CN106627542B

CN106627542B - Multi-channel rubber cylinder sealing distribution valve

Info

Publication number: CN106627542B
Application number: CN201611006205.6A
Authority: CN
Inventors: 刘恒君
Original assignee: Meishan CRRC Brake Science and Technology Co Ltd
Current assignee: Meishan CRRC Brake Science and Technology Co Ltd
Priority date: 2016-11-16
Filing date: 2016-11-16
Publication date: 2023-05-02
Anticipated expiration: 2036-11-16
Also published as: CN106627542A

Abstract

The invention discloses a multi-channel rubber cylinder sealing distribution valve which comprises a main control mechanism, a relay part, an inflation part, a local limiting valve and an emergency pressurizing valve, wherein the main control mechanism comprises a piston assembly, and a main valve sleeve, a main control sleeve and a main control inner sleeve which are sequentially sleeved from outside to inside, the main valve sleeve is fixedly connected with a valve body assembly, the main control inner sleeve is sleeved on a piston rod formed by the piston assembly and is fixedly connected with the piston rod, and a plurality of rubber sealing rings are respectively arranged between the main valve sleeve and the main control sleeve and between the main control sleeve and the main control inner sleeve. The invention separates, partitions and communicates the passages through the rubber sealing rings arranged on the cylindrical main control sleeve and the main control inner sleeve, and realizes the on/off and sealing of the passages, thereby realizing the functions of braking, relieving, pressure maintaining and the like of the distributing valve, greatly improving the function reliability of the distributing valve, effectively prolonging the maintenance period of the distributing valve, having simple manufacturing process, low requirement on the skill of operators and low labor intensity.

Description

Multi-channel rubber cylinder sealing distribution valve

Technical Field

The invention belongs to the technical field of rail locomotive vehicle braking, and particularly relates to a multichannel rubber cylinder sealing distribution valve suitable for an air braking system of a rail locomotive vehicle.

Background

At present, main control mechanisms in an air brake distribution valve for rail transit locomotives are a slide valve, a throttle valve and a slide valve seat, and the slide valve, the throttle valve and the slide valve seat are relatively moved, and the slide valve, the throttle valve and the slide valve seat are mutually communicated by utilizing a metal plane sealing structure, so that the functions of braking, relieving, pressure maintaining and the like of the distribution valve are realized.

Because the metal plane sealing structure adopted in the structure of the existing distributing valve causes the low action reliability of the distributing valve, the grinding precision requirement on the sealing surface in the manufacturing process is high, the manufacturing process is complex, the problem of gas leakage easily occurs in the using process, the maintenance period of the distributing valve is short, the requirement on the skill of operators is high, and the labor intensity is high.

In addition, in the structure of the existing distribution valve, the conversion between the volume chamber inflation relief position and the common braking position is realized by corresponding communication of one passage arranged on the slide valve seat and the inflation and exhaust passages arranged on the slide valve respectively; when the master control mechanism of the distribution valve is positioned at the braking pressure maintaining position, the pressure on the upper side and the lower side of the piston component is kept unstable, and the action reliability of the distribution valve is affected.

Disclosure of Invention

The invention aims at: aiming at the problems, the multichannel rubber cylinder sealing distribution valve can greatly improve the action reliability of the distribution valve, effectively prolong the maintenance period of the distribution valve, has simple manufacturing process, low requirement on the skill of operators and low labor intensity.

The technical scheme of the invention is realized as follows: the utility model provides a multichannel rubber cylinder seals distribution valve, includes master control mechanism, relay portion, inflating portion, local restriction valve and urgent booster valve, its characterized in that: the main control mechanism arranged in the valve body comprises a piston assembly, and a main valve sleeve, a main control sleeve and a main control inner sleeve which are sequentially sleeved from outside to inside, wherein the main valve sleeve is fixedly connected with the valve body assembly, the main control inner sleeve is sleeved on a piston rod formed by the piston and is fixedly connected with the piston rod, a passage communicated with a train pipe, a working air cylinder, an auxiliary air cylinder, a volume chamber, a brake cylinder, a partial chamber and the air exhaust is arranged on the main valve sleeve, passages which are correspondingly communicated with the passages on the main valve sleeve in different states of the distribution valve are respectively arranged on the main control sleeve and the main control inner sleeve, a plurality of rubber sealing rings are respectively arranged between the main valve sleeve and the main control sleeve and between the main control sleeve and the main control inner sleeve, the piston rod drives the main control inner sleeve to move up and down relative to the main control sleeve, the on-off of the corresponding passages is controlled by the rubber sealing rings, and the piston rod drives the main control sleeve to move up and down relative to the main valve sleeve by the rubber sealing rings.

The lower part of the piston rod of the multichannel rubber cylinder sealing distribution valve is connected with the stabilizer bar, the stabilizer bar is matched with the transfer sleeve sleeved on the periphery of the stabilizer bar, the stabilizer bar is sleeved with the stabilizer spring, and the main control sleeve moves up and down relative to the main valve sleeve under the action of the piston rod, the stabilizer bar and the transfer sleeve.

