CN112758128A - Door-plugging-relieving device and air reservoir module of railway vehicle - Google Patents

Abstract

The embodiment of the application provides a release cock device and reservoir module of a railway vehicle. The door release device comprises: the brake cutting plug valve with the electric contact comprises a plug valve body and an electric switch box, wherein the plug valve body is arranged on a main air pipeline; the on-vehicle relieving mechanism is fixed with the vehicle body; the transmission mechanism comprises an upper transmission disc, a lower transmission disc and a flexible transmission belt; the upper transmission disc is coaxial with the on-vehicle release mechanism, the plug door body, the lower transmission disc and the electrified switch box are coaxial from bottom to top in sequence, the transmission belt is tensioned on the outer peripheral surfaces of the on-vehicle transmission disc and the lower transmission disc, so that when the on-vehicle release mechanism rotates, the shaft of the plug door body and the shaft of the electrified switch box are driven to rotate through the transmission of the upper transmission disc, the transmission belt and the lower transmission disc, and the electrified switch box is used for transmitting a rotation signal of the electrified switch box to a control system of a railway vehicle. The reservoir module comprises the choke relief device. The technical problem that the requirement of a release cock device of a railway vehicle on the installation environment is high is solved in the embodiment of the application.

Description

Door-plugging-relieving device and air reservoir module of railway vehicle

Technical Field

The application relates to the technical field of railway vehicles, in particular to a release cock device and an air reservoir module of a railway vehicle.

Background

With the rapid development of urban rail transit, the demand of urban rail transit vehicles is increasing day by day, and the vehicle design not only needs to meet various complex performance requirements of the vehicles. As shown in fig. 1, the reservoir module of a railway vehicle comprises a mounting hanger 10, three reservoirs (main reservoir, air spring reservoir and brake reservoir 21) and a relief plug door device. The plug relieving device comprises a brake cut-off plug 31 and a mechanical relieving device 32, wherein the brake cut-off plug is arranged on a main air pipeline; wherein the under-car mitigation mechanism is used to remove the brakes when the truck brakes fail. It is often desirable to be able to operate the under-vehicle mitigation mechanisms on and off the vehicle simultaneously. In order to meet the requirement, the mechanical relieving device penetrates through the vehicle upper vehicle lower vehicle connecting vehicle lower relieving mechanism to achieve the purpose. The installation mode shown in fig. 1 is a mode of integrated installation of the mechanical release device, and the mode has high integration degree and is convenient to install, but because the mechanical release device is a structure with high rigidity, the requirement of the mechanical release device on the installation environment is high, and further the operation position of an operator is limited by the installation position.

Therefore, the conventional door-jam mitigating device for the railway vehicle has high requirements on installation environments, and is a technical problem which needs to be solved urgently by the technical personnel in the field.

The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.

Disclosure of Invention

The embodiment of the application provides a railway vehicle's cock device and reservoir module of alleviating to solve traditional railway vehicle's the technical problem that cock device is high to the requirement of installation environment of alleviating.

The embodiment of the application provides a rail vehicle's door jam device of alleviating includes:

the brake cutting plug valve with the electric contact comprises a plug body and an electric switch box, wherein the plug body is arranged on a main air pipeline below the floor of a railway vehicle body;

the on-vehicle relieving mechanism is fixed with a vehicle body of the railway vehicle and is positioned above a vehicle body floor;

the transmission mechanism comprises an upper transmission disc, a lower transmission disc and a flexible transmission belt; go up the transmission disc with alleviate the coaxial fixed of mechanism on the car, the cock body, down the transmission dish with electrified switch box is by the lower coaxial fixed of order of going up, the drive belt tensioning is in on the car transmission dish with the outer peripheral face of lower transmission dish, with when alleviating the mechanism rotation on the car, the warp go up the transmission dish, the drive belt with the transmission of lower transmission dish drives the axle of the cock body with the axle synchronous rotation of electrified switch box, electrified switch box be used for with electrified switch box's rotation signal transmits extremely rail vehicle's control system.

The embodiment of the application also provides an air reservoir module of the railway vehicle, which comprises the release cock device.

Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:

the plug door body is arranged on a main air pipe below a bottom plate of the vehicle body, the plug door body, the lower transmission disc and the electrified switch box are coaxially fixed from bottom to top in sequence, and then the rotation of the lower transmission disc can drive a shaft of the plug door body and a shaft of the electrified switch box to rotate; the upper transmission disc and the on-vehicle relieving mechanism are coaxially fixed and are positioned on the bottom plate of the vehicle body, so that the rotation of the on-vehicle relieving mechanism can drive the upper transmission disc to rotate; because flexible conveyer belt tensioning is in the outer peripheral face of last driving disk and lower driving disk, just make when alleviating the mechanism rotation on the car, the warp go up the driving disk, the drive belt with the transmission of driving disk down drives the axle of cock body and the synchronous rotation of axle of electrified switch box. In the background art, the transmission of the rotation of the upper car and the lower car is realized by a mechanical release device with higher rigidity, and the release cock device of the railway vehicle of the embodiment of the application realizes the transmission of the rotation of the upper car and the lower car by a transmission mechanism comprising a flexible transmission belt. Therefore, the door device of alleviating of rail vehicle of this application embodiment, the requirement to the installation environment is lower, and then makes the door device of alleviating of rail vehicle can consider the convenience that operating personnel operated when the installation.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic view of a conventional reservoir module;

fig. 2 is a schematic view of a railway train door release mitigating device and a railway train body installation according to an embodiment of the present application;

FIG. 3 is a schematic illustration of the installation of the choke relief apparatus and mounting hanger of the reservoir module of the rail vehicle of FIG. 2;

FIG. 4 is a partial schematic view of a chock plug device of the rail train of FIG. 3;

FIG. 5 is an enlarged partial view of the chock plug device of the rail train of FIG. 4;

FIG. 6 is an exploded view of the under-vehicle mitigation mechanism shown in FIG. 5;

FIG. 7 is a schematic view of the composite shaft shown in FIG. 6;

FIG. 8 is a cross-sectional view of the composite shaft shown in FIG. 7;

FIG. 9 is a perspective view of the torque disk shown in FIG. 6;

FIG. 10 is a cross-sectional view of the torque disk shown in FIG. 9;

FIG. 11 is a schematic illustration of the position of the handle and torque disc of the chock release device of the rail train of FIG. 3;

fig. 12 is a schematic view of a reservoir module of the rail train shown in fig. 3.

Description of reference numerals:

in the background art:

10, installing a hanger, 21 braking air cylinders, 31 braking and cutting off plugs and 32 mechanical relieving devices;

in the embodiment of the application:

100 brake cut-off plugs, 110 plug bodies, 120 electrified switch boxes,

200-a vehicle upper relieving mechanism, 200-b vehicle lower relieving mechanism,

210 the handle of the electric tool, and the handle,

the combination of the shafts 220, the upper circular shaft 224,

225 torque disc mounting shaft, 226 lower round shaft, 228 plug door body shaft mounting hole,

230U-shaped fixing frames, 231U-shaped fixing frames, 232 fixing frames are provided with round holes,

round holes are arranged under the 233 fixing frames, 234 wiring holes,

241 stopping post, 242 stopping piece,

the pulling wire 310, the positioning post 320,

331 a pull wire core, 332 a sheath, 333 a threaded joint, 334 a lock nut,

400 moment disc, 410 groove, 421 fan-shaped opening, 422 positioning column mounting hole,

423 routing installation gap;

510 mounting a hanger, 520 braking cylinders, 530 auxiliary control units,

611 flat key, 612 key slot.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

Example one

Fig. 2 is a schematic view of a railway train door release mitigating device and a railway train body installation according to an embodiment of the present application; FIG. 3 is a schematic illustration of the installation of the choke relief apparatus and mounting hanger of the reservoir module of the rail vehicle of FIG. 2; fig. 4 is a partial schematic view of the door release device of the rail train shown in fig. 3.

