A train test bench data acquisition system and a data acquisition method. The train test bench data acquisition system comprises a locomotive (100), test trucks (200), an industrial personal computer (300), controllers (500), acquisition modules (600), and sensors (700); the locomotive (100) is connected to the first test truck (200); multiple test trucks (200), multiple controllers (500), multiple acquisition modules (600), and multiple sensors (700) are provided; the multiple controllers (500) are all connected to the industrial personal computer (300); each controller (500) is connected to multiple acquisition modules (600); multiple acquisition sections are arranged in the multiple test trucks (200); each acquisition section is provided with multiple sensors (700); the multiple sensors (700) on each acquisition section are connected to one acquisition module (600); each sensor (700) corresponds to one acquisition channel; and the sensors (700) are used for acquiring pressure data of the test trucks (200). The train test bench data acquisition system conveniently undergoes capacity expansion so as to increase the number of channels of data that can be acquired.
The present disclosure relates to the technical field of rail transit, and in particular to a railway train brake control system test bench, comprising a brake controller, a plurality of brake cabinets, a plurality of air source systems and a plurality of locomotive synchronous control systems; each brake cabinet is configured to control, according to an instruction of the brake controller, a locomotive brake to act, each locomotive synchronous control system is configured to control the corresponding brake cabinet, to simulate to form a master control locomotive or slave control locomotive group, and cause a slave control locomotive to generate the same action along with a master control locomotive in response to an instruction of the master control locomotive, so as to simulate locomotive centralized traction and decentralized traction and locomotive head-tail interchange tests. According to the railway train brake control system test bench, a plurality of brake cabinets can be simultaneously controlled to act, thereby meeting the requirements of tests of trains having a load of ten thousand tons or more, tests of locomotive groups in different forms can be simulated, and locomotive centralized traction and decentralized traction and locomotive head-tail interchange tests can be simulated.
A heavy haul train test bench (100), which relates to the technical field of train test benches. The heavy haul train test bench (100) comprises a plate-shaped intermediate (110), a control valve (120), a combined dust collector (130), an accelerated release reservoir (140), a pressure-reducing reservoir (145), an auxiliary reservoir (150), a brake cylinder (160) and an empty vehicle adjusting device (170), wherein the control valve (120) is arranged on the plate-shaped intermediate (110); and the combined dust collector (130) is arranged on the plate-shaped intermediate (110) and is connected to the control valve (120), and the combined dust collector (130) is configured to be in communication with a train pipe (11). The acceleration release reservoir (140) is in communication with the plate-shaped intermediate (110) and is connected to the control valve (120); the auxiliary reservoir (150) is in communication with the plate-shaped intermediate (110) and is connected to the control valve (120); the brake cylinder (160) is connected to the plate-shaped intermediate (110); and the empty vehicle adjusting device (170) is connected to the pressure-reducing reservoir (145), the brake cylinder (160) and the plate-shaped intermediate (110), the empty vehicle adjusting device (170) and the brake cylinder (160) are arranged on the same side, such that the running conditions of the train in a different empty or heavy-load state can be simulated, the structure is compact, and regulation and observation during a test process are facilitated.
B61H 11/10 - Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
B60T 11/10 - Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
4.
TRAIN BRAKING SIMULATION SYSTEM AND CONTROL METHOD THEREFOR
A train braking simulation system, comprising: a simulated drive locomotive (110), a controller (120), and a simulated loaded vehicle group (130), wherein the simulated drive locomotive (110) is provided with an air source (111); the simulated loaded vehicle group (130) comprises a plurality of simulated loaded vehicles (132), which are provided with air brakes (133) and sensors (134); a plurality of air brakes (133) are sequentially connected; the air source (111) is connected to an air brake (133) located at an end portion; the sensors (134) are connected to the air brakes (133) and are electrically connected to the controller (120); the sensors (134) are configured to collect operation data of the air brakes (133) during braking; and the controller (120) is configured to perform simulation analysis according to a simulated environment parameter and the operation data. By means of the train braking simulation system, simulation can be performed on the braking process of a train, and a calculation result with high precision is obtained, such that the braking performance of the train is accurately represented, thereby facilitating subsequent production and manufacturing of the train. Further disclosed is a control method for the train braking simulation system.