The multichannel rubber cylinder sealing distribution valve is characterized in that a step matched with the upper end face of a main control sleeve is arranged on the upper portion of a piston rod, a step matched with the upper end face of a transfer sleeve is arranged on the lower portion of the main control sleeve, the main control sleeve is controlled to move downwards through a step structure on the upper portion of the piston rod when the piston rod moves downwards, a stabilizer bar is driven to synchronously move upwards when the piston rod moves upwards, the upper end portion of the transfer sleeve is propped against the step on the lower portion of the main control sleeve through the stabilizer bar, and the main control sleeve is controlled to move upwards.

The invention discloses a multichannel rubber cylinder sealing distribution valve, which comprises a piston rod, a main valve upper piston and a main valve lower piston, wherein the main valve upper piston and the main valve lower piston are sleeved on the upper part of the piston rod, a main valve diaphragm plate is arranged between the main valve upper piston and the main valve lower piston, a piston rod inner channel communicated with a corresponding channel is arranged in the piston rod, an upper chamber of the main valve upper piston is communicated with a train pipe, and a lower chamber of the main valve lower piston is communicated with a working air cylinder.

The multichannel rubber cylinder sealing distribution valve is characterized in that check rings are respectively arranged on the upper end face and the lower end face of the main valve sleeve, and the check rings are used for limiting the up-and-down movement limit of the main control sleeve.

The invention discloses a multi-channel rubber cylinder sealing distribution valve, which is characterized in that a volume chamber exhaust channel R1p and a volume chamber inflation channel R1c which are respectively communicated with a volume chamber R1 are arranged on a main valve sleeve, the volume chamber exhaust channel R1p is communicated with an exhaust channel D1 on the main valve sleeve through a volume chamber exhaust ring groove D2 arranged on a main control sleeve, the volume chamber inflation channel R1c is communicated with one end of an inflation channel G3 in the main control sleeve through a volume chamber inflation ring groove G4 arranged on the main control sleeve, the other end of the inflation channel G3 is communicated with the inner channel of a piston rod, the inner channel of the piston rod is communicated with a lower chamber G1 formed by an inner piston formed by a valve body, the lower chamber G1 formed by the piston is communicated with a working cylinder, rubber sealing rings are respectively arranged above the volume chamber exhaust ring groove D2, below the volume chamber exhaust ring groove G2 and the volume chamber exhaust ring groove G4, when the distribution valve is in a release position, the volume chamber R1p is opened, the volume chamber R1 is closed, and the volume chamber is normally used when the distribution valve is in a release position, and the volume is opened, and the volume is closed when the distribution valve is in the volume is in the release position.

In the multi-channel rubber cylinder sealing distribution valve, in the process of switching from an inflation release position to a service braking position, a corresponding rubber sealing ring on a main control sleeve firstly closes a volume chamber exhaust channel R1p and then opens a volume chamber inflation channel R1c through the corresponding rubber sealing ring; in the process of switching from the service braking position to the inflation release position, the corresponding rubber sealing ring on the main control sleeve firstly closes the volume chamber inflation passage R1c, and then opens the volume chamber exhaust passage R1p through the corresponding rubber sealing ring.

The multi-way rubber cylinder sealing distribution valve is characterized in that a G2 hole is formed in the uppermost part of a main control sleeve, the G2 hole is communicated with a ring groove G5 on the periphery of the main control sleeve through a shrinkage cavity C1 in the main control sleeve, when a main control mechanism is in a braking pressure maintaining position, a rubber sealing ring at the uppermost end of the main control inner sleeve opens the G2 hole on the main control sleeve, and working air cylinder pressure air of a lower chamber G1 formed by a piston is communicated with train pipe pressure air of an upper chamber L1 formed by the piston through the G2 hole, the shrinkage cavity C1, the ring groove G5, the ring groove L2 and a valve body.

The invention adopts a rubber sealing ring cylinder sealing main control structure, and the rubber sealing rings arranged on the cylinder main control sleeve and the main control inner sleeve are used for separating, dividing and communicating all passages, so that the opening, closing and sealing of all passages are realized, the slide valve, the throttle valve and the slide valve seat metal plane sealing structure adopted in the original distributing valve structure are replaced, the control passages such as inflation, braking and pressure maintaining on the original slide valve seat, the slide valve and the throttle valve are embodied on the main valve sleeve, the main control inner sleeve and the piston rod in the structure, and the control passages on the structure are opened and closed by the up-and-down action of the piston, thereby realizing the action performances such as braking, relieving and pressure maintaining of the distributing valve, greatly improving the action reliability of the distributing valve, effectively prolonging the maintenance period of the distributing valve, and having simple manufacturing process, low requirement on the skill of operators and low labor intensity.

The distribution valve adopts two pressure controls, namely, two pressures of a train pipe and a working air cylinder are controlled, and the basic functions of inflation relief, service braking (comprising partial decompression in a first stage and partial decompression in a second stage), braking pressure maintaining, emergency braking and the like of a brake are controlled by means of pressure difference between the pressure of the train pipe and the pressure difference of the working air cylinder caused by pressure change of the train pipe. The distribution valve adopts an indirect action mode, and achieves the aim of indirectly controlling the pressure of the auxiliary air cylinder and the brake cylinder through the working air cylinder, the volume chamber, the inflating part and the relay part with fixed volume, namely, the pressure of the working air cylinder and the volume chamber is controlled by the pressure change of the train pipe, and then the inflation of the auxiliary air cylinder is controlled by the pressure of the working air cylinder, and the inflation, the pressure maintaining and the exhaust (alleviation) of the brake cylinder are controlled by the pressure change of the volume chamber.