As shown in fig. 2, 3 and 4, the apparatus for mitigating door jam of railway vehicle according to the embodiment of the present application includes:

the brake cut-off cock 100 with the electric contact comprises a cock body 110 and an electric switch box 120, wherein the cock body 110 is used for being installed on a main air pipeline below the floor of a railway vehicle body;

an on-board mitigation mechanism 200-a for securing with a body of the rail vehicle and located above the body floor;

the transmission mechanism comprises an upper transmission disc, a lower transmission disc and a flexible transmission belt; go up the transmission disc with alleviate the coaxial fixed of mechanism on the car, the cock body 110, down the transmission dish with electrified switch box 120 is by lower to last order coaxial fixation, the drive belt tensioning is in transmission dish on the car with the outer peripheral face of lower transmission dish, in order when alleviating the mechanism rotation on the car, the warp go up the transmission dish, the drive belt with the transmission of transmission dish down drives the cock body 110 the axle with the axle synchronous rotation of electrified switch box 120, electrified switch box 120 be used for with electrified switch box's rotation signal transmission extremely rail vehicle's control system.

According to the device for relieving the door jam of the railway vehicle, the door jam body is arranged on the main air pipe below the bottom plate of the vehicle body, the lower transmission disc and the electrified switch box are coaxially fixed from bottom to top in sequence, and then the lower transmission disc rotates to drive the door jam body and the electrified switch box to rotate; the upper transmission disc and the on-vehicle relieving mechanism are coaxially fixed and are positioned on the bottom plate of the vehicle body, so that the rotation of the on-vehicle relieving mechanism can drive the upper transmission disc to rotate; because flexible conveyer belt tensioning is in the outer peripheral face of last driving disk and lower driving disk, just make when alleviating the mechanism rotation on the car, the warp go up the driving disk, the drive belt with the transmission of driving disk down drives the axle of cock body and the synchronous rotation of axle of electrified switch box. In the background art, the transmission of the rotation of the upper car and the lower car is realized by a mechanical release device with higher rigidity, and the release cock device of the railway vehicle of the embodiment of the application realizes the transmission of the rotation of the upper car and the lower car by a transmission mechanism comprising a flexible transmission belt. Therefore, the door device of alleviating of rail vehicle of this application embodiment, the requirement to the installation environment is lower, and then makes the door device of alleviating of rail vehicle can consider the convenience that operating personnel operated when the installation.

In addition, the traditional brake cut-off cock with the electric contact is characterized in that a cock body and an electric switch box are coaxially fixed from bottom to top. When the third member is fixed coaxially, it is generally fixed on one side of the case with the electric switch. In the embodiment of the application, the mode that the third part is inserted between the door stopper body and the electrified switch box is innovatively adopted to realize coaxial fixation, the third part can be structurally matched with the third part from two directions, and the possibility is provided, for example, the structures on two sides of the third part are respectively matched with the door stopper body and the electrified switch box, so that the size of the door stopper device is reduced and relieved.

In practice, as shown in fig. 2, 3 and 4, the door release device further includes:

the under-vehicle relieving mechanism 200-b is used for being fixed with the vehicle body and located under the floor of the vehicle body, the under-vehicle relieving mechanism is coaxially fixed with the plug door body 110, the lower transmission disc and the electrified switch box 120, so that when the under-vehicle relieving mechanism rotates, a shaft of the plug door body 110 and a shaft of the electrified switch box 120 are driven to synchronously rotate.

The under-vehicle relieving mechanism is positioned below the floor of the vehicle body, and the under-vehicle relieving mechanism, the plug door body, the lower transmission disc and the electrified switch box are coaxially fixed, so that when the under-vehicle relieving mechanism rotates, a shaft of the plug door body and a shaft of the electrified switch box are driven to synchronously rotate. Thus, the brake cut-off cock can be operated by the rotating upper relieving mechanism on the vehicle and by the rotating lower relieving mechanism under the vehicle.

In implementation, the upper transmission disc and the lower transmission disc are distinguished according to the arranged position of the upper transmission disc and the lower transmission disc, wherein the upper transmission disc and the lower transmission disc are arranged above the floor of the vehicle body or below the floor of the vehicle body. The upper and lower relief mechanisms and the upper and lower drive disks will be described below.

