CN112441048A - Wind source system for railway vehicle and railway vehicle - Google Patents
Wind source system for railway vehicle and railway vehicle Download PDFInfo
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- CN112441048A CN112441048A CN201910817837.8A CN201910817837A CN112441048A CN 112441048 A CN112441048 A CN 112441048A CN 201910817837 A CN201910817837 A CN 201910817837A CN 112441048 A CN112441048 A CN 112441048A
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- 238000003860 storage Methods 0.000 claims abstract description 36
- 238000004891 communication Methods 0.000 claims description 10
- 238000012805 post-processing Methods 0.000 claims description 5
- 238000002955 isolation Methods 0.000 claims 1
- 239000013589 supplement Substances 0.000 description 10
- 239000000725 suspension Substances 0.000 description 10
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000003139 buffering effect Effects 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000009826 distribution Methods 0.000 description 2
- 238000005429 filling process Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- 230000008093 supporting effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/50—Other details
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Abstract
The application discloses wind regime system and rail vehicle for rail vehicle, the wind regime system includes: a gas supply part; the gas supply device comprises a main pipeline, a gas supply component and a gas supply component, wherein two ends of the main pipeline are respectively connected with the gas supply component; the first branch pipeline and the second branch pipeline are respectively connected with the main pipeline, a first air storage cylinder is arranged at the inlet end of the first branch pipeline, a second air storage cylinder is arranged at the inlet end of the second branch pipeline, and the first air storage cylinder and the second air storage cylinder can be selectively communicated or disconnected with the main pipeline; the at least one third branch pipeline is connected with the air distributing pipe; the first branch pipeline, the second branch pipeline and the third branch pipeline are respectively connected with a first air spring and a second air spring, and a differential pressure valve is arranged between the first air spring and the second air spring. The utility model provides a wind regime system for rail vehicle can be when wind regime system gas leakage trouble, fixes a position the fault location fast, and can prevent that rail vehicle inclination is too big.
Description
Technical Field
The present application relates to the field of vehicle manufacturing technology, and in particular, to a wind source system for a rail vehicle and a vehicle having the same.
Background
In order to improve the driving comfort, an air suspension system is adopted on the existing high-end vehicle model, the air suspension system mostly adopts an air spring structure, and the air spring is inflated and deflated by utilizing a control valve, so that the air quantity in the air spring can be adjusted, and the rigidity of the air spring is adjusted in the driving process of the vehicle. In the related art, each gas supply part of the air suspension is controlled simultaneously, the use of other air springs is influenced when a single gas storage part fails, an operator cannot quickly determine the failure position, the balance of two sides of the rail vehicle cannot be guaranteed, and an improved space exists.
Disclosure of Invention
The present application is directed to solving at least one of the problems in the prior art. To this end, an object of the present application is to provide a wind source system for a rail vehicle, which is capable of quickly determining a fault location of the wind source system when the wind source system fails, and balancing both sides of the rail vehicle.
According to the wind regime system for rail vehicle of this application embodiment, include: a gas supply part; a main pipeline, both ends of which are respectively connected with the gas supply components; the air storage device comprises a first branch pipeline, a second branch pipeline and at least one third branch pipeline, wherein the first branch pipeline and the second branch pipeline are respectively connected with the main pipeline; the air distributing pipe is connected between the first branch pipeline and the second branch pipeline, and at least one third branch pipeline is connected with the air distributing pipe; the first branch pipeline, the second branch pipeline and the third branch pipeline are respectively connected with a first air spring and a second air spring, and a differential pressure valve is arranged between the first air spring and the second air spring.
According to the air source system for the railway vehicle, air supplement can be carried out on each air spring of a carriage, and when an air leakage fault occurs at a certain position of the air source system, the fault position can be quickly positioned, so that quick overhaul is facilitated. And a differential pressure valve is arranged between the first air spring and the second air spring which are positioned on two sides of the railway vehicle, so that the first air spring and the second air spring keep pressure balance, the inclination angle of the railway vehicle is prevented from being too large, and the body of the railway vehicle is more stable.
According to the wind source system for the railway vehicle, the first branch pipeline is provided with a first control valve, and the first control valve is arranged between the inlet end of the first air storage cylinder and the main pipeline; the second branch pipeline is provided with a second control valve which is arranged between the inlet end of the second air cylinder and the main pipeline; a third control valve is arranged between the first branch pipeline and the third branch pipeline adjacent to the first branch pipeline; and a fourth control valve is arranged between the second branch pipeline and the third branch pipeline adjacent to the second branch pipeline.
