9-1 of the stop reversing valve T9 can enter the wedge-shaped groove 6-4-1 of the traction pull rod 6-4. The traction pull rod 6-4 is connected with a traction steel wire rope through a rear end connector 6-4-2.

The level crossing locking device 7 comprises a base 7-1 fixed on a support frame 1-1, a locking connecting rod 7-2 with the lower end hinged on the base 7-1, a pressure rod 7-3 with the middle part hinged on the upper end of the locking connecting rod 7-2, an upper spring seat 7-4 hinged on one end of the pressure rod 7-3, a lower spring seat 7-7 fixed on the base 7-1, a second spring 7-6 and a limiting bearing bush 7-8 which are arranged between the upper spring seat 7-4 and the lower spring seat 7-7 and sleeved on a moving rod 7-5, the moving rod 7-5 is in movable fit with the lower spring seat 7-7, the lower end of the moving rod extends downwards out of the lower spring seat 7-7, the limiting bearing bush 7-8 is fixed on the part of the moving rod 7-5 extending downwards, and the, the manual control is facilitated, the moving rod 7-5 drives the limiting bearing bush 7-8 to lift, so that the limiting bearing bush 7-8 can be inserted between the spring seat 6-2 and the support sleeve 6-1 of the rope breakage protection device 6 and tightly attached to the traction pull rod 6-4.

When the head car enters a small slope or a flat road, a pressure rod 7-3 of a flat road locking device 7 is manually pressed down, a limiting bearing bush 7-8 is clamped between a spring seat 6-2 and a support sleeve 6-1 and clings to a traction pull rod 6-4, and the traction pull rod cannot retract, so that the working of a rope breakage protection mechanism and the false braking of a system are avoided. When the train runs to a slope section, the traction force is larger than the elastic force of the first spring 6-3, the traction pull rod 6-4 extends outwards (moves to the right in figure 17), the limit of the limit bearing bush 7-8 is released, the limit bearing bush is automatically rebounded and lifted upwards under the action of the second spring 7-6, the limit bearing bush 7-8 leaves the traction pull rod, and the locking is released. In order to balance the downward sliding component force generated by the dead weight of the man car, the traction pull rod 6-4 is pulled out by the traction steel wire rope, the stop reversing valve T9 is in a normally closed pressure maintaining state, at the moment, the rope breaking protection function is opened, under the working condition, when the rope breaking or loosening state occurs to the traction steel wire rope, the traction pull rod 6-4 retracts for a certain distance (leftwards moving in the figure 17) under the action of the first spring 6-3, the roller contact T9-1 enters the wedge-shaped groove of the traction pull rod, and the pressure of the traction pull rod on the roller contact T9-1 disappears. The cut-off reversing valve T9 is opened, the hydraulic brake is released, and the emergency braking function is opened.

Referring to fig. 19, embodiment 1 has a head car hydraulic system and a tail car hydraulic system.

The hydraulic control system of the head car comprises a head car oil tank T1, a head car pneumatic pump T2, a head car manual pump T3, a first head car ball valve T4, a head car throttling cartridge valve T5, a head car one-way valve T6, a head car throttling plug T7, a second head car ball valve T8 and a stop reversing valve T9. The head car air pump T2 and the head car hand pump T3 are juxtaposed.

Outlets of a first vehicle pneumatic pump T2 and a first vehicle manual pump T3 which are communicated with a first vehicle oil tank T1 are led to an inlet of a first vehicle check valve T6, an outlet of the first vehicle check valve T6 is divided into two paths and respectively led to an inlet of a first vehicle throttling plug T7 and a B1 port corresponding to a lower cavity of a first vehicle cartridge valve T5, a B2 port corresponding to a lower cavity of a first vehicle cartridge valve T5 is led to four brake hydraulic cylinders 4-1 of the first vehicle, an outlet of a first vehicle throttling plug T7 is divided into two paths and respectively led to a C port corresponding to an upper cavity of the first vehicle cartridge valve T5 and a working port A port of a cut-off reversing valve T9, an A port of the lower cavity of the first vehicle cartridge valve T5 and an oil return port R port of a first cut-off reversing valve T9 are both led to the first vehicle oil tank T1, and a B1 port and a C port of the first vehicle throttling plug T5 are respectively led to a ball valve T1; a head car overflow valve T10 is provided between the outlet of the head car check valve T6 and the head car oil tank T1.