FIG. 5 is an enlarged partial view of the chock plug device of the rail train of FIG. 4; FIG. 6 is an exploded view of the under-vehicle mitigation mechanism shown in FIG. 5; fig. 7 is a schematic view of the assembled shaft shown in fig. 6, and fig. 8 is a sectional view of the assembled shaft shown in fig. 7.

In implementation, the upper transmission disc and the lower transmission disc are both moment discs;

the above-vehicle release mechanism and the below-vehicle release mechanism each include a rotating assembly, as shown in fig. 5, 6, 7 and 8, including a handle 210 and a combination shaft 220;

the combined shaft 220 comprises a torque disc mounting shaft 225, and the torque disc mounting shaft 225 and a mounting hole of the torque disc are circumferentially and fixedly mounted;

the handle 210 is coaxially fixed to the shaft of the hot box switch 120.

The moment disc mounting shaft and the mounting hole of the moment disc are circumferentially and fixedly mounted, so that the moment disc can drive the combined shaft to rotate. The axle of electrified switch box reuses as the handle installation axle, need not set up the handle installation axle alone, is favorable to alleviating the compact structure of cock device, reduces required installation space.

Specifically, as shown in fig. 6 and 7, the shaft of the electrical switch box 120 and the torque disc mounting shaft 225 are square shafts, and the mounting hole of the handle and the mounting hole of the torque disc are square mounting holes, so as to conveniently realize circumferential fixed mounting. As an alternative, the shaft of the electrified switch box and the mounting shaft of the torque disc can also be a spline or a polygonal prism, and the mounting hole of the handle and the mounting hole of the torque disc are in a shape matched with the mounting holes.

In practice, as shown in fig. 5, 6 and 7, the rotating assembly further comprises:

a U-shaped fixing frame 230, a bottom plate 231 of which is used for being fixed with an external device to fix the rotating assembly, and two side arms of which are arranged oppositely up and down, wherein the side arm of the U-shaped fixing frame positioned above is provided with a fixing frame mounting round hole 232, and the side arm of the U-shaped fixing frame positioned below is provided with a fixing frame mounting round hole 233;

the combined shaft is respectively provided with an upper round shaft 224 and a lower round shaft 226 at the upper end and the lower end of the torque disc mounting shaft, the upper round shaft 224 and the fixing frame mounting round hole 232 are in shaft hole clearance fit, the lower round shaft 226 and the fixing frame lower mounting round hole 233 are in shaft hole clearance fit, and the torque disc is positioned between two side arms of the U-shaped fixing frame.

Thus, the U-shaped fixing frame is the installation basis of the moment disc and the combined shaft.

Since the brake cut-off cock is used to effect cut-off braking, the maximum angle of rotation is 90 degrees. Correspondingly, as shown in fig. 6, the rotating assembly further includes:

a stopper post 241 fixed to an upper end of the live switch box 120;

a stop piece 242, the central angle that stop piece 242 has is the fan-shaped backstop breach of 90 degrees, stop piece 242 with the coaxial fixed just of axle of electrified switch box 120 stop post 241 is located in the fan-shaped backstop breach of stop piece, make the rotation range of combination axle is more than or equal to 0 degree less than or equal to 90 degrees.

The stop column and the stop piece enable the maximum rotation angle of the handle, the combined shaft and the torque disc to be 90 degrees. In addition, the shaft of the electrified switch box is also reused as a stop sheet mounting shaft, and a handle mounting shaft is not required to be independently arranged, so that the structure of the door plugging device is favorably alleviated, and the required mounting space is reduced.

In implementation, in order to realize the under-vehicle relieving mechanism and the plug door body, the lower transmission disc and the electrified switch box are coaxially fixed. As shown in fig. 6 and 7, the combination shaft of the under-vehicle alleviation mechanism further includes: the plug door body shaft mounting hole 228 is formed in the bottom end, and the plug door body 110 shaft and the plug door body shaft mounting hole 228 are circumferentially and fixedly mounted.

Therefore, the under-vehicle relieving mechanism and the plug door body are coaxially fixed through a simple structure. In particular, the method comprises the following steps of,

as shown in fig. 6, 7 and 8, the plug body shaft mounting hole 228 and the shaft of the plug body 110 are matched through a flat key 61 and a key groove 612 to realize the coaxial rotation of the combined shaft and the shaft of the plug body;

the top end of the combination shaft 220 and the bottom end of the shaft of the hot box switch 120 are matched through a flat key 611 and a key groove 612, so that the combination shaft 220 and the shaft of the hot box switch 120 can rotate coaxially.