According to some embodiments of the present application, the first control valve, the second control valve, the third control valve and the fourth control valve each have a first working position and a second working position, wherein
When the air pressure values of the first air cylinder and the second air cylinder are smaller than a first preset air pressure value, the first control valve and the second control valve are located at the first working position, the main pipeline is in one-way conduction with the first air cylinder and the second air cylinder, and when the air pressure values of the first air cylinder and the second air cylinder are larger than a second preset air pressure value, the main pipeline is disconnected with the first air cylinder and the second air cylinder when the first control valve and the second control valve are located at the second working position;
when the air pressure value of the third branch pipeline is smaller than a first preset air pressure value, the third control valve and/or the fourth control valve are/is located at the first working position, the first branch pipeline and/or the second branch pipeline are/is communicated with the third branch pipeline in a one-way mode, when the air pressure value of the third branch pipeline is larger than a second preset air pressure value, the third control valve and/or the fourth control valve are/is located at the second working position, and the first branch pipeline and/or the second branch pipeline are/is disconnected with the third branch pipeline.
According to the wind source system for the railway vehicle, when the number of the third branch pipelines is at least two, a fifth control valve is arranged between every two adjacent third branch pipelines.
According to some embodiments of the wind source system for a railway vehicle of the present application, the fifth control valve is a differential pressure valve.
According to some embodiments of the present application's air supply system for rail vehicle, first air spring with be equipped with the sixth control valve between the air receiver, the second air spring with be equipped with the seventh control valve between the air receiver, the differential pressure valve passes through the sixth control valve with first air spring intercommunication and through the seventh control valve with the second air spring intercommunication.
According to some embodiments of the present application, the sixth control valve and the seventh control valve are provided with a first valve port and a second valve port; the first port of the sixth control valve is connected with the first air spring, and the first port of the sixth control valve is normally communicated with the second port of the sixth control valve; the first port of the seventh control valve is connected with the second air spring, and the first port of the seventh control valve is normally communicated with the second port of the seventh control valve; and the second port of the sixth control valve and the second port of the seventh control valve are respectively connected with two ports of the differential pressure valve.
According to some embodiments of the present disclosure, each of the sixth control valve and the seventh control valve further includes a third port and a fourth port, the third port is configured to be connected to an air storage component, the fourth port is in a normally closed state, and each of the first port and the second port is configured to selectively communicate with one of the third port and the fourth port.
According to some embodiments of the present application, the air supply system for a rail vehicle, the air supply part comprises: the air compressor is electrically connected with the controller, the outlet end of the air compressor is connected with the inlet end of the post-processing module, and the outlet end of the post-processing module is connected with the end part of the main pipeline.
The application also provides a rail vehicle.
According to the rail vehicle of this application embodiment, be equipped with the wind regime system for rail vehicle of any one of above-mentioned embodiments.
The rail vehicle and the wind source system have the same advantages compared with the prior art, and are not described in detail herein.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic structural diagram of a wind source system according to some embodiments of the present application;
FIG. 2 is a schematic structural diagram of a wind source system according to further embodiments of the present application;
FIG. 3 is a schematic structural diagram of a wind source system according to further embodiments of the present application;
FIG. 4 is a schematic view of a branch conduit of an air supply system coupled to an air spring according to an embodiment of the present application;
FIG. 5 is a schematic structural view of an air supply system (including air springs) according to some embodiments of the present application;
FIG. 6 is a schematic view of an air supply system (including an air spring) according to other embodiments of the present application.
Reference numerals:
the wind source system 100 is provided with a wind source system,
the gas supply unit 1, the air compressor 11, the post-processing module 12, the controller 13,
a first air cylinder 21, a second air cylinder 22,
a main line A, a first branch line B1, a second branch line B2, a third branch line B3,
a first control valve 31, a second control valve 32, a third control valve 33, a fourth control valve 34, a fifth control valve 35, a sixth control valve 36, a seventh control valve 37, a first port a, a second port b, a third port c, a fourth port d,
a first air spring 41, a second air spring 42, a differential pressure valve 5,
and an air distributing pipe C.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
Unless otherwise specified, the front-rear direction in the present application is the longitudinal direction of the vehicle, i.e., the X direction; the left and right directions are the transverse direction of the vehicle, namely the Y direction; the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.