A train braking simulation test marshalling system, comprising a simulation driving locomotive (110) and a marshalling test assembly (120). Every two adjacent air brakes (124) in each group of simulated load vehicles (123) are connected by means of air guide pipes (125); the air brake (124) located at one end of a first group of simulated load vehicles (123) is connected to an air source (111), and the air brake (124) located at the other end of the first group of simulated load vehicles (123) is connected to the air brake (124) of a second group of simulated load vehicles (123) by means of a connecting pipe (122), so as to form an air brake flow path; and the connecting pipe (122) is configured to connect the air brakes (124) at different positions in the two groups of simulated load vehicles (123) so as to adjust the number of the air brakes in the air brake flow path. By means of the structure, simulated load vehicles can be quickly marshalled to adjust the number of the simulated load vehicles, thereby adjusting the load of the whole vehicle model. Further provided is a marshalling method for a train braking simulation test marshalling system.
A real-time simulation method for a train test bed, and a train simulation system, relating to the technical field of train simulation. The method is applied to a train simulation system. The train simulation system comprises a client (200), a simulation end (100) and a data acquisition system (300). The client (200) is in communication connection with the simulation end (100) and the data acquisition system (300), respectively. The method comprises: the client (200) sends a communication connection request to the simulation end (100) (step 100); and the simulation end (100) sends a confirmation instruction to the client (200) after receiving the communication connection request, and uses the moment when the confirmation instruction is sent as an initial moment and sends the initial moment to the client (200), so that the time of the client (200) is kept consistent with the time of the simulation end (100) (step 200).
A system for releasing the heavy-haul train has a control valve mounted in each of train cars. The control valve is connected to a train pipe, an auxiliary air reservoir and a brake cylinder are connected to the control valve, and an exhaust port is configured on the control valve. The exhaust port is connected to a solenoid valve. The method for improving the release performance of the heavy-haul train includes: S1: the solenoid valve in each of the train cars is powered on to close a passage between the exhaust port of the control valve and the atmosphere; S2: an automatic brake valve is regulated to inflate the train pipe; and S3: the solenoid valve in each of the train cars is powered off to open the passage between the exhaust port of the control valve and the atmosphere, so that the train is released.
Disclosed in the present invention is a relay valve, comprising a valve body, which is internally provided with a main valve body assembly, a piston C assembly, a piston Cv assembly, a pre-control chamber, a brake cylinder chamber and an auxiliary air cylinder chamber, wherein the movable main valve body assembly is located at a communication channel between the brake cylinder chamber and the auxiliary air cylinder chamber; the movable piston C assembly creates a blockage between the brake cylinder chamber and the pre-control chamber; and one end of the movable piston Cv assembly is blocked by the pre-control chamber, one end of the piston C assembly is in contact with the main valve body assembly, the other end of the piston C assembly is in contact with one end of a balancing mechanism, and the other end of the piston Cv assembly is in contact with the other end of the balancing mechanism. The present invention has the beneficial effects of a better following performance, a higher sensitivity, and the pressure of a brake cylinder changing proportionally as the load of a vehicle changes.
B61H 13/30 - Transmitting mechanisms adjustable to take account of variation of vehicle weight
B60T 8/18 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
9.
PRESSURE BRAKING DEVICE, BRAKING SYSTEM AND RAIL VEHICLE
The embodiments of the present application relate to the field of braking, and provide a pressure braking device, a braking system and a rail vehicle. The pressure braking device comprises a three-pressure braking mechanism and a pressure reduction mechanism, wherein the three-pressure braking mechanism comprises a first cylinder, and the first cylinder has a first working chamber and a second working chamber, which are isolated from each other; the pressure reduction mechanism communicates with the first cylinder, and the pressure reduction mechanism comprises a cylinder, a pressure reduction piston, a separator and a pressure reduction chamber; the pressure reduction piston has a first end face and a second end face, which are opposite each other, and a side wall of the pressure reduction piston is provided with a first recess, the area of the first end face being greater than the area of the second end face; the first end face and the inner wall of the cylinder define a first chamber, and the second end face and the inner wall of the cylinder define a second chamber; and the first cylinder has a first working chamber and a second working chamber, which are isolated from each other, the separator is arranged in a working passage, and the separator is used for dividing the working passage into an external passage and a pressure reduction passage. Therefore, the present application can improve the braking release efficiency.
B60T 13/24 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
Embodiments of the present application provide a conversion device, a braking system, and a train, relating to the field of trains. The conversion device comprises a valve body, a bonnet, and a first narrow hole part; the valve body is provided with a valve body air inlet, a first valve body air outlet, and a valve body passage; the bonnet is rotatably installed on the valve body; the bonnet is provided with a first bonnet passage, a second bonnet passage, and a third bonnet passage; the first narrow hole part is formed at a first port of the second bonnet passage; the bonnet is configured to be rotatable relative to the valve body to switch between a first installation position and a second installation position; the bonnet is rotatably installed on the valve body, such that the space occupied is reduced, and the device is more compact and simple.
F15B 13/02 - Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
F16K 11/00 - Multiple-way valves, e.g. mixing valvesPipe fittings incorporating such valvesArrangement of valves and flow lines specially adapted for mixing fluid
11.
AUXILIARY RESERVOIR AIR CHARGE SYSTEM AND EXPRESS FREIGHT TRAIN AIR BRAKE SYSTEM
The present application relates to the field of air brake systems, and provides an auxiliary reservoir air charge system and an express freight train air brake system, aiming at mitigating the problem that air charge of an auxiliary reservoir is limited by air charge of a control reservoir. The auxiliary reservoir air charge system comprises a control reservoir air charge valve, a control reservoir, an auxiliary reservoir air charge valve, a first passage, and a second passage; the control reservoir air charge valve is provided with a train line air outlet, the control reservoir is provided with a first train line air charge port, and the auxiliary reservoir air charge valve is provided with a second train line air charge port; the first passage is communicated with the train line air outlet and the first train line air charge port, and the second passage is communicated with the train line air outlet and the second train line air charge port; and the first passage and the second passage are connected in parallel. The express freight train air brake system comprises the auxiliary reservoir air charge system. Air is simultaneously charged to the control reservoir and the auxiliary reservoir air charge valve by means of the first passage and the second passage, the auxiliary reservoir air charge valve charges air to the auxiliary reservoir, and air charge of the auxiliary reservoir charge valve is independent from that of the control reservoir and is not limited by the air charge of the control reservoir.
A jump pressure limiting mechanism, related to the field of air braking systems. The jump pressure limiting mechanism comprises a valve body (100), a jump valve (200), an inflation valve (210), and a pressure limiting member (250). The valve body (100) is provided with an air inlet (110), a first chamber (120), a second chamber (130), and an air outlet (160). The jump valve (200) is disposed in the first chamber (120), the inflation valve (210) is disposed in the second chamber (130), both the jump valve (200) and the inflation valve (210) are connected to the pressure limiting member (250), and the pressure limiting member (250) is used to drive the jump valve (200) and the inflation valve (210) to move during a pressure change process in a pressure limiting chamber (170); when both the first chamber (120) and the second chamber (130) are opened, the air outlet (160) can output pressurized air relatively rapidly; when the first chamber (120) is closed and the second chamber (130) is opened, an output speed of the air outlet (160) can be controlled; and when both the first chamber (120) and the second chamber (130) are closed, a current pressure state of the air outlet (160) can be maintained. By means of switching of the three pressure limiting states, the problem of a pressure limiting structure needing to use a combination of two valves and being large in size is solved. Also disclosed is an air brake system.
B60T 13/38 - Brakes applied by springs or weights and released by compressed air
F16K 17/34 - Excess-flow valves in which the flow-energy of the flowing medium actuates the closing mechanism
G05D 16/10 - Control of fluid pressure without auxiliary power the sensing element being a piston or plunger
B60T 15/50 - Other control devices or valves characterised by definite functions for filling reservoirs with means for limiting or relieving pressure in reservoirs
13.
SYSTEM AND METHOD FOR IMPROVING MITIGATION PERFORMANCE OF HEAVY-DUTY TRAIN
Provided are a system and method for improving mitigation performance of a heavy-duty train, relating to the technical field of train control systems. The system for improving mitigation performance of a heavy-duty train comprises a control valve (1) mounted in each carriage; the control valve (1) is connected to a train pipe (2); an auxiliary air cylinder (3) and a brake cylinder (4) are respectively connected to the control valve (1); an exhaust port (11) is provided on the control valve (1); and a solenoid valve (5) is connected to the exhaust port (11) by means of a pipeline. The method for improving mitigation performance of a heavy-duty train comprises a mitigation process: S1: energizing the solenoid valve (5) in each carriage, such that a passage between the exhaust port (11) of the control valve (1) and the atmosphere is closed; S2: manipulating a large gate (21) to inflate the train pipe (2); and S3, deenergizing the solenoid valve (5) in each carriage, such that the passage between the exhaust port of the control valve (1) and the atmosphere is opened, and the train is mitigated. The system and the method can reduce a longitudinal impact force between the carriages during mitigation and reduce the difficulty of braking operations.
A braking device and a railway vehicle. The braking device comprises a first beam (12), a second beam (13), first rods (16), second rods (17) and adjusting members (18). The first rods (16) are connected to the first beam (12); the second rods (17) are connected to the second beam (13); and the first rods (16) and the second rods (17) are in screw-thread fit with the adjusting members (18) at the same time. When the adjusting members (18) rotate relative to the first rods (16) and the second rods (17), the gaps between first brake shoes (14) and a hub and the gap between second brake shoes (15) and the hub are changed.
F16D 65/66 - Slack adjusters mechanical self-acting in both directions for adjusting excessive and insufficient play with screw-thread and nut
B60T 7/08 - Brake-action initiating means for personal initiation hand-actuated
B61H 1/00 - Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
A unit brake cylinder (100), comprising a cylinder block (110), a piston (120), a clutch assembly (130), and a brake shoe clearance adjuster (140). The piston (120) is movably arranged in the cylinder block (110), and the piston (120) is configured to divide an inner cavity of the cylinder block (110) into a first cavity (112) and a second cavity (113) which are separated from each other; the clutch assembly (140) comprises a positioning spring (134) and a rear clutch (131), an engagement slot (124) is formed on the piston (120), an engagement block (132) is arranged on the rear clutch (131), and circumferential movement between the rear clutch (131) and the piston (120) is limited by means of engagement between the engagement block (132) and the engagement slot (124); the positioning spring (134) is located in the second cavity (113), and the positioning spring (134) is configured to tightly press the engagement block (132) against the piston (120) to limit axial movement between the rear clutch (131) and the piston (120) so as to fix the rear clutch (131) to the piston (120). According to the unit brake cylinder (100), the structure is simplified to make installation more convenient and quicker. Also provided is an integrated brake device (10) having the unit brake cylinder (100).