Thus, the coaxial rotation of the cock body, the combined shaft, the electrified switch box and the torque disc is realized through the simple structure of matching the flat key and the key slot.

For the convenience of installation, as shown in fig. 6 and 7, the upper circular shaft 224, the torque disk mounting shaft 225, and the lower circular shaft 226 are gradually increased in size in the transverse direction along the combination shaft from the top to the bottom.

The transverse dimension of the combined shaft gradually increases from the top to the bottom. Therefore, when the combined shaft is installed, the combined shaft is installed from bottom to top, and the installation is convenient.

In implementation, the top end of the stopper door body 110 and the side arm of the U-shaped lower fixing frame located below are fixed by bolts and screw holes, and the bottom end of the live switch box 120 and the side arm of the U-shaped lower fixing frame located above are fixed by bolts and screw holes.

The cock body and the electrified switch box are respectively fixed at the lower end and the upper end of the U-shaped lower fixing frame, and the axial movement of the combined shaft is limited.

In the following, a transmission mechanism will be explained. FIG. 9 is a perspective view of the torque disk shown in FIG. 6;

fig. 10 is a cross-sectional view of the torque disk shown in fig. 9. As shown in fig. 5, 9 and 10, the transmission belt comprises a pulling wire 310 and positioning posts 320 fixed at two ends of the pulling wire;

the circumferential direction of the torque disc 400 is provided with a groove 410, the torque disc is provided with a fan-shaped opening 421 and a positioning column mounting hole 422, and the positioning column mounting hole 422 is communicated at the radius of the fan-shaped opening to form a routing mounting notch 423;

the bottom plate of the U-shaped fixing frame is provided with a wiring hole 234; the U-shaped fixing frame of the vehicle relieving mechanism is a U-shaped upper fixing frame;

wherein, two reference columns are worn into go up the transmission dish with the reference column mounting hole of lower transmission dish, act as go-between the warp walk line installation opening card go up the transmission dish with in the recess of lower transmission dish, just act as go-between and pass the line hole of U-shaped upper mounting frame with the line hole of U-shaped lower mounting frame respectively with go up the transmission dish with the lower transmission dish is tangent.

The positions of the wiring hole of the U-shaped upper fixing frame and the wiring hole of the U-shaped lower fixing frame are important, the position requirements are as follows, after the stay wire is installed, the wiring part between the wiring hole of the U-shaped upper fixing frame and the groove of the upper transmission disc is tangent to the groove of the upper transmission disc, and the wiring part between the wiring hole of the U-shaped lower fixing frame and the groove of the lower transmission disc is tangent to the groove of the lower transmission disc. Because the moment disc is of a circular structure, when the moment disc rotates, a moment arm can be formed between the groove and the axis, and rotation is realized.

Specifically, in order to provide the grooves in the axial direction of the torque disk, the torque disk needs to have a certain thickness.

In an implementation, as shown in fig. 5, the pull wire passes through the wire hole of the U-shaped upper fixing frame and the wire hole of the U-shaped lower fixing frame within a rotation range of the combined shaft and is respectively tangent to the upper transmission disc and the lower transmission disc. Therefore, the requirement can realize that the length of the force arm is unchanged, the rotation is realized, and the force applied to the handle in the rotation process is kept unchanged.

Because the stay wire is flexible, the part of the stay wire between the wiring hole of the U-shaped upper fixing frame and the wiring hole of the U-shaped lower fixing frame can be set according to actual conditions, and the stay wire only needs to be in a tensioning state, so that the arrangement position of the on-vehicle relieving mechanism is flexible, and the arrangement position of the on-vehicle relieving mechanism can be taken as the arrangement position of the on-vehicle relieving mechanism according to the position which is convenient for operation of an operator.