The following describes, with reference to fig. 1 to 6, that the air storage part and the air supply part 1 of the air source system 100 according to the embodiment of the present application may be selectively communicated, and the air supply part 1 to which each air storage part is connected may be individually controlled, whereby, when the air source system 100 fails, an operator may quickly determine a failure location for quick repair, and a differential pressure valve 5 is provided between corresponding two of the air springs located at both sides of the rail vehicle, and the air springs at both sides maintain pressure balance, so that the body of the rail vehicle is stable.
As shown in fig. 1 to 6, a wind source system 100 for a railway vehicle according to an embodiment of the present application includes: gas supply component 1, main pipeline a, air distribution duct C, first branch pipeline B1, second branch pipeline B2 and at least one third branch pipeline B3.
The gas supply component 1 can generate compressed gas, and the generated compressed gas can be circulated into the gas storage component for temporary storage, wherein the gas storage component comprises a first gas storage cylinder 21 and a second gas storage cylinder 22, and the compressed gas generated by the gas supply component 1 can be circulated into an air spring of the railway vehicle, so as to effectively support the suspension of the railway vehicle, and further play a role in buffering and damping the railway vehicle.
As shown in fig. 1 to 3, both ends of the main pipeline a are respectively connected with gas supply parts 1, and the outlet ends of the gas supply parts 1 are connected with the ends of the main pipeline a. In this way, the compressed gas generated by the gas supply component 1 can be circulated from the end of the main line a into the main line a for filling the air spring.
Therefore, the number of the gas supply components 1 is two, the two gas supply components 1 are respectively connected with two ends of the main pipeline a, the two gas supply components 1 can work simultaneously, so that the efficiency of injecting gas into the main pipeline a is improved, the rapid supplement of gas is realized, and when one of the two gas supply components 1 fails, the other gas supply component can be used as a spare, so that the reliability and the stability of the wind source system 100 are improved.
The first branch pipe B1, the second branch pipe B2 and the third branch pipe B3 can be respectively and fixedly connected to each compartment of the railway vehicle, so as to supplement air for an air spring of each compartment air suspension, and further ensure the rigidity of the air suspension.
As shown in fig. 1, the first branch pipeline B1 and the second branch pipeline B2 are respectively connected to two ends of the main pipeline a, and it should be noted that the main pipeline a extends along the length direction of the rail vehicle, that is, the main pipeline a extends from the front end compartment to the rear end compartment of the rail vehicle. One of the first branch pipeline B1 and the second branch pipeline B2 can be arranged at a front end carriage, the other one of the first branch pipeline B1 and the second branch pipeline B2 is arranged at a rear end carriage, and the number of the third branch pipelines B3 can be set according to the number of the carriages of the actual railway vehicle, so that the gas can be introduced into each carriage through the third branch pipeline B3. As shown in fig. 1, in the three-consist type, the front end car is provided with a first branch pipe B1, the rear end car is provided with a second branch pipe B2, and one middle car is provided with a third branch pipe B3. Or as shown in fig. 2, in a four-marshalled model, the front end car is provided with the first branch pipe B1, the rear end car is provided with the second branch pipe B2, and two middle models are provided with the third branch pipe B3.
As shown in fig. 1, the inlet end of the first branch line B1 has a first air cylinder 21, the inlet end of the second branch line B2 has a second air cylinder 22, and both the first air cylinder 21 and the second air cylinder 22 are selectively connected to or disconnected from the main line a. The main pipeline a is communicated with the first air cylinder 21 and the second air cylinder 22, so that compressed gas is injected into the first air cylinder 21 and the second air cylinder 22 for temporary storage; the main line a may be disconnected from the first and second air cylinders 21 and 22 so that the air pressures in the first and second air cylinders 21 and 22 may be kept stable, and when the air spring in the vehicle compartment needs to be replenished with air, the air spring may be replenished with air.
The branch air pipe C is connected between the first branch pipeline B1 and the second branch pipeline B2, and both the gas in the first branch pipeline B1 and the gas in the second branch pipeline B2 can flow into the branch air pipe C. It should be noted that the air distributing pipe C extends along the length direction of the rail vehicle, that is, the air in the air distributing pipe C can be introduced into each compartment, so that the air in the main pipeline a can flow into each compartment through the air distributing pipe C after being stored in the first air cylinder 21 and the second air cylinder 22.
And at least one third branch pipeline B3 is selectively communicated with the branch air pipe C, that is, the third branch pipeline B3 is communicated with the branch air pipe C, so that the third branch pipeline B3 is communicated with the first air cylinder 21 or the second air cylinder 22 through the branch air pipe C, and therefore, the air in the first air cylinder 21 or the second air cylinder 22 is injected into the third branch pipeline B3, and the use requirement of the air spring in the middle compartment is met. The third branch line B3 may also be disconnected from the branch duct C to maintain the air pressure in the third branch line B3 constant during operation of the rail vehicle.
Wherein the working air pressure of the air spring under the normal condition is between 6.5bar and 9 bar.
Therefore, under normal working conditions, when the air pressure of any one of the first air cylinder 21 and the second air cylinder 22 drops to 6.5bar due to the air consumption of the wind equipment of the railway vehicle, the two air supply components 1 can be simultaneously opened, the main pipeline A is communicated with the first branch pipeline B1 or the second branch pipeline B2, and the first branch pipeline B1 and the second branch pipeline B2 are communicated with the air distributing pipe C. In this way, when the air pressures of the first air cylinder 21 and the second air cylinder 22 reach 9bar, the first branch pipeline B1 and the second branch pipeline B2 are both disconnected from the main pipeline a, and the first branch pipeline B1 and the second branch pipeline B2 are both communicated with the air distributing pipe C. So that the air pressure of the air spring in each compartment of the railway vehicle is kept in a stable working state.
Wherein both gas supply members 1 are operated when the wind source system 100 is out of order. If the single working time of the two gas supply components 1 reaches 10min, the first branch pipeline B1 and the second branch pipeline B2 are disconnected with the branch pipelines, the first branch pipeline B1 and the second branch pipeline B2 are disconnected with the air distributing pipe C, the first air storage cylinder 21 and the second air storage cylinder 22 are monitored, and if the air pressure of any air storage cylinder is reduced to 0.2bar within 1min, the air leakage of the air storage cylinder is judged.
If the air leakage position is the first air storage cylinder 21, the first branch pipeline B1 is disconnected with the main pipeline A, the first branch pipeline B1 is disconnected with the air distributing pipe C, other positions are communicated, and the air supply component 1 is started to pump other branch pipelines to normal air pressure; if the air leakage position is the second air reservoir 22, the second branch pipeline B2 is disconnected from the main pipeline a, the second branch pipeline B2 is disconnected from the air distributing pipe C, and other positions are communicated, and the air supply part 1 is opened to pump other branch pipelines to normal air pressure. If the air storage cylinder has no pressure drop, the first branch pipeline B1 and the second branch pipeline B2 are disconnected with the air distributing pipe C, and the air supply component 1 is started to pump air to the other pipelines to normal air pressure.
Therefore, the process of quickly supplementing gas to the wind source system 100 can be realized, and when a certain part of the wind source system 100 breaks down, the fault position can be quickly positioned through the connection state of each pipeline of the wind source system 100, the gas leakage point is detected, and corresponding safety measures are quickly taken.
As shown in fig. 5 and 6, the first branch line B1, the second branch line B2, and the third branch line B3 are connected to the first air spring 41 and the second air spring 42, respectively. Thus, the first air spring 41 and the second air spring 42 may be connected to the first air tank 21, and the first air spring 41 and the second air spring 42 may be connected to the second air tank 22. And as shown in fig. 4, two sets of air springs are connected to each branch pipeline, and each set of air springs includes a first air spring 41 and a second air spring 42.
The first air spring 41 and the second air spring 42 are respectively installed at two sides of the rail vehicle to effectively support suspensions at two sides of the rail vehicle, so as to play a role in buffering and damping the rail vehicle.
As shown in fig. 5 and 6, both the first air spring 41 and the second air spring 42 may be selectively connected to the first air cylinder 21 or the second air cylinder 22. Thus, the gas in the first air cylinder 21 or the second air cylinder 22 can be injected into the first air spring 41 and the second air spring 42, so that the structural strength of the first air spring 41 and the second air spring 42 is improved, and the air springs can stably support the railway vehicle.
Thus, the air cylinder (the first air cylinder 21 or the second air cylinder 22) can be selectively communicated with the first air spring 41 and the second air spring 42 by switching the operating state of the line. If the air reservoir is communicated with the first air spring 41, the air reservoir can supplement air to the first air spring 41, so that the structural strength of the first air spring 41 is improved; when the air reservoir is disconnected from the first air spring 41, the air pressure in the first air spring 41 is kept stable, so that the first air spring 41 stably supports the rail vehicle. If the air storage cylinder is communicated with the second air spring 42, the air storage cylinder can supplement air to the second air spring 42, and therefore the structural strength of the second air spring 42 is improved; when the air reservoir is disconnected from the second air spring 42, the air pressure in the second air spring 42 is kept stable, so that the first air spring 41 stably supports the rail vehicle.
A differential pressure valve 5 is arranged between the first air spring 41 and the second air spring 42, and the differential pressure valve 5 is used for balancing the air pressure of the first air spring 41 and the second air spring 42, that is, the differential pressure valve 5 can enable the first air spring 41 and the second air spring 42 to be always in a communication state.
The first air spring 41 and the second air spring 42 may be air springs disposed on two sides of the rail vehicle, so that the suspension stiffness and strength on two sides of the rail vehicle can be adjusted by adjusting the air pressure of the first air spring 41 and the air pressure of the second air spring 42.
Therefore, the air pressure in the first air spring 41 and the air pressure in the second air spring 42 are kept close to each other, and the structural strength and the rigidity of the first air spring 41 and the second air spring 42 are the same, so that the supporting effects of the first air spring 41 and the second air spring 42 on the two sides of the railway vehicle are close to each other, the two sides of the railway vehicle are further ensured to be in a balanced state, the conditions that one side of the railway vehicle is high and the other side of the railway vehicle is low are avoided, the inclination angle of the railway vehicle is prevented from turning over the side of the railway vehicle, and the running safety of the.
According to the air source system 100 for the railway vehicle, air supplement can be carried out on each air spring of a carriage, and when an air leakage fault occurs at a certain position of the air source system 100, the fault position can be quickly positioned, so that quick overhaul is facilitated. And a differential pressure valve 5 is arranged between the first air spring 41 and the second air spring 42 which are positioned at two sides of the railway vehicle, so that the first air spring 41 and the second air spring 42 keep pressure balance, the inclination angle of the railway vehicle is prevented from being too large, and the body of the railway vehicle is more stable.
In some embodiments, as shown in fig. 1-3, 5-6, the first branch line B1 is provided with a first control valve 31, the first control valve 31 being provided between the inlet end of the first air reservoir 21 and the main line a. In this way, the connection state of the first branch line B1 and the main line a can be adjusted by switching the operating state of the first control valve 31, and then when gas needs to be supplemented into the first gas cylinder 21, the first branch line B1 is communicated with the main line a through the first control valve 31, so that the gas generated by the gas supply component 1 can enter the first gas cylinder 21 through the main line a. And after the first air cylinder 21 is completely inflated, the first control valve 31 is closed so that the air pressure in the first air cylinder 21 is kept stable.
As shown in fig. 1 to 3 and 5 to 6, the second branch line B2 is provided with a second control valve 32, and the second control valve 32 is provided between the inlet end of the second air cylinder 22 and the main line a. In this way, the connection state of the second branch line B2 and the main line a can be adjusted by switching the operating state of the second control valve 32, and when gas needs to be replenished into the second gas cylinder 22, the second branch line B2 is communicated with the main line a through the second control valve 32, so that the gas generated by the gas supply component 1 can enter the second gas cylinder 22 through the main line a. And after the second air cylinder 22 is completely inflated, the second control valve 32 is closed so that the air pressure in the second air cylinder 22 is kept stable.
Therefore, the connection state between the first branch pipeline B1 and the main pipeline a and the connection state between the second branch pipeline B2 and the main pipeline B can be flexibly switched by arranging the first control valve 31 and the second control valve 32, so that the wind source system 100 can well meet the current working requirement, and the adaptability and the structural flexibility of the wind source system 100 are improved.
As shown in fig. 2 and 6, the first control valve 31 and the second control valve 32 are both two-position three-way valves.
The first control valve 31 is configured to be single-directionally conductive from the main line a to the first air cylinder 21. Like this, when filling gas into first gas receiver 21, the gaseous current accessible first control valve 31 in the main pipeline A flows to in the first branch pipeline B1 to in getting into first gas receiver 21, realize gas filling, and the gas in the first gas receiver 21 can not flow back to main pipeline A, and consequently, can guarantee that the atmospheric pressure in the first gas receiver 21 is stable, and make the process of gas filling have the unidirectionality.
The second control valve 32 is configured to be unidirectionally conductive from the main line a to the second air cylinder 22. Like this, when filling gas into the second air cylinder 22, the air current accessible second control valve 32 in the main pipeline A flows to in the second branch pipeline B2 to get into the second air cylinder 22, realize that gas fills, and the gas in the second air cylinder 22 can not flow backward to main pipeline A, and consequently, can guarantee that the atmospheric pressure in the second air cylinder 22 is stable, and make the process of gas filling have the unidirectionality.
The first control valve 31 has a first working position and a second working position, wherein when the air pressure in the first air cylinder 21 is smaller than a first preset air pressure value, the first control valve 31 is in the first working position, the main pipeline a is in one-way communication with the first air cylinder 21, and the gas supply component replenishes gas into the first air cylinder 21; when the air pressure in the first air cylinder 21 is greater than the second preset air pressure value, the first control valve 31 is in the second working position, the main pipeline a is disconnected from the first air cylinder 21, and no air flows between the air supply component and the first air cylinder 21. The first preset air pressure value can be set to be 6.0 bar-7.0 bar, the second preset air pressure value can be set to be 8 bar-10 bar, the first preset air pressure value can be set to be 6.5bar, and the second preset air pressure value can be set to be 9 bar.
The second control valve 32 has a first working position and a second working position, wherein when the air pressure in the second air cylinder 22 is smaller than a first preset air pressure value, the second control valve 32 is in the first working position, the main pipeline a is in one-way communication with the second air cylinder 22, and the gas supply component replenishes gas into the second air cylinder 22; when the air pressure in the second air cylinder 22 is greater than the second preset air pressure value, the second control valve 32 is in the second working position, the main pipeline a is disconnected from the second air cylinder 22, and no air flows between the air supply component and the second air cylinder 22.
As shown in fig. 2, 5 to 6, the branch duct C is provided with a third control valve 33, a fourth control valve 34, and a fifth control valve 35.
A third control valve 33 is arranged between the first branch pipeline B1 and a third branch pipeline B3 adjacent to the first branch pipeline B1, namely, the third control valve 33 is arranged at a part, located between the first branch pipeline B1 and the third branch pipeline B3, of the branch air duct C, so that the working state of the third control valve 33 can be switched, gas in the first branch pipeline B1 and the first air storage cylinder 21 can enter the third branch pipeline B3 through the third control valve 33, gas supplement can be carried out on a carriage in the middle of the railway vehicle, and the structural rigidity of the air spring in the carriage is ensured.
A fourth control valve 34 is arranged between the second branch pipeline B2 and the third branch pipeline B3 adjacent to the second branch pipeline B2, that is, the fourth control valve 34 is arranged at the part of the branch air pipe C between the second branch pipeline B2 and the third branch pipeline B3, so that the gas in the second branch pipeline B2 and the second air cylinder 22 can enter the third branch pipeline B3 through the fourth control valve 34 by switching the working state of the fourth control valve 34, and the gas can be supplemented to the carriage in the middle of the railway vehicle, thereby ensuring the structural rigidity of the air inside the carriage of the gas spring.
In this way, by switching the operation state of the third control valve 33 or the fourth control valve 34, at least one of the first air cylinder 21 and the second air cylinder 22 can be replenished with gas into the third branch line B3. The first air cylinder 21 and the second air cylinder 22 can separately fill the third branch line B3 with gas, or simultaneously communicate with the third branch line B3, so as to improve the gas filling efficiency. And when one of the first air cylinder 21 and the second air cylinder 22 fails, the other air cylinder can be used as a standby air source, so that the reliability and the safety of the use of the air source system 100 are improved, and the fault working state can be adapted.
As shown in fig. 2 and 6, the third control valve 33 and the fourth control valve 34 are both two-position three-way valves.
The third control valve 33 is configured to be unidirectionally conductive from the first branch line B1 to the third branch line B3. Thus, when the third branch line B3 is filled with gas, the gas flow in the first air storage cylinder 21 can flow into the third branch line B3 through the third control valve 33 and enter the air springs of each compartment, so that the gas filling is realized, and the gas in the third branch line B3 cannot flow back to the first air storage cylinder 21, so that the gas pressure in the third branch line B3 can be ensured to be stable, and the gas filling process has unidirectionality.
The fourth control valve 34 is configured to be unidirectionally communicable from the second branch line B2 to the third branch line B3. In this way, when the third branch line B3 is filled with gas, the gas flow in the second air storage cylinder 22 can flow into the third branch line B3 through the fourth control valve 34 and enter the air springs of each compