CN-122009119-A - Long and large flatcar braking system and railway vehicle

CN122009119ACN 122009119 ACN122009119 ACN 122009119ACN-122009119-A

Abstract

The embodiment of the application provides a long and large flatcar braking system and a railway vehicle, wherein the braking system comprises a main braking control component, the air path control component comprises a 104FG valve, a working air cylinder and an auxiliary air cylinder, a dead-weight car adjusting device is not required to be arranged independently, the occupied space under the car is greatly reduced, the 104FG valve is provided with a dead-weight car switching device which can be matched with a truck control valve, the dynamics performance of a passenger-cargo mixed-woven train is improved, the longitudinal impulse of the passenger-cargo mixed-woven train during running is reduced, the impact on a car hooking and buffering device and a car body is reduced, the running reliability and riding comfort of the car are improved, and the braking system occupies less space, is suitable for large load and can be mixed with a passenger car/truck, and the applicability of the device is good.

Inventors

FANG PEILEI
Weng Zicai
LI XUEYUAN
AN WENCHAO
HUO QIXIN
JIAO DONGMING
SI LI
WEI RUNLONG
SHEN YUNTONG
ZHOU LIFENG

Assignees

中车唐山机车车辆有限公司

Dates

Publication Date: 20260512
Application Date: 20260325

Claims (10)

1. A long flatcar braking system, comprising: the mechanical braking mechanism is positioned on the flat car and used for braking or relieving wheels of the flat car; The main brake control assembly is positioned on a flatcar and comprises a flatcar train pipe, a brake pipeline, a brake cylinder and a gas circuit control assembly, wherein the brake pipeline is connected with the flatcar train pipe and the brake cylinder, the gas circuit control assembly is positioned on the brake pipeline and comprises a 104FG valve, a working air cylinder and a secondary air cylinder, the 104FG valve is provided with a empty-car conversion device for empty-car and heavy-car conversion, and the 104FG valve is used for controlling the on-off of the secondary air cylinder and the brake cylinder and the input end of the mechanical brake mechanism; When the flat car train pipe is in an exhaust state, the 104FG valve conducts the air paths of the auxiliary air cylinder and the brake cylinder, so that the brake cylinder drives the input end of the mechanical brake mechanism to move, and the mechanical brake mechanism is controlled to brake wheels; When the flat car train pipe is in an inflated state, the 104FG valve breaks the air paths of the auxiliary air cylinder and the brake cylinder, the brake cylinder is depressurized, the input end of the mechanical brake mechanism is reset, and the mechanical brake mechanism relieves wheels.
2. The growing up flatcar brake system of claim 1, wherein the mechanical brake mechanism comprises a first link assembly, a second link assembly, and two bogie end group brake mechanisms; The first connecting rod assembly and the second connecting rod assembly are positioned on the flat car, and the two bogie end group braking mechanisms are respectively arranged on the two bogies on the flat car; The first connecting rod assembly and the second connecting rod assembly are respectively connected with the corresponding bogie end foundation braking mechanisms; The brake cylinders are respectively connected with the input ends of the first connecting rod assembly and the second connecting rod assembly so as to drive the two bogie end group braking mechanisms to brake or release wheels.
3. The growing up flatcar brake system of claim 2, wherein the first link assembly comprises a first brake lever and a first tie rod, one end of the first brake lever being connected to the brake cylinder and the other end being connected to the first tie rod, the first tie rod being connected to the corresponding bogie end foundation brake mechanism; the second connecting rod assembly comprises a second brake lever and a second pull rod, one end of the second brake lever is connected with the brake cylinder, the other end of the second brake lever is connected with the second pull rod, and the second pull rod corresponds to the bogie end base brake mechanism.
4. A growing up flatcar brake system as claimed in claim 3, wherein a brake adjuster is provided between the first brake lever and the second brake lever; Or a connecting rod is arranged between the first brake lever and the second brake lever, and the first pull rod is provided with a brake adjuster.
5. The long flatcar brake system of claim 4, further comprising a parking mechanism; The parking mechanism comprises a hand brake lever, a hand brake pull rod and a hand brake; The hand brake lever is hinged to the flatcar, one end of the hand brake lever is connected to the first brake lever, the other end of the hand brake lever is connected to one end of the hand brake pull rod, and the other end of the hand brake pull rod is connected to the hand brake.
6. The long flatcar brake system of any one of claims 1-4, further comprising: And the emergency brake valve is arranged on the flat train pipe.
7. The long flatcar brake system of any one of claims 1-4, wherein the main brake control assembly further comprises: a combined dust collector located on the brake pipe and between the flatcar train pipe and the 104FG valve.
8. The long flatcar brake system of any one of claims 1-4, further comprising: And the brake hose assembly is used for connecting a traction train pipe on a tractor and the flat train pipe on a flat car.
9. The growing up flatcar brake system of claim 8, further comprising: the angle cock is arranged between the brake hose assembly and the flat train pipe and is used for conducting or cutting off the flat train pipe.
10. A rail vehicle comprising a long flatcar brake system as claimed in any one of claims 1 to 9.

Description

Long and large flatcar braking system and railway vehicle Technical Field The application relates to the technical field of railway vehicles, in particular to a long and large flatcar braking system and a railway vehicle. Background The domestic railway carriage braking system adopts 104/F8 type air brake/electric air brake, tread/disc type braking mode, the length of train pipe is not more than 30m, the running speed is not more than 160 km, and the general load is not more than 18 tons. The domestic railway wagon braking system generally adopts a 120-type air brake and tread braking mode, and the running speed is not more than 120 km. Railway wagons are generally short in length, the length of a train pipe is less than 20 meters, and for vehicles with the length of the train pipe exceeding 24 meters, 1 emergency valve or 2 sets of 120 valves are needed. The domestic railway passenger car braking system is provided with an empty-weight adjusting device when the self-weight coefficient (namely the ratio of the dead weight of the car to the marked load) is smaller than 3.8, the empty-weight adjusting device on the passenger car at present adopts an empty-weight valve (U5A type) which is mainly arranged on a 25K and 25T type passenger car, an air spring is arranged on a steering frame, and the passenger car is provided with a total air pipe for supplying air, otherwise, the passenger car cannot be realized. The empty and heavy truck adjusting device adopted by the railway freight car is required to be matched with the bogie spring height measurement, is only used for the vehicle with the bogie only adopting one-system spring for damping, and is not applicable to the vehicle adopting two-system spring for damping the bogie. The passenger train braking system has significant differences from the performance requirements of the railway freight train braking system due to the requirements of comfort and safety of the train, so that when the passenger train and the freight train are combined to be grouped, the passenger train is required to be grouped into the tail part or the middle rear part of the train, and the number of the grouped cars is limited. For a special-demand passenger car with the running speed of more than 120 km and a large load and only supplying air to a train pipe, if the special-demand passenger car is required to realize the mixed-type running of the train and the railway freight car without limiting the sequence of the marshalling, the brake system of the common passenger car cannot meet the requirement. Disclosure of Invention The embodiment of the application provides a long flatcar braking system, which aims to solve the problem that the existing flatcar braking system cannot meet the requirements of damping and heavy load of a vehicle and reducing longitudinal impulse of a train when the existing flatcar braking system is mixed with a passenger car/truck. In order to achieve the above purpose, the present application provides the following technical solutions: a long flatcar braking system comprising: the mechanical braking mechanism is positioned on the flat car and used for braking or relieving wheels of the flat car; The main brake control assembly is positioned on a flatcar and comprises a flatcar train pipe, a brake pipeline, a brake cylinder and a gas circuit control assembly, wherein the brake pipeline is connected with the flatcar train pipe and the brake cylinder, the gas circuit control assembly is positioned on the brake pipeline and comprises a 104FG valve, a working air cylinder and a secondary air cylinder, the 104FG valve is provided with a empty-car conversion device for empty-car and heavy-car conversion, and the 104FG valve is used for controlling the on-off of the secondary air cylinder and the brake cylinder and the input end of the mechanical brake mechanism; When the flat car train pipe is in an exhaust state, the 104FG valve conducts the air paths of the auxiliary air cylinder and the brake cylinder, so that the brake cylinder drives the input end of the mechanical brake mechanism to move, and the mechanical brake mechanism is controlled to brake wheels; When the flat car train pipe is in an inflated state, the 104FG valve breaks the air paths of the auxiliary air cylinder and the brake cylinder, the brake cylinder is depressurized, the input end of the mechanical brake mechanism is reset, and the mechanical brake mechanism relieves wheels. Optionally, the mechanical brake mechanism comprises a first link assembly, a second link assembly, and two bogie end-cap brake mechanisms; The first connecting rod assembly and the second connecting rod assembly are positioned on the flat car, and the two bogie end group braking mechanisms are respectively arranged on the two bogies on the flat car; The first connecting rod assembly and the second connecting rod assembly are respectively connected with the corresponding bogie end foundation braking mechanisms; The brake cylind