In practice, as shown in fig. 9, the angle of the fan-shaped opening 421 is greater than 0 degree and less than 90 degrees. The angle of the fan-shaped opening is smaller than 90 degrees, and the angle of the fan-shaped opening of the moment plate is smaller than 90 degrees so as to ensure that the length of the moment arm is unchanged.

In implementation, in order to realize that the combined shaft is in a rotating range, the pull wire passes through the wiring hole of the U-shaped upper fixing frame and the wiring hole of the U-shaped lower fixing frame and is tangent to the upper transmission disc and the lower transmission disc respectively, and the following structure can ensure the requirement. Fig. 11 is a schematic position diagram of a handle and a moment plate of the door stopper mitigation device of the rail train shown in fig. 3. As shown in fig. 9 and 11, the angle of the fan-shaped opening 421 is 30 degrees;

as shown in fig. 11, when the handle is located at the initial position, the handle is parallel to the bottom plate of the U-shaped fixing frame, and an included angle between the handle and a straight line where a far side of the fan-shaped opening is located is 45 degrees.

In implementation, as shown in fig. 9, a central angle of the positioning column mounting hole 422 is greater than 180 degrees and smaller than 360 degrees, so that the positioning column 320 can be clamped into the positioning column mounting hole 422 and the edge of the positioning column mounting hole prevents the positioning column from being pulled out;

the trace mounting opening 423 is sized larger than the diameter of the pull wire so that the pull wire can pass through the trace mounting opening 423.

The positioning column mounting hole of the structure can position and mount the positioning column; the stay wire can pass through the wiring installation gap with the size.

In practice, as shown in FIG. 10, the width of the notch of the groove 410 is greater than the diameter of the pull wire to allow the pull wire to snap into the groove.

The stay wire can be clamped into the groove of the groove with the size.

In practice, as shown in fig. 4, the sector openings of the two torque discs tensioned by the same pull wire are opposite in direction.

Therefore, the upper transmission disc and the lower transmission disc matched with the upper transmission disc are opposite to each other in sector opening, and the tensioning of the stay wire can be realized.

Specifically, as shown in fig. 4, an upper drive plate and a lower drive plate are driven by two drive belts. Therefore, the upper transmission disc and the lower transmission disc are relatively balanced in stress and less in abrasion.

Specifically, as shown in fig. 9, the center distance between two positioning column mounting holes of the same torque disc is greater than or equal to 3 times the diameter of the positioning column mounting hole. Like this, centre-to-centre spacing is great, and the installation is comparatively convenient, and in addition, two reference column mounting holes of same moment dish can install the reference column simultaneously, shorten installation time.

Specifically, as shown in fig. 9, the positioning column mounting hole is disposed at a position close to the maximum diameter of the torque disc, and is spaced from the maximum diameter by a certain distance. Thus, the sector opening of the moment disc can be controlled to be small, and the firmness degree of the moment disc is high.

Specifically, as shown in fig. 5, the pulling wire includes:

a pull wire core 331;

a sheath 332 through which the pull wire core 331 passes and from both ends of which the both ends of the pull wire core 331 are exposed, the pull wire core 331 being slidable within the sheath 332;

a nipple 333 and a lock nut 334; the threaded joint 333 is fixedly connected to two ends of the sheath 332 and used for being fixed with a wiring hole of the U-shaped fixing frame, and the locking nut 334 is used for locking the positions of the threaded joint 333 and the U-shaped fixing frame;

the positioning post 320 is fixed at the end of the pull wire core 331.

Example two

Fig. 12 is a schematic view of a reservoir module of the rail train shown in fig. 3. As shown in fig. 3, the reservoir module of the rail vehicle according to the embodiment of the present invention mainly includes a mounting bracket 510, three reservoirs (a main reservoir, a hollow spring reservoir and a brake reservoir 520), an auxiliary control unit 530, a door release device and an auxiliary device; the equipment in the reservoir module is connected in series through pipelines, and the pipelines are connected through pipe joints.

The air cylinder module of the rail train of the embodiment of the application integrates three air cylinders, the auxiliary control unit 530 and the release cock device, is high in integration level, and is suitable for the development direction of high-integration-level modules.

As shown in fig. 12, the reservoir module is connected with an external air path to have 6 air path interfaces, wherein the total air used for vehicle control enters the total reservoir through the total air duct 1# interface, and the air is divided into three paths through a cut-off cock B02 and a filter B03 to be input and controlled: one path of air flows through an overflow valve L05 with a set value of 6.7bar, a pressure reducing valve L06 with a set value of 7bar, a test interface L15 and a cut-off cock L07, an air spring air cylinder L02 is connected between the overflow valve and the pressure reducing valve, and the air spring air charging function is realized by the path; the second path enters a brake air cylinder B03 through a one-way valve B04, and then is divided into two paths which are respectively connected with B05.01 and B05.02 to control the cutting of the bogie through outlets 21 and 22; the third path is connected with a two-way valve B10 through a shrinkage cavity and a bistable electromagnetic valve B11, one end of the outlet of the two-way valve is connected with a braking air path interface 3, the other end of the outlet of the two-way valve supplies air to a parking braking air path through a braking cut-off cock B09, and the third path is connected with a pressure switch B13 through a test interface B14 after the braking cut-off cock B09 is used for monitoring the parking braking state.

In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.

In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.

The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (18)

1. An apparatus for mitigating door jam for a railway vehicle, comprising:

the brake cutting plug valve with the electric contact comprises a plug body and an electric switch box, wherein the plug body is arranged on a main air pipeline below the floor of a railway vehicle body;

the on-vehicle relieving mechanism is fixed with a vehicle body of the railway vehicle and is positioned above a vehicle body floor;

the transmission mechanism comprises an upper transmission disc, a lower transmission disc and a flexible transmission belt; go up the transmission disc with alleviate the coaxial fixed of mechanism on the car, the cock body, down the transmission dish with electrified switch box is by the lower coaxial fixed of order of going up, the drive belt tensioning is in on the car transmission dish with the outer peripheral face of lower transmission dish, with when alleviating the mechanism rotation on the car, the warp go up the transmission dish, the drive belt with the transmission of lower transmission dish drives the axle of the cock body with the axle synchronous rotation of electrified switch box, electrified switch box be used for with electrified switch box's rotation signal transmits extremely rail vehicle's control system.

2. The apparatus of claim 1, further comprising:

the under-vehicle relieving mechanism is used for being fixed with the vehicle body and being located under the vehicle body floor, the under-vehicle relieving mechanism is used for being plugged with the door body, the lower transmission disc is coaxially fixed with the electrified switch box, so that the under-vehicle relieving mechanism drives the shaft of the door body and the shaft of the electrified switch box to synchronously rotate when rotating.

3. The apparatus of claim 2, wherein the upper drive disk and the lower drive disk are both torque disks;

the vehicle-mounted relieving mechanism and the vehicle-mounted relieving mechanism both comprise rotating assemblies, and each rotating assembly comprises a combined shaft and a handle;

the combined shaft comprises a torque disc mounting shaft, and the torque disc mounting shaft and the mounting hole of the torque disc are circumferentially and fixedly mounted;

the handle and the shaft of the electrified switch box are coaxially fixed.

4. The apparatus of claim 3, wherein the rotating assembly further comprises:

a bottom plate of the U-shaped fixing frame is used for being fixed with an external device to fix the rotating assembly, two side arms of the U-shaped fixing frame are arranged in an up-and-down opposite mode, a fixing frame mounting round hole is formed in the side arm of the U-shaped fixing frame above the U-shaped fixing frame, and a fixing frame mounting round hole is formed in the side arm of the U-shaped fixing frame below the U-shaped fixing frame;

the combined shaft is positioned at the upper end and the lower end of the torque disc mounting shaft and is respectively an upper round shaft and a lower round shaft, the upper round shaft is in shaft hole clearance fit with the round holes on the fixing frame, and the lower round shaft is in shaft hole clearance fit with the round holes on the fixing frame.

5. The mitigation ram apparatus of claim 4, wherein the combination shaft of the under-car mitigation mechanism further comprises: the plug door body shaft mounting hole is formed in the bottom end, and the plug door body shaft mounting hole are circumferentially and fixedly mounted.