The hydraulic control system of the tail car comprises a tail car oil tank W1, a tail car pneumatic pump W2, a tail car manual pump W3, a first tail car ball valve W4, a tail car throttling cartridge valve W5, a tail car one-way valve W6, a tail car throttling plug W7, a tail car second ball valve W8 and an electromagnetic reversing valve W9. The trailer pneumatic pump W2 and the trailer manual pump W3 are juxtaposed.

Outlets of a tail car pneumatic pump W2 and a tail car manual pump W3 which are communicated with a tail car oil tank W1 are communicated with a tail car check valve W6, an outlet of the tail car check valve W6 is divided into two paths to be respectively communicated with an inlet of a tail car throttling plug W7 and a port B1 of a tail car cartridge valve W5, a port B2 of the tail car cartridge valve W5 is communicated with four brake hydraulic cylinders 4-1 of a tail car, an outlet of the tail car throttling plug W7 is divided into two paths to be respectively communicated with a port C of the tail car cartridge valve W5 and an oil inlet T port of an electromagnetic reversing valve W9, a port C of the tail car cartridge valve W5 and a working port A of the electromagnetic reversing valve W9 are communicated with the tail car oil tank W1, and a port B1 and a port C of the tail car cartridge valve W5 are respectively communicated with a tail car oil tank W1 through a first ball valve W4 and a tail car second ball valve W8; a tail overflow valve W10 is provided between the outlet of the tail check valve W6 and the tail tank W1.

The port C of the head cartridge valve T5 and the port C of the tail cartridge valve W5 are connected through a third ball valve T11, the third ball valve T11 is arranged in a head vehicle hydraulic system or a tail vehicle hydraulic system, or the head vehicle hydraulic system and the tail vehicle hydraulic system are respectively provided with a third ball valve T11, and the third ball valve T11 enables a related hydraulic system to be formed between the head vehicle and the tail vehicle. All hydraulic brakes can brake simultaneously, and linkage braking is realized.

The utility model discloses electrical system has, electrical system includes power supply box, master control case, protection device host computer. The electric speed-obtaining device transmits information collected by the speed sensor 8-5 to the protection device host, the protection device host transmits the information to the main control box, and the main control box controls the electromagnetic directional valve to be powered on or powered off.

Before the people vehicle runs, a first head vehicle ball valve T4 and a second head vehicle ball valve T8 of a head vehicle hydraulic control system are in a normally closed state, a stop reversing valve T9 is closed, the stop reversing valve T9 is in an upper position, hydraulic oil is blocked, and a hydraulic brake 4 of the head vehicle is in a brake falling closed state. The first ball valve W4 of the trailer and the second ball valve W8 of the trailer of the hydraulic control system of the trailer are in a normally closed state, the electromagnetic directional valve W9 is electrified, the electromagnetic directional valve is switched to the right position, an oil inlet T port of the electromagnetic directional valve W9 is not electrified, and a hydraulic brake of the trailer is also in a brake-falling closed state. The third ball valve T11 is closed, making the head car and tail car hydraulic systems independent.

The first vehicle pneumatic pump T2 or the first vehicle manual pump T3 of the first vehicle hydraulic control system is started, pressure oil is divided into two paths through a filter and a first vehicle one-way valve T6, one path enters a lower cavity from a port B1 of a first vehicle cartridge valve T5, the other path is divided into two paths through a first vehicle throttling block T7, one path enters an upper cavity from a port C of the first vehicle cartridge valve, the other path enters a valve cavity from a port A of a cut-off reversing valve T9, the pressures of the upper cavity and the lower cavity of the first vehicle cartridge valve T5 are balanced, the first vehicle cartridge valve T5 is not opened, meanwhile, the pressure oil in the lower cavity of the first vehicle cartridge valve T5 is input into four brake hydraulic cylinders 4-1 of the first vehicle, and four hydraulic brakes 4 of the first vehicle are started.

A tail vehicle pneumatic pump W2 or a tail vehicle manual pump W3 of a tail vehicle hydraulic control system is started, pressure oil is divided into two paths through a filter and a tail vehicle check valve W6, one path enters a lower cavity from a port B1 of a tail vehicle cartridge valve W5, the other path is divided into two paths through a tail vehicle throttling plug W7, one path enters an upper cavity from a port C of the tail vehicle cartridge valve, the other path enters a valve cavity from a port A of an electromagnetic reversing valve W9, the pressures of the upper cavity and the lower cavity of a tail vehicle cartridge valve T5 are balanced at the moment, the tail vehicle cartridge valve W5 is not opened, meanwhile, the pressure oil in the lower cavity of the tail vehicle cartridge valve W5 is input into four brake hydraulic cylinders 4-1 of a tail vehicle, and four hydraulic brakes 4 of the tail vehicle are started.