Drawings

FIG. 1 is a schematic view of the present invention in a gas filled alleviating position.

Fig. 2 is an enlarged view of the interior of the valve body assembly of fig. 1.

FIG. 3 is a schematic view of the structure of the present invention in the first stage partial decompression stage.

Fig. 4 is a schematic view of the present invention in a service braking position.

Fig. 5 is an enlarged view of the interior of the valve body assembly of fig. 4.

Fig. 6 is a schematic structural view of the present invention at a brake dwell position.

Fig. 7 and 8 are schematic views of the emergency pressure increasing valve of the present invention in an emergency braking position.

The marks in the figure: 1 is a valve body, 2 is a main valve sleeve, 3 is a main control sleeve, 4 is a main control inner sleeve, 5a is a piston rod, 5b is a main valve upper piston, 5c is a main valve lower piston, 5d is a main valve diaphragm plate, 5e is a piston rod internal passage, 6 is a stabilizer bar, 7 is a transfer sleeve, 8 is a rubber sealing ring, 9 is a retainer ring, 10 is a stop pressurization gasket, and 11 is a stabilizer spring.

Detailed Description

The present invention will be described in detail with reference to the accompanying drawings.

The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

As shown in fig. 1-8, a multi-channel rubber cylinder sealing distribution valve comprises a main control mechanism, a relay part, an air charging part, a partial pressure limiting valve and an emergency pressurizing valve, wherein the main control mechanism arranged in a valve body component 1 comprises a piston component, a main valve sleeve 2, a main control sleeve 3 and a main control inner sleeve 4 which are sequentially sleeved from outside to inside, the main valve sleeve 2 is fixedly connected with the valve body component 1, the main control inner sleeve 4 is sleeved on a piston rod 5a formed by the piston and is fixedly connected with the piston rod 5a, the lower part of the piston rod 5a is connected with a stabilizer rod 6, the stabilizer rod 6 is matched with a transfer sleeve 7 sleeved on the periphery of the stabilizer rod, a channel which is communicated with a train pipe, a working air cylinder, an auxiliary air cylinder, a volume chamber, a brake cylinder, a partial pressure limiting chamber and the exhaust atmosphere is arranged on the main valve sleeve 2, channels which are correspondingly communicated with the channels on the main valve sleeve 2 under different states of the distribution valve are respectively arranged on the main control sleeve 3 and the main control inner sleeve 4, a plurality of channels which are respectively communicated with the channels on the main valve sleeve 2 are arranged between the main valve sleeve 2 and the main control sleeve 3 and the main control inner sleeve 4, the upper sealing ring 8 is respectively, the lower sealing ring 8 is driven by the corresponding to the upper sealing ring 8 and the lower sealing ring 8 is correspondingly driven by the main sealing ring 8 and the lower sealing ring 8 is correspondingly moved by the corresponding to the piston sleeve 8; the piston assembly comprises a piston rod 5a, a main valve upper piston 5b and a main valve lower piston 5c, the main valve upper piston 5b and the main valve lower piston 5c are sleeved on the upper portion of the piston rod 5a, a main valve diaphragm plate 5d is arranged between the main valve upper piston 5b and the main valve lower piston 5c, a piston rod inner channel 5e communicated with a corresponding channel is arranged in the piston rod 5a, an upper cavity of the main valve upper piston 5b is communicated with a train pipe, and a lower cavity of the main valve lower piston 5c is communicated with a working air cylinder.

In this embodiment, a step corresponding to the upper end surface of the main control sleeve 3 is disposed on the upper portion of the piston rod 5a, a step corresponding to the upper end surface of the transfer sleeve 7 is disposed on the lower portion of the main control sleeve 3, the main control sleeve 3 is controlled to move downward when the piston rod 5a moves downward through the step structure on the upper portion of the piston rod 5a, the stabilizer rod 6 is driven to move upward synchronously when the piston rod 5a moves upward, the upper end portion of the transfer sleeve 7 is propped against the step on the lower portion of the main control sleeve 3 through the stabilizer rod 6, the main control sleeve 3 is controlled to move upward, check rings 9 are respectively disposed on the upper end surface and the lower end surface of the main valve sleeve 2, the check rings 9 are used for limiting the up-down movement limit of the main control sleeve 3, and the main control inner sleeve 4 is made to move up-down relative to the main control sleeve 3 and the main control sleeve 3 is made to move up-down relative to the main control sleeve 2 through the functions of the piston rod 5a, the stabilizer rod 6 and the transfer sleeve 7, and the rubber seal ring 8 is used for controlling the on-off of corresponding channels.

Wherein the main valve sleeve 2 is provided with a volume chamber exhaust passage R1p and a volume chamber inflation passage R1c which are respectively communicated with a volume chamber R1, the volume chamber exhaust passage R1p is communicated with an exhaust passage D1 on the main valve sleeve 2 through a volume chamber exhaust ring groove D2 arranged on the main control sleeve 3, the volume chamber inflation passage R1c is communicated with one end of an inflation passage G3 in the main control sleeve 3 through a volume chamber inflation ring groove G4 arranged on the main control sleeve 3, the other end of the inflation passage G3 is communicated with an inner passage 5e of a piston rod 5a, the inner passage 5e of the piston rod 5a is communicated with a lower chamber G1 formed by a piston in the valve body 1, the lower chamber G1 formed by the piston is communicated with the working air cylinder, rubber sealing rings 8 are respectively arranged above the volume chamber exhaust ring groove D2, below the volume chamber inflation ring groove G4 and between the volume chamber exhaust ring groove D2 and the volume chamber inflation ring groove G4, through the up-and-down movement of the master control sleeve 3, when the distribution valve is in an inflation relief position, the volume chamber exhaust passage R1p is opened and the volume chamber inflation passage R1c is closed, and when the distribution valve is in a service braking position, the volume chamber inflation passage R1c is opened and the volume chamber exhaust passage R1p is closed.

In the process of switching from the inflation release position to the service brake position, the corresponding rubber sealing ring 8 on the main control sleeve 3 firstly closes the volume chamber exhaust passage R1p, and then opens the volume chamber inflation passage R1c through the corresponding rubber sealing ring 8; in the process of switching from the service braking position to the inflation release position, the corresponding rubber sealing ring 8 on the main control sleeve 3 firstly closes the volume chamber inflation passage R1c, and then opens the volume chamber exhaust passage R1p through the corresponding rubber sealing ring 8.

As shown in fig. 6, a G2 hole is disposed at the uppermost portion of the main control sleeve 3, the G2 hole is communicated with a ring groove G5 on the outer periphery of the main control sleeve 3 through a shrinkage cavity C1 in the main control sleeve 3, when the main control mechanism is at a braking pressure maintaining position, a rubber sealing ring 8 at the uppermost end of the main control inner sleeve 4 opens the G2 hole on the main control sleeve 3, working air cylinder pressure air of the piston forming the lower chamber G1 is communicated with train pipe pressure air of the upper chamber L1 formed by the piston through the G2 hole, the shrinkage cavity C1, the ring groove G5, a blind channel L2 and the inner valve body forming 1 (bi-directional flow), so that the upper side and the lower side of the piston forming the upper chamber L1 are balanced, and pressure stability is maintained.

The working principle of the invention is as follows:

as shown in fig. 1 and 2, the present invention is schematically illustrated in the inflation relief position.

a. And (5) primary inflation.

When the train pipe is inflated, the pressure air reaches the distributing valve through the train pipe, the branch pipe and the like, then one path of pressure air reaches the upper cavity formed by the piston through the passage L1, the piston moves downwards, the piston drives the main control inner sleeve through the piston rod and simultaneously pushes the main control sleeve to move downwards through the step structure at the upper part of the piston rod until the lower end of the piston contacts the main valve body. At this time, the piston assembly, the piston rod, the main control inner sleeve and the main control sleeve are in the inflation relief position. The pressure air of the train pipe is respectively inflated to the working air cylinder, the auxiliary air cylinder and other air cylinders (chambers) through different passages, so that the working air cylinder, the auxiliary air cylinder and other air cylinders (chambers) are inflated to constant pressure (such as 500kPa or 600 kPa) for decelerating or stopping the train during running.

And (3) inflating the working air cylinder: train pipe pressure air- & gt L2- & gt a main valve sleeve corresponding passage- & gt a main control sleeve L8- & gt a main control sleeve G2- & gt a lower chamber G1 formed by pistons- & gt a working air cylinder.

And (5) inflating the auxiliary air cylinder: train pipe pressure air- & gt inflation part (controlled by working reservoir) & gt auxiliary reservoir.

The upper side F2 of the relay glue-pouring valve of the relay part is always communicated with the auxiliary air cylinder, and the pressure air of the auxiliary air cylinder waits on the upper side of the relay glue-pouring valve, so that preparation is made for the next braking action.

The train pipe pressure air- & gt L4- & gt the main valve sleeve corresponding passage- & gt the main control sleeve L5- & gt the main control sleeve L6 are prepared for the partial decompression in the first stage when the next braking is performed.

b. Re-inflation and relief.

After the train pipe is decompressed to brake, when the train pipe is inflated, the pressure balance state of the two sides of the piston assembly is destroyed when the pressure is maintained by the pressurizing of the train pipe, and when the sum of the downward acting force generated by the pressure difference of the two sides of the piston assembly and the gravity of the piston assembly exceeds the friction resistance between the rubber sealing ring on the main control sleeve and the main control sleeve, the piston assembly drives the main control inner sleeve and the main control sleeve to move downwards to the inflation relief position together. At this time, the working reservoir, the auxiliary reservoir and other reservoirs (chambers) are recharged, the volume chambers and the brake cylinders are exhausted (relieved), and the brake is in a relieved state.

All the passages mentioned above for "initial inflation" are also present for re-inflation.

Volume chamber relief: volume chamber pressure air- & gtR1- & gtMain valve sleeve R1p- & gtMain control sleeve D2- & gtD1- & gtatmosphere.

The relay part relays the pressure air of the lower cavity of the piston, R3, the internal passage of the valve body, the volume chamber, R1, the main valve sleeve R1p, the main control sleeve D2, D1 and the atmosphere.