6. The door jam mitigation device of claim 5, wherein the door jam body shaft mounting hole and the door jam body shaft cooperate through a flat key and a keyway to enable coaxial rotation of the combination shaft and the door jam body shaft;

the top end of the combined shaft is matched with the bottom end of the shaft of the electrified switch box through a flat key and a key slot, so that the combined shaft and the shaft of the electrified switch box can coaxially rotate.

7. The apparatus of claim 6, wherein the upper circular shaft and the torque disc mount shaft, and the lower circular shaft progressively increase in transverse dimension in a top-to-bottom direction along the combined shaft.

8. The door plug alleviating device of claim 7, wherein the top end of the door plug body and the lower side arm of the U-shaped lower fixing frame are fixed through bolts and screw holes, and the bottom end of the live switch box and the upper side arm of the U-shaped lower fixing frame are fixed through bolts and screw holes;

wherein, the U-shaped lower fixing frame is the U-shaped fixing frame of the relieving mechanism under the vehicle.

9. The apparatus of claim 8, wherein the rotating assembly further comprises:

the stop column is fixed at the upper end of the electrified switch box;

the stop piece is provided with a sector stop notch with a central angle of 90 degrees, the stop piece is coaxially fixed with the shaft of the electrified switch box, the stop column is positioned in the sector stop notch of the stop piece, and the rotation range of the combined shaft is more than or equal to 0 degree and less than or equal to 90 degrees.

10. The door release device of claim 9, wherein the belt includes a pull wire and positioning posts secured to opposite ends of the pull wire;

the circumference of the torque disc is provided with a groove, the torque disc is provided with a fan-shaped opening and a positioning column mounting hole, and the positioning column mounting hole is communicated at the radius of the fan-shaped opening to form a wiring mounting opening;

the bottom plate of the U-shaped fixing frame is provided with a wiring hole; the U-shaped fixing frame of the vehicle relieving mechanism is a U-shaped upper fixing frame;

the two positioning columns penetrate through the positioning column mounting holes, the stay wires pass through the wiring mounting openings and are clamped into the grooves, and the stay wires penetrate through the wiring holes of the U-shaped upper fixing frame and the wiring holes of the U-shaped lower fixing frame and are tangent to the upper transmission disc and the lower transmission disc respectively.

11. The apparatus of claim 10, wherein the combination shaft is rotatable, and the pull wire passes through the wire hole of the upper U-shaped fixing frame and the wire hole of the lower U-shaped fixing frame and is tangent to the upper transmission disc and the lower transmission disc.

12. The apparatus of claim 11, wherein the angle of the scalloped opening is greater than 0 degrees and less than 90 degrees.

13. The apparatus of claim 11, wherein the angle of the scalloped opening is 30 degrees;

when the handle is located at the initial position, the handle is parallel to the bottom plate of the U-shaped fixing frame, and an included angle between the handle and a straight line where the far side of the fan-shaped opening is located is 45 degrees.

14. The door closer device according to claim 10, wherein the central angle of the positioning column mounting hole is greater than 180 degrees and less than 360 degrees, so that the positioning column can be clamped into the positioning column mounting hole and the edge of the positioning column mounting hole prevents the positioning column from being pulled out;

the size of the wire installation gap is larger than the diameter of the pull wire, so that the pull wire can penetrate through the wire installation gap.

15. The apparatus of claim 10, wherein the width of the notch of the groove is greater than the diameter of the pull wire to enable the pull wire to snap into the groove.

16. The apparatus of claim 10, wherein the scalloped openings of two torque discs tensioned by the same pull wire are oppositely oriented.

17. The apparatus of claim 10, wherein the pull wire comprises:

pulling the wire core;

the sheath is used for accommodating the pull wire core, the pull wire core penetrates through the sheath and exposes two ends of the pull wire core from two ends of the sheath, and the pull wire core can slide in the sheath;

a threaded joint and a lock nut; the screwed joint is fixedly connected to two ends of the sheath and is used for being fixed with a wiring hole of the U-shaped fixing frame, and the locking nut is used for locking the screwed joint and the U-shaped fixing frame;

the positioning column is fixed at the end part of the wire pulling core.

18. A reservoir module for a rail vehicle comprising an apparatus for mitigating choke as claimed in any one of claims 1 to 17.

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