When all the hydraulic brakes 4 of the head car and the tail car are braked, the third ball valve T11 is opened to communicate the hydraulic systems of the two cars.

When the speed is abnormal or the system is powered off, the electromagnetic directional valve W9 of the hydraulic system of the trailer is powered off, the electromagnetic directional valve W9 is reversed to the left position, the port T is communicated with the port A, the port A is communicated with an oil tank, pressure oil in the upper cavity of the trailer cartridge valve W5 returns to the oil tank through the electromagnetic directional valve W9, pressure oil in the upper cavity of the trailer cartridge valve W5 needs to be supplemented by a trailer throttling plug W7, so that pressure difference is formed between the upper cavity and the lower cavity of the trailer cartridge valve W5, the trailer cartridge valve W5 is opened, pressure oil in the four braking hydraulic cylinders 4-1 of the trailer quickly returns to the trailer oil tank W1 through the port A of the trailer cartridge valve W5, and the four hydraulic brakes 4 of the trailer fall off. Because the port C of the head cartridge valve T5 is communicated with the port C of the tail cartridge valve W5, the pressure of the upper cavity of the head cartridge valve T5 is reduced at the same time, pressure difference is formed between the upper cavity and the lower cavity, the head cartridge valve T5 is opened, pressure oil in the four brake hydraulic cylinders 4-1 of the head vehicle quickly returns to the oil tank T1 of the head vehicle through the port A of the head cartridge valve T5, and the four hydraulic brakes 4 of the head vehicle simultaneously brake, so that the whole train braking is realized.

When the rope of the traction steel wire rope is broken or in a loose state, the first cut-off reversing valve T9 of the head car hydraulic system is opened, pressure oil of the first cut-off reversing valve T9 flows from the opening P to the opening R, the pressure oil quickly returns to a head car oil tank from the opening R, meanwhile, pressure difference is formed between an upper cavity and a lower cavity of the head car cartridge valve T5, the four hydraulic brakes 4 of the head car fall off, pressure difference is formed between the upper cavity and the lower cavity of the tail car cartridge valve of the tail car hydraulic system, the four hydraulic brakes 4 of the tail car fall off simultaneously, and braking of the whole train is achieved.

If manual brake falling is needed, the second head car ball valve T8 of the head car hydraulic system is opened, pressure oil in the upper cavity of the cartridge valve T5 returns to the oil tank of the head car through the second head car ball valve T8, pressure difference is formed between the upper cavity and the lower cavity of the cartridge valve T5, the four hydraulic brakes 4 of the head car fall, and meanwhile, the four hydraulic brakes 4 of the tail car fall simultaneously, so that the brake of the whole train is realized. The method can also adopt the method that the tail car second ball valve W8 of the tail car hydraulic system is opened, pressure oil in the upper cavity of the tail car cartridge valve W5 returns to a tail car oil tank through the tail car second ball valve W8, so that pressure difference is formed between the upper cavity and the lower cavity of the tail car cartridge valve W5, the four hydraulic brakes 4 of the tail car are braked, and meanwhile, the four hydraulic brakes 4 of the head car are braked simultaneously, and the whole train braking is realized.

When the hydraulic system needs to be overhauled, the first ball valve T4 of the head car hydraulic system is opened, or the first ball valve W4 of the tail car hydraulic system is opened, pressure oil directly returns to the oil tank, and the valve group can be overhauled.