Since this valve is a two-pressure-mechanism valve, the volume chambers together with the pressure air of the lower chamber of the relay piston are exhausted once, and their pressure drops to zero.

Brake cylinder relief: the upper cavity Z3 of the relay piston is communicated with the brake cylinder, and the lower cavity R3 is communicated with the volume chamber. Because the volume chambers are relieved, the original pressure balance state at the two sides of the relay piston is destroyed, the pressure of the brake cylinder enables the relay piston to move downwards, the upper end of the relay piston rod leaves the relay glue filling valve, and then the pressure air of the brake cylinder, the internal channel of the valve body, Z1, the relay piston rod D4, D3 and the atmosphere are all the same. The brake cylinder pressure is vented to atmosphere and the brake is brought into a state of alleviation. Meanwhile, the pressure air in the upper cavity Z3 of the relay piston passes through the shrinkage cavity C2 and the pressure air in the upper cavity Z2 of the relay glue filling valve together with the pressure air in the upper cavity Z2 of the relay piston and passes through the Z1-relay piston rod D4-D3-atmosphere.

It follows that the brake cylinder pressure is controlled by the volume chamber pressure. Since the pressure of the volume chamber is relieved to zero at one time, the pressure of the brake cylinder is correspondingly relieved to zero at one time, and the brake is completely relieved.

FIG. 3 is a schematic diagram of the present invention in the first stage partial decompression stage.

Service brakes are typically applied in preparation for a stop or deceleration of a train while in operation. The driver applies the pressure reduction of the common brake train tube, so that a certain pressure difference is generated on two sides of the piston assembly, the upward acting force generated by the pressure difference overcomes the sum of the friction resistance of the rubber sealing ring on the main control inner sleeve and the main control sleeve, the deformation resistance of the main valve diaphragm plate, the resistance of the compression stabilizing spring, the gravity of the main piston and other downward acting forces, the main piston drives the piston rod, the main control inner sleeve and the stabilizing rod to move upwards, the stabilizing rod is contacted with the lower end of the transfer sleeve, and the partial pressure reduction effect in the first stage is generated. The following pathways are then created:

(1) The main control inner sleeve closes the inflation limiting hole G2, cuts off the passage between the train pipe and the working air cylinder, and prevents the working air cylinder from flowing back to the train pipe.

(2) The main control inner sleeve develops a G3 hole on the inner side of the main control sleeve, so that working air cylinder pressure air is filled into the hole, and the preparation for filling the working air cylinder pressure air into the volume chamber through the hole after the main control sleeve is moved up in the next stage is made.

(3) The partial reduction connecting groove L7 of the main control inner sleeve is communicated with the L6 and Ju2 holes of the main control sleeve. Thus, the train pipe pressure air- & gt L4- & gt the corresponding passage of the main valve sleeve- & gt the main control sleeve L5- & gt the main control sleeve L6- & gt the partial reduction connecting groove L7 of the main control inner sleeve- & gt the main control sleeve Ju2- & gt the corresponding passage of the main valve sleeve- & gt Ju1- & gt the partial reduction chamber- & gt the shrinkage cavity with a certain aperture- & gt the atmosphere. At the beginning of braking, each vehicle passes through the valve of the vehicle, and part of the pressure air of the train pipe is discharged into a cavity-partial pressure reducing chamber with a certain volume through the passage and then is discharged into the atmosphere, so that a first-stage partial pressure reducing effect is formed.

As shown in fig. 4 and 5, the present invention is schematically illustrated in the service brake position (with partial decompression in the second stage).

After partial decompression in the first stage, the pressure difference on two sides of the piston assembly is promoted to be increased rapidly, and then the piston assembly pushes the main control sleeve to overcome the friction resistance between the main control sleeve and the main valve sleeve through the piston rod, the stabilizer rod and the transfer sleeve, and the main control sleeve moves up to a braking position further. Because the relative position of the main control sleeve and the main valve sleeve is changed, the Ju2 hole and the Ju1 hole on the main control sleeve are staggered, thereby cutting off the passage between the train pipe and the partial decompression chamber, and ending the partial decompression effect in the first stage. Meanwhile, some holes on the main control sleeve are respectively communicated with corresponding holes on the main valve sleeve, so that the following passages are formed, and a braking effect is further generated.

(1) Train pipe pressure air- & gt L4- & gt a main valve sleeve corresponding passage- & gt a main control sleeve L5- & gt a main control sleeve L3- & gt a hidden channel in a valve body- & gt a local limiting valve (opening state- & gt a brake cylinder. In this way, each vehicle is caused to introduce a portion of the train line pressure air through the valve of the host vehicle into the brake cylinder via the open partial pressure reducing restriction valve, which is the second stage partial pressure reducing action.

When the brake cylinder pressure increases to 50-70 kPa, the local pressure reducing limiting valve is closed, the passage is shut off, and the second-stage local pressure reducing action is stopped. The second stage of local decompression stopping can ensure that the train at the tail of the train has a certain braking force even if the train pipe is small in decompression amount.

(2) Inflation of the volume chamber: working reservoir pressure air- →g1- →g3- →g4- →r1c- →r1- →volume chamber.

(3) And (3) inflating a brake cylinder: the volume chamber is always communicated with the lower cavity of the relay piston, so that the volume chamber is pressurized air, a channel inside the valve body, R3, the relay piston and the relay piston rod are pushed to move upwards, and the relay piston rod pushes up the relay glue filling valve.

Auxiliary air cylinder pressure air- & gt F2- & gt a jacking relay glue filling valve- & gt Z1- & gt a blind channel in a valve body and a brake cylinder. Thus, the brake cylinder pressure continues to increase. Meanwhile, one path of air under pressure of the brake cylinder enters the upper side Z2 of the relay glue filling valve, and the other path of air under pressure is contracted and blocked C2 to enter the upper cavity of the relay piston. The action of the shrinkage plug C2 synchronizes the boosting of the upper cavity of the relay piston with the boosting of the brake cylinder.

Since the second stage partial pressure reduction takes place substantially simultaneously with the inflation of the working reservoir into the volume chamber, i.e. immediately after the pressure air of the train pipe has entered the brake cylinder, the pressure air of the auxiliary reservoir also starts to enter the brake cylinder, so that the initial pressure of the brake cylinder is 50-70 kPa from both the train pipe and the auxiliary reservoir, and after this pressure is reached the partial pressure limiting valve is closed, whereupon the train pipe stops inflating the brake cylinder, only the auxiliary reservoir inflates the brake cylinder, as far as the brake cylinder continues to inflate, up to a pressure which is also dependent on the magnitude of the pressure reduction of the train pipe operated by the driver.

The volume chamber passage R1 is divided into two parts, and the main valve sleeve is divided into R1p and R1c. In the inflation relief position, a rubber sealing ring on the main control sleeve is opened for R1p, and the volume chamber is changed from R1 to R1p, the main control sleeve is changed from D2 to D1, and the atmosphere is changed. In the process from the inflation release position to the service brake position, one rubber sealing ring on the main control sleeve is firstly closed R1p, then the other rubber sealing ring on the main control sleeve is opened R1c, and the working air cylinder is from pressure air to G1 to G3 to G4 to R1c to R1 to the volume chamber. In the process of returning to the inflation release position from the service brake position, one rubber sealing ring on the main control sleeve is firstly closed R1c, and then the other rubber sealing ring on the main control sleeve is opened R1p. Thus, the inflation and the exhaust of the volume chamber are orderly and controllable, and the volume chamber can not be disturbed.

As shown in fig. 6, when the pressure gauge indicates that the pressure of the brake cylinder has reached the required pressure reduction amount after the service brake is applied, the driver moves the handle to the pressure maintaining (neutral) position to stop the pressure reduction of the train pipe, and at this time, the valve is at the pressure maintaining position, so that the brake cylinder pressure is kept constant.

When the pressure of the train pipe is reduced just after the train pipe stops reducing, as the main piston, the main control inner sleeve and the main control sleeve are at the braking position, the working air cylinder still charges the volume chamber, so the pressure of the working air cylinder still continues to drop until the pressure of the working air cylinder of the lower cavity G1 formed by the piston is reduced to be equal to the pressure of the train pipe of the upper cavity L1 (actually, the pressure of the working air cylinder is slightly lower than the pressure of the train pipe), and the main piston drives the piston rod and the main control inner sleeve to move downwards (the main control sleeve is not moved) under the action of the elasticity of the stabilizing spring of which the stabilizer rod is originally compressed and the gravity of the main piston until the upper step structure of the piston rod touches the upper end face of the main control sleeve. As a result of this movement, the lower rubber seal ring on the main control inner sleeve cuts off the passage of the working air cylinder for inflating the volume chamber, the pressure of the working air cylinder stops decreasing, and the pressure of the volume chamber also stops rising, so that the main control sleeve is still in the normal braking position, and the main control mechanism is in the braking pressure maintaining position.

A passage, namely a G2 hole, a shrinkage cavity C1 and a G5 groove are additionally arranged on the main control sleeve, and only when the main control mechanism is positioned at a braking pressure maintaining position, the G2 hole of the main control sleeve is opened by the other rubber sealing ring at the upper end of the main control inner sleeve, so that the working air cylinder pressure air of the lower cavity G1 of the main piston is communicated with the pressure air of the train pipe of the upper cavity L1 of the main piston (bi-directional flow) through the G2 hole, the micro shrinkage cavity C1, the G5 groove, the L2 ring groove, the hidden channel inside the valve body, so that the upper side and the lower side of the main piston are more balanced, and the pressure is kept stable.

When the pressure of the volume chamber just stops rising, as the relay glue filling valve is still in an open state, the auxiliary air cylinder still charges air to the brake cylinder, when the pressure of the brake cylinder pressure air flowing to the upper cavity Z3 of the relay piston through the shrinkage cavity C2 is increased to be similar to the pressure of the volume chamber of the lower cavity R3 of the relay piston, the relay glue filling valve is enabled to move downwards together with the relay piston rod under the dead weight of the relay glue filling valve and the self weight of the relay piston and the elastic force of the relay glue filling valve spring, the valve port of the relay glue filling valve is closed, the passage of the auxiliary air cylinder pressure air charged into the brake cylinder through the valve port is cut off, namely, the auxiliary air cylinder is stopped to charge air to the brake cylinder, meanwhile, the passage between the brake cylinder and the atmosphere is continuously closed (namely, the top surface of the relay piston rod is tightly attached to the relay glue filling valve), and the pressure of the brake cylinder stops rising, and the whole distribution valve is in a brake pressure maintaining position.

The distribution valve can realize the requirement that the braking force is not attenuated at the braking pressure maintaining position. When the brake cylinder leaks, the pressure of the upper cavity Z3 of the relay piston falls along with the pressure, and then the relay piston rod moves upwards under the action of the pressure of the volume chamber of the lower cavity R3 of the relay piston, and the relay piston rod pushes up the relay glue filling valve to charge the auxiliary air cylinder to the brake cylinder again until the original brake cylinder pressure is restored to enable the acting force of the upper cavity and the lower cavity of the relay piston to be balanced again, and at the moment, the relay glue filling valve is closed again. This is called "automatic air make-up", and can eliminate the damping phenomenon of braking force. Therefore, when the train runs downhill on the long ramp, the automatic air supplement can be obtained if the brake cylinder leaks after the pressure is maintained by braking. In addition, when the stroke of the brake cylinder piston changes, the pressure of the brake cylinder can be kept unchanged due to the control of the pressure of the volume chamber. Only the volume of the sub-reservoir pressure air charged into the brake cylinder varies due to the change in the brake cylinder piston stroke.

Therefore, if the secondary reservoir has sufficient volume, the brake cylinder pressure may depend only on the volume chamber pressure. I.e. how high the volume chamber pressure is, the brake cylinder pressure is.

As shown in fig. 7 and 8, the train is stopped immediately during operation in case of an emergency, the driver moves the handle to the emergency braking position, and the valve is actuated accordingly.

During emergency braking, the functions of all parts of the distribution valve are the same as those of the common braking except for the emergency booster valve. As the main piston moves upwards, partial reduction of the first stage and the second stage sequentially occurs, working air cylinder pressure air is filled into the volume chamber, auxiliary air cylinder pressure air is filled into the brake cylinder, braking action is generated, only the action is quicker, and the brake cylinder is filled to the highest pressure when balanced.

Emergency booster valve function:

in the emergency braking, the train pipe pressure air is rapidly discharged, so that the train pipe pressure on the upper side L12 of the booster valve rod is rapidly reduced, and the volume chamber pressure on the lower side R6 of the booster valve rod is rapidly increased. When the pressure of the volume chamber reaches the pressure which can overcome the elasticity of the pressurizing valve spring and the smaller residual pressure of the train pipe, the pressurizing valve rod compresses the pressurizing valve spring to move upwards, so that the inner side opening of the radial small hole of the pressurizing valve sleeve is opened, the pressurizing valve is in an open position, at the moment, the pressure air of the auxiliary air cylinder waiting for the cavity F5 at the periphery of the radial small hole of the pressurizing valve sleeve rapidly flows to the lower channel R6 of the pressurizing valve rod and flows to the volume chamber until the pressure of the auxiliary air cylinder is balanced with the pressure of the volume chamber. At this time, the auxiliary air cylinder, the volume chamber, the working air cylinder and the brake cylinder are communicated, and the pressures are balanced. The pressure of the volume chamber is about 10% -15% higher than the maximum pressure during the service braking (related to the volume of the auxiliary reservoir), and the pressure and the braking force of the brake cylinder are also increased, which is the pressurizing effect during the emergency braking.

The emergency braking position is provided with the following paths:

(1) The first stage of partial subtraction is the same as described above for fig. 5, and the second stage of partial subtraction is the same as described above for fig. 6.

(2) The volume chamber is inflated.

(3) Working reservoir pressure air- →g1- →g3- →g4- →r1c- →r1- →volume chamber.

(4) Auxiliary reservoir pressure air- & gtF 5- & gtpressurized valve sleeve radial orifice- & gtR 6- & gtvolume chamber.

(5) And (3) inflating a brake cylinder: the same as the service brake position.

A stop-boost washer 10 may be added to stop the boost according to the user's demand.

The invention is applicable to various rail vehicle air brake systems such as rolling stock and the like.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.

Claims

1. The utility model provides a multichannel rubber cylinder seals distribution valve, includes master control mechanism, relay portion, inflating portion, local restriction valve and urgent booster valve, its characterized in that: the main control mechanism arranged in the valve body component (1) comprises a piston component and a main control sleeve (2), a main control sleeve (3) and a main control inner sleeve (4) which are sequentially sleeved from outside to inside, the main control sleeve (2) is fixedly connected with the valve body component (1), the main control inner sleeve (4) is sleeved on a piston rod (5 a) formed by the piston and is fixedly connected with the piston rod (5 a), a passage communicated with a train pipe, a working air cylinder, an auxiliary air cylinder, a volume chamber, a brake cylinder, a partial pressure reducing chamber and the air exhaust is arranged on the main control sleeve (2), passages which are correspondingly communicated with the passages on the main control sleeve (2) in different states of a distributing valve are respectively arranged on the main control sleeve (3) and the main control inner sleeve (4), the different states of the distributing valve are an inflation relief position, a first stage partial pressure reducing position, a common braking position, a braking pressure maintaining position and an emergency braking position, rubber (8) are respectively arranged between the main control sleeve (2) and the main control sleeve (3) and the main control inner sleeve (4), a plurality of sealing rings (8) are respectively driven by the main control sleeve (3) to move relative to the main control sleeve (2) through the corresponding passages (3) and the piston rod (2), and the on-off of the corresponding channel is controlled by using a rubber sealing ring (8);

a volume chamber exhaust passage (R1 p) and a volume chamber inflation passage (R1 c) which are respectively communicated with a volume chamber (R1) are arranged on the main valve sleeve (2), the volume chamber exhaust passage (R1 p) is communicated with an exhaust passage (D1) on the main valve sleeve (2) through a volume chamber exhaust ring groove (D2) arranged on the main valve sleeve (3), the volume chamber inflation passage (R1 c) is communicated with one end of an inflation passage (G3) in the main valve sleeve (3) through a volume chamber inflation ring groove (G4) arranged on the main valve sleeve (3), the other end of the inflation passage (G3) in the main valve sleeve (3) is communicated with a piston rod inner passage (5 e), the piston rod inner passage (5 e) is communicated with a lower chamber (G1) formed by a piston in the valve body (1), the lower chamber (G1) formed by the piston is communicated with a working air cylinder, the volume chamber exhaust ring groove (G4) and the volume chamber exhaust ring groove (D2) are arranged above the volume chamber exhaust ring groove (D2) and below the volume chamber exhaust ring groove (G4) and the volume chamber (D2) are respectively arranged on the main valve sleeve (1) and are closed when the volume chamber (R1) is opened by the inflation valve (R1) and the volume chamber (R1) is closed, the volume chamber inflation passage (R1 c) is open and the volume chamber exhaust passage (R1 p) is closed;

in the process of switching from the inflation release position to the service brake position, the corresponding rubber sealing ring (8) on the main control sleeve (3) firstly closes the volume chamber exhaust passage (R1 p), and then opens the volume chamber inflation passage (R1 c) through the corresponding rubber sealing ring (8); in the process of switching from a service braking position to an inflation relief position, a corresponding rubber sealing ring (8) on the main control sleeve (3) firstly closes a volume chamber inflation passage (R1 c), and then opens a volume chamber exhaust passage (R1 p) through the corresponding rubber sealing ring (8);

the upper most part of the main control sleeve (3) is provided with a first hole (G2), the first hole (G2) is communicated with a first annular groove (G5) on the periphery of the main control sleeve (3) through a shrinkage cavity (C1) in the main control sleeve (3), when a main control mechanism is positioned at a braking pressure maintaining position, a rubber sealing ring (8) at the uppermost end of the main control inner sleeve (4) opens the first hole (G2) on the main control sleeve (3), working air cylinder pressure air of a lower cavity (G1) formed by a piston is communicated with train pipe pressure air of an upper cavity (L1) formed by a hidden channel in the main control sleeve (1) and a valve body through the first hole (G2), the shrinkage cavity (C1), the first annular groove (G5), the second annular groove (L2) and the piston.

2. The multi-way rubber cylinder seal dispensing valve of claim 1 wherein: the lower part of the piston rod (5 a) is connected with the stabilizer bar (6), the stabilizer bar (6) is matched with the delivery sleeve (7) sleeved on the periphery of the stabilizer bar (6), the stabilizer bar (6) is sleeved with the stabilizer spring (11), and the main control sleeve (3) moves up and down relative to the main valve sleeve (2) under the action of the piston rod (5 a), the stabilizer bar (6) and the delivery sleeve (7).

3. The multi-way rubber cylinder seal dispensing valve of claim 2 wherein: the automatic control device is characterized in that a step matched with the upper end face of the main control sleeve (3) is arranged on the upper portion of the piston rod (5 a), a step matched with the upper end face of the transfer sleeve (7) is arranged on the lower portion of the main control sleeve (3), the main control sleeve (3) is controlled to move downwards through the step structure on the upper portion of the piston rod (5 a), the stabilizer bar (6) is driven to synchronously move upwards when the piston rod (5 a) moves upwards, the upper end portion of the transfer sleeve (7) is propped against the step on the lower portion of the main control sleeve (3) through the stabilizer bar (6), and the main control sleeve (3) is controlled to move upwards.

4. The multi-way rubber cylinder seal dispensing valve of claim 1 wherein: the piston assembly comprises a piston rod (5 a), a main valve upper piston (5 b) and a main valve lower piston (5 c), wherein the main valve upper piston (5 b) and the main valve lower piston (5 c) are sleeved on the upper portion of the piston rod (5 a), a main valve diaphragm plate (5 d) is arranged between the main valve upper piston (5 b) and the main valve lower piston (5 c), a piston rod inner passage (5 e) communicated with a corresponding passage is arranged in the piston rod (5 a), an upper chamber of the main valve upper piston (5 b) is communicated with a train pipe, and a lower chamber of the main valve lower piston (5 c) is communicated with a working air cylinder.

5. The multi-way rubber cylinder seal dispensing valve of claim 1 wherein: the upper end face and the lower end face of the main valve sleeve (2) are respectively provided with a check ring (9), and the check rings (9) are used for limiting the up-and-down movement limit of the main control sleeve (3).