B61H 11/06 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
A railway wagon brake control system, comprising a train pipe (17) and multiple disc brakes (12), the disc brakes (12) each braking each wheel of a railway wagon; further comprising an ECP control host (7) and a distribution valve (6) communicated with the train pipe (17), the distribution valve (6) being communicated with multiple relay valves (10), the relay valves (10) each corresponding to each bogie of the railway wagon, and each disc brake (12) of the same bogie being communicated with the relay valve (10) corresponding to the bogie; further comprising a control air cylinder (15) and an auxiliary air cylinder (16) which are respectively communicated with the distribution valve (6), each bogie being provided with at least one weighing valve (13), and each weighting valve (13) being communicated with the auxiliary air cylinder (16) and the relay valve (10); and further comprising an ECP pre-control chamber (14), the ECP pre-control chamber (14) being communicated with the train pipe (17), and the ECP control host (7) controlling an air pressure change in the ECP pre-control chamber (14) so that pressure air in the train pipe (17) is exhausted, thereby achieving the purposes of being high in braking synchronization, good in deceleration consistency, and capable of achieving real-time self-monitoring. Moreover, provided is a railway wagon brake control method.
B60T 8/58 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
A vehicle parking brake apparatus, related to the technical field of vehicle brake cylinders, comprising a cylinder body (10), a cylinder seat (20), a first piston assembly, a first relief spring (31), a parking mechanism (40) and a cylinder cover (50); the cylinder body (10) being disposed on the cylinder seat (20), the cylinder cover (50) covering one side of the cylinder body (10), the cylinder body (10) and the cylinder cover (50) forming a first accommodation space (11), the cylinder cover being provided with a first mounting hole (51); the parking mechanism (40) comprising a mounting seat (41) disposed on the cylinder cover (50), a locking element (42) and a boost assembly (43), the mounting seat (41) being provided with a second mounting hole (411) at a position corresponding to the first mounting hole (51), and the locking element (42) being disposed in the second mounting hole (411); the first piston assembly comprising a first piston (32) and a first piston rod (33) peripherally provided with a ring-shaped groove (331), the first piston rod (33) extending out of the parking mechanism (40), the first relief spring (31) being sleevedly disposed outside the first piston rod (33), one end being connected to the first piston (32) and another end being connected to the cylinder cover (50); a periphery of the first piston rod (33) being provided with a ring-shaped groove (331) which may be used to clamp the locking element (42), the boost assembly (43) being connected to the mounting seat (41) and capable of pushing the locking element (42) to separate from the ring-shaped groove (331) under action of gas pressure, the parking mechanism (40) being in a released state.
B60T 13/24 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
F16D 65/14 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position
18.
Connection structure and system of integrated brake device for rail vehicle
Provided are a connection structure and system of an integrated brake device for a rail vehicle. The connection structure of an integrated brake device for a rail vehicle includes a brake valve, a dust collector, an intermediate body, an air cylinder, a support assembly and a connection assembly. The intermediate body is of a plate-type structure, the brake valve and the dust collector are mounted on one side of the intermediate body, the air cylinder is connected to the intermediate body by means of the connection assembly, the air cylinder is mounted on the other side of the intermediate body, and the support assembly is located between the air cylinder and the intermediate body. The connection structure of an integrated brake device for a rail vehicle has a simple and compact structure and saves on space. Brake components are integrated on the intermediate body, and the connections between the brake components and between the whole integrated brake device and an external mounting base are all secure and reliable.
B60T 13/24 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
A braking force holding apparatus for a railway freight car, relating to the field of braking devices. The braking force holding apparatus comprises a cylinder base (10), a piston component (50), a cylinder body (20), a front cover (30), a release spring (60), and a locking mechanism (40); the cylinder base (10) is connected with the cylinder body (20) and the front cover (30) so as to form a sealed cavity (80); an opening (11) is provided on the cylinder base (10); the opening (11) is communicated with the cavity (80); the piston component (50), the release spring (60), and the locking mechanism (40) are mounted in the cavity (80); the piston component (50) is slidably connected with the cylinder body (20); the locking mechanism (40) is configured to fix the piston component (50); the two ends of the release spring (60) are respectively connected with the piston component (50) and the locking mechanism (40); the release spring (60) is configured to make the piston component (50) and the locking mechanism (40) have the tendency of being far away from each other. The braking force holding apparatus for the railway freight car can fix the position of the piston component by using the locking mechanism, thereby holding a braking force, saving the action that people needs to continuously operate, and greatly reducing the labor intensity.
B60T 11/10 - Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
B60T 11/228 - Pressure-maintaining arrangements, e.g. for replenishing the master cylinder chamber with fluid from a reservoir
20.
LOCKING MECHANISM FOR AUTOMATIC DUSTPROOFING DEVICE OF RAILWAY LOCOMOTIVE VEHICLE
A locking mechanism for an automatic dustproofing device (1) of a railway locomotive vehicle, the automatic dustproofing device (1) being provided at an opening of a connector body (2); the locking mechanism is used for locking the displaced automatic dustproofing device (1) when an automatic dustproofing-type hose connector is required to be connected, without affecting normal connection of said connector by an operator; and the locking mechanism is used for unlocking the locked automatic dustproofing device (1) during the process of connecting the automatic dustproof hose connector, without affecting the connection state of the automatic dustproofing-type hose connector; after the removal of the automatic dustproof hose connector, the automatic dustproofing device (1) is automatically re-engaged so as to achieve the dustproofing effect.
Disclosed are a connection structure and system of an integrated brake device for a rail vehicle. The connection structure (100) of an integrated brake device for a rail vehicle comprises a brake valve (11), a dust collector (12), an intermediate body (13), an air cylinder (14), a support assembly and a connection assembly. The intermediate body (13) is of a plate-type structure, the brake valve (11) and the dust collector (12) are mounted on one side of the intermediate body (13), the air cylinder (14) is connected to the intermediate body (13) by means of the connection assembly, the air cylinder (14) is mounted on the other side of the intermediate body (13), and the support assembly is located between the air cylinder (14) and the intermediate body (13). The connection structure (100) of an integrated brake device for a rail vehicle has a simple and compact structure and saves on space. Brake components are integrated on the intermediate body (13), and the connections between the brake components and between the whole integrated brake device and an external mounting base are all secure and reliable. The connection system of an integrated brake device for a rail vehicle improves, by arranging the connections between the intermediate body (13) and the brake components, the connection stability of the brake components and the connection security of the connection assembly.
B60T 13/24 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
B60T 17/04 - Arrangement of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
Disclosed is a safety valve having a double sealing function. The safety valve comprises a safety valve seat (1) and a valve body (2), wherein the safety valve seat (1) is connected to the valve body (2), a pressurized air through-hole (3) is arranged in the safety valve seat (1), a valve block (4) is arranged inside the valve body (2) at an outlet of the pressurized air through-hole (3), the valve block (4) is connected to a guide rod (5) arranged inside the valve body (2), an adjustment spring (6) is sleeved on the guide rod (5), the valve body (2) is provided with an atmosphere discharge hole (7), the atmosphere discharge hole (7) is in communication with a cavity (8) above the valve block (4) in the valve body (2), the valve block (4) controls the communication and non-communication between the pressurized air through-hole (3) and the cavity (8), and a sealing ring (9) cooperating with the valve block (4) to form an end face sealing and self-sealing structure is arranged at the outlet of the pressurized air through-hole (3). A double-sealing effect at a valve port effectively improves the sealing reliability of the safety valve, and when air is discharged from the safety valve, pressurized air entering the cavity (8) above the valve block (4) can allow the valve block (4) to be closed more quickly, thereby improving the closing pressure at the valve port and saving pressurized air.
F16K 17/06 - Safety valvesEqualising valves opening on surplus pressure on one sideSafety valvesEqualising valves closing on insufficient pressure on one side spring-loaded with special arrangements for adjusting the opening pressure
A brake cylinder dust cover is installed on a waterproof brake cylinder. The brake cylinder includes a brake cylinder body and a front cover. A waterproof dust cover assembly is arranged on the front cover. The waterproof dust cover assembly includes a dust cover fixedly connected to the front cover, and a filter felt support and a filter felt pad which are arranged in the dust cover. The filter felt support is connected with the dust cover, and the filter felt pad is fixed on the filter felt support. An outwards extending skirt is arranged at the edge of the dust cover in the axial direction thereof.
B60T 17/00 - Component parts, details, or accessories of brake systems not covered by groups , or , or presenting other characteristic features
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
F16D 65/16 - Actuating mechanisms for brakesMeans for initiating operation at a predetermined position arranged in or on the brake
F16D 121/04 - Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
Provided is a relief regulating valve for a railway vehicle, comprising a valve body (1). An air inlet (13) and an air outlet (14) are arranged on the valve body (1). An ejector rod (2), a valve seat (3) and a sandwich valve (4) are arranged in the valve body (1). A lower portion of the ejector rod (2) is located in the valve seat (3), and an upper portion of the ejector rod (2) is connected to an ejector rod driving mechanism. An ejector rod spring (5) is sheathed on the ejector rod (2). The sandwich valve (4) is provided at a valve port (6) of the valve seat (3). A sandwich valve spring (7) is provided under the sandwich valve (4). In a fast relief position, the sandwich valve (4) communicates a chamber A (8) with a chamber B (11) in a small-flux mode. By providing the relief regulating valve at a relief passage of a vehicle brake system, the calibre of the relief passage of the brake system can be changed by means of the operation of the ejector rod driving mechanism, such that the vehicle brake system has different relief time periods, the vehicle has the function of having different relief time periods under different working conditions, and thus corresponding requirements for the vehicle brake system are met.
F16K 11/04 - Multiple-way valves, e.g. mixing valvesPipe fittings incorporating such valvesArrangement of valves and flow lines specially adapted for mixing fluid with all movable sealing faces moving as one unit comprising only lift valves
F16K 27/02 - Construction of housingsUse of materials therefor of lift valves
F16K 31/52 - Mechanical actuating means with crank, eccentric, or cam
25.
DUSTPROOF COVER FOR BRAKE CYLINDER AND WATERPROOF BRAKE CYLINDER USING DUSTPROOF COVER
A waterproof brake cylinder, comprising a brake cylinder body (1) and a front cover (2). A waterproof dust filter assembly (3) is provided on the front cover (2); the waterproof dust filter assembly (3) comprises a dustproof cover (4) fixedly connected to the front cover (2), and a dust filtering felt support (5), a dust filtering felt pad (6), and a seal ring mounting base (7) that are provided in the dustproof cover (4); the dust filtering felt support (5) is connected to the dustproof cover (4); the dust filtering felt pad (6) is fixed on the dust filtering felt support (5); the seal ring mounting base (7) is fixedly connected to the dust filtering felt support (5); an O-shaped seal ring A (8) is provided between the seal ring mounting base (7) and the inner wall of the dustproof cover (4).
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
26.
BRAKE CYLINDER DUST COVER AND WATERPROOF BRAKE CYLINDER USING SUCH DUST COVER
The invention discloses a brake cylinder dust cover and a waterproof brake cylinder using such dust cover. The brake cylinder comprises a brake cylinder body and a front cover. A waterproof dust cover assembly is arranged on the front cover. The waterproof dust cover assembly comprises a dust cover fixedly connected to the front cover, and a filter felt support and a filter felt pad which are arranged in the dust cover. The filter felt support is connected with the dust cover, and the filter felt pad is fixed on the filter felt support. An outwards extending skirt is arranged at the edge of the dust cover in the axial direction thereof. By providing an existing brake cylinder with a sealing structure at the position liable to water, the invention can effectively prevent rain water from being sucked into the cylinder by the negative pressure formed in the brake cylinder when the brake cylinder is released, thus playing the waterproof role, which increases the service life of the cylinder and ensures safe driving.
patents