Example 2

Or at least one mechanical speed-taking device 9 is arranged on the rear steering device 3F of the head car T, or at least one mechanical speed-taking device 9 is arranged on the rear steering device 3F of the tail car W, or at least one mechanical speed-taking device 9 is respectively arranged on the rear steering devices 3F of the head car T and the tail car W. In the present embodiment, two mechanical speed-fetching devices 8 are respectively arranged on the left and right sides of the rear steering device 3F of the tail car W, as shown in fig. 20 to 22, the mechanical speed-fetching device 9 comprises a second large gear 9-1 fixed on the traveling wheel shaft 3-3, a second mounting seat 9-4 fixed on the corresponding part of the traveling wheel support 3-1-1, a second speed-measuring shaft 9-3 movably connected with the second mounting seat 9-4, a second small gear 9-2 fixed at one end of the second speed-measuring shaft 9-3 and engaged with the second large gear 9-1, and a centrifugal device 9-5 mounted on the other end of the second speed-measuring shaft 9-3, wherein the centrifugal device 9-5 comprises a centrifugal disc 9-5-1 driven by the second speed-measuring shaft 9-3 to rotate, and a shaft seat 9-5-6 fixed on the inner peripheral wall of the centrifugal disc 9-5-1, A radial centrifugal shaft 9-5-2 with one end movably connected with the jack of the shaft seat 9-5-6 and centrifugal blocks 9-5-3 symmetrically arranged at both sides of the centrifugal shaft 9-5-2, the outer side of the rear end of the centrifugal block 9-5-3 is hinged on the bottom of a centrifugal disc 9-5-1 by a pin shaft 9-5-7, the inner side of the rear end of the centrifugal block 9-5-3 is a bayonet part 9-5-3a which is clamped between the shoulder 9-5-2a of the centrifugal shaft 9-5-2 and a limit ring 9-5-5, a through hole 9-5-1a allowing the centrifugal shaft 9-5-2 to extend out is arranged on the part of the peripheral wall of the centrifugal disc 9-5-1 corresponding to the other end of the centrifugal shaft 9-5-2, a return spring 9-5-4 is arranged on the centrifugal shaft 9-5-2 and between the limiting ring 9-5-5 and the inner peripheral wall of the through hole of the centrifugal disc 9-5-1, a bearing seat 9-9 is also fixed on the second mounting seat 9-4, a shifting rod shaft 9-7 is supported by the bearing seat 9-9, one end of a shifting rod 9-6 fixed on the shifting rod shaft 9-7 is close to the centrifugal disc 9-5-1, and the other end is fixed with a mandril 9-8. A second stop and change valve W11 is fixed on the L-shaped supporting frame 3-1-1b of the travelling wheel bracket 3-1-1. A mounting seat hole is arranged on the side plate 3-1-1a of the travelling wheel bracket 3-1-1 and above the travelling wheel shaft hole, and the second mounting seat 9-4 is fixed in the mounting seat hole of the side plate 3-1-1 a.

Normally, the ram 9-8 abuts against the ball contact point W11-1 of the second stop/switch valve W11, and the second speed measuring shaft 9-3 is located in the centrifugal disc 9-5-1. When overspeed occurs, the second speed measuring shaft 9-3 drives the centrifugal disc 9-5-1 to rotate rapidly, the two centrifugal blocks 9-5-3 are thrown outwards by taking the pin shaft 9-5-7 as the center, the bayonet parts 9-5-3a on the two centrifugal blocks 9-5-3 drive the centrifugal shaft 9-5-2 to extend out from the through hole 9-5-1a of the centrifugal disc 9-5-1 through the limiting ring 9-5-5, the extending end of the centrifugal shaft 9-5-2 impacts the deflector rod 9-6, the deflector rod 9-6 rotates to drive the ejector rod 9-8 to be separated from the ball contact W11-1 of the second stop reversing valve W11, when the pressure applied to the ball contact W11-1 disappears, the cut-off and reversing valve T9 is opened, the hydraulic brake is released, and the emergency braking function is opened.

The other mechanical structures and hydraulic systems are the same as those of embodiment 1.

Example 3

Or an electric speed-taking device 8 and a mechanical speed-taking device 9 which are respectively arranged on the left side and the right side and are opposite are arranged on the walking wheel bracket 3-1-1 of the rear steering device 3F of the head car, or an electric speed-taking device 8 and a mechanical speed-taking device 9 which are respectively arranged on the left side and the right side and are opposite are arranged on the walking wheel bracket 3-1-1 of the rear steering device 3F of the tail car. Referring to fig. 23, the structures of the electric and mechanical speeder of embodiment 3 can be referred to in embodiment 1 and embodiment 2, respectively. Referring to fig. 24, the hydraulic system of embodiment 3 is different from the hydraulic system of embodiment 1 in that the hydraulic system of embodiment 3 includes one more second cut-off and direction-changing valve W11, the second cut-off and direction-changing valve W11 is connected in parallel with the first cut-off and direction-changing valve T9, the first cut-off and direction-changing valve T9 corresponds to the electric speed-raising device 8, and the second cut-off and direction-changing valve W11 corresponds to the mechanical speed-raising device 9. Once the rope is broken or overspeed is caused by other reasons, the emergency braking function is started as long as a cut-off reversing valve is opened.

Example 4

Referring to fig. 25, trailers G, the number of which is 1 to 3, are connected between the head car T and the tail car W, and the trailers G include a frame 1, a car 2, a front steering device 3E, and a rear steering device 3F. The trailer G differs from the trailer W in that neither the front steering device 3E nor the rear steering device 3F is provided with a brake, there is no hydraulic control system, and the two brake mounts 3-1-2 of the front and rear steering devices of the trailer G are empty, otherwise the same as in embodiment 1.

Claims (11)

1. The utility model provides a common rail card rail passenger car of inclined shaft, includes first car (T) and trailer (W), and first car (T) and trailer (W) are respectively including frame (1), carriage (2), preceding steering gear (3E), after turn to device (3F) and four caliper formula hydraulic brake (4), connect by frame connecting rod (5) between frame (1), and preceding, after turn to the device and respectively have steering support frame (3-1), its characterized in that: the steering support frame (3-1) is provided with a walking wheel support (3-1-1) with a frame structure, a brake seat (3-1-2) respectively fixed at the left side and the right side of the walking wheel support (3-1-1) and a rail clamping support (3-1-3) respectively fixed at the front side and the rear side of the two brake seats (3-1-2); the front end and the rear end of each walking wheel support (3-1-1) are respectively connected with a walking wheel (3-2) through a walking wheel shaft (3-3), a group of rail clamping devices (3-4) are respectively connected on the four rail clamping supports (3-1-3), steering support frames (3-1) of the front steering device and the rear steering device are respectively fixed with a steering assembly, four caliper type hydraulic brakes (4) are respectively fixed on two brake bases (3-1-2) of the front steering device and the rear steering device, and the control system controls the brake linkage.

2. The inclined shaft common rail clamping rail passenger car as claimed in claim 1, wherein: a trailer (G) is connected between the head car (T) and the tail car (W), and the trailer (G) comprises a frame (1), a carriage (2), a front steering device (3E) and a rear steering device (3F).

3. The inclined shaft common rail clamping rail passenger car as claimed in claim 1 or 2, characterized in that: at least one electric speed taking device (8) is arranged on a road wheel bracket (3-1-1) of a rear steering device (3F) of the head car or/and the tail car.

4. The inclined shaft common rail clamping rail passenger car as claimed in claim 1 or 2, characterized in that: at least one mechanical speed-taking device (9) is arranged on a road wheel bracket (3-1-1) of a rear steering device (3F) of the head car or/and the tail car.

5. The inclined shaft common rail clamping rail passenger car as claimed in claim 1 or 2, characterized in that: the road wheel bracket (3-1-1) of the rear steering device (3F) of the head car or/and the tail car is provided with at least one electric speed-taking device (8) and at least one mechanical speed-taking device (9).

6. The inclined shaft common rail clamping rail passenger car as claimed in claim 3, wherein: the electric speed-taking device (8) comprises a first large gear (8-1) fixed on a walking wheel shaft (3-3), a first mounting seat (8-4) fixed on the corresponding part of the walking wheel support (3-1-1), a first speed-measuring shaft (8-3) movably connected with the first mounting seat (8-4), a first small gear (8-2) fixed at one end of the first speed-measuring shaft (8-3) and meshed with the first large gear (8-1), and a speed sensor (8-5) installed at the other end of the first speed-measuring shaft (8-3).

7. The inclined shaft common rail clamping rail passenger car as claimed in claim 4, wherein: the mechanical speed taking device (9) comprises a second large gear (9-1) fixed on a traveling wheel shaft (3-3), a second mounting seat (9-4) fixed on the corresponding part of the traveling wheel support (3-1-1), a second speed measuring shaft (9-3) movably connected with the second mounting seat (9-4), a second small gear (9-2) fixed at one end of the second speed measuring shaft (9-3) and meshed with the second large gear (9-1), and a centrifugal device (9-5) arranged at the other end of the second speed measuring shaft (9-3), wherein the centrifugal device (9-5) is provided with a centrifugal disc (9-5-1) driven by the second speed measuring shaft (9-3) to rotate, a shaft seat (9-5-6) fixed on the inner peripheral wall of the centrifugal disc (9-5-1), and a centrifugal device, A radial centrifugal shaft (9-5-2) with one end movably connected with the jack of the shaft seat (9-5-6) and centrifugal blocks (9-5-3) symmetrically arranged at two sides of the centrifugal shaft (9-5-2), the outer side of the rear end of the centrifugal block (9-5-3) is hinged on the bottom of a centrifugal disc (9-5-1), the inner side of the rear end of the centrifugal block (9-5-3) is clamped on the centrifugal shaft (9-5-2), a through hole is arranged on the peripheral wall of the centrifugal disc (9-5-1) corresponding to the other end of the centrifugal shaft (9-5-2), a return spring (9-5-4) is arranged on the centrifugal shaft (9-5-2), a bearing seat (9-9) is also fixed on the second mounting seat (9-4), the bearing seat (9-9) is supported with a poke rod shaft (9-7), one end of a poke rod (9-6) fixed on the poke rod shaft (9-7) is close to the centrifugal disc (9-5-1), and the other end of the poke rod is abutted against a ball contact (W11-1) of a second stop reversing valve (W11) fixed at the corresponding position of the walking wheel bracket (3-1-1).

8. The inclined shaft common rail clamping rail passenger car as claimed in claim 1 or 2, characterized in that: a broken rope protection device (6) is arranged on a frame of a head car (T), the broken rope protection device (6) comprises a support sleeve (6-1) fixed on the front side of a support frame (1-1), a guide sleeve (6-5) on the rear side and a traction pull rod (6-4) movably connected with the support sleeve (6-1) and the guide sleeve (6-5), a spring seat (6-2) is fixed on the traction pull rod (6-4), a first spring (6-3) is arranged between the guide sleeve (6-5) and the spring seat (6-2), a wedge-shaped groove (6-4-1) is arranged on the traction pull rod (6-4) on the front side of the spring seat (6-2), a first stop reversing valve (T9) is arranged on the support frame (1-1) and on the rear side of the support sleeve (6-1), the ball contact (T9-1) of the first cut-off direction valve (T9) can enter the wedge-shaped groove (6-4-1) of the traction link (6-4).

9. The inclined shaft common rail clamping rail passenger car as claimed in claim 8, wherein: the support frame (1-1) is also provided with a level locking device (7), the level locking device (7) comprises a base (7-1) fixed on the frame, a locking connecting rod (7-2) with the lower end hinged on the base (7-1), a pressure rod (7-3) with the middle part hinged on the upper end of the locking connecting rod (7-2), an upper spring seat (7-4) hinged on one end of the pressure rod (7-3), a lower spring seat (7-7) fixed on the base (7-1), a moving rod (7-5) fixed with the upper spring seat (7-4) and movably connected with the lower spring seat (7-7), a second spring (7-6) arranged on the moving rod (7-5) and a limiting bearing bush (7-8) fixed on the part of the moving rod (7-5) extending out of the lower spring seat (7-7), the limiting bearing bush (7-8) can be inserted between the spring seat (6-2) of the rope breaking protection device (6) and the support sleeve (6-1) and is tightly attached to the traction pull rod (6-4).

10. The inclined shaft common rail clamping rail passenger car as claimed in claim 1 or 2, characterized in that: each group of rail clamping devices (3-4) comprises a left-right direction shaft sleeve (3-1-4) fixed at the bottom of a rail clamping support (3-1-3), a sliding shaft (3-4-1) movably connected with the shaft sleeve (3-1-4), a limit nut (3-4-6) respectively connected with two ends of the sliding shaft (3-4-1), a wheel axle hanger (3-4-2) respectively fixed on the sliding shaft (3-4-1) and positioned between the two limit nuts (3-4-6) and the shaft sleeve (3-1-4), a wheel axle (3-4-3) fixed on the wheel axle hanger (3-4-2) and vertical to the sliding shaft (3-4-1), and two wheel axles (3-4-3) of the sliding shaft (3-4-1) are respectively connected with the rail clamping devices in a rolling manner The wheels (3-4-4) and the limiting wheels (3-4-5) or the clamping rail wheels (3-4-4) are connected in a rolling way.

11. The inclined shaft common rail clamping rail passenger car as claimed in claim 1 or 2, characterized in that: the steering component fixed on the steering support frame (3-1) of the front steering device is a plane rotating component (3-5), the plane rotating component (3-5) comprises a support (3-5-1) fixed at the center of the walking wheel support frame (3-1-1), a pin shaft sleeve (3-5-2) fixed at the top of the support (3-5-1) and a pin shaft (3-5-3) movably matched with the pin shaft sleeve (3-5-2), a chassis (3-5-4) which is hinged on the pin shaft and can swing back and forth, a mandrel (3-5-6) which is arranged in the center of the chassis (3-5-4), and a turntable (3-5-5) which is movably connected on the mandrel (3-5-6) through a central hole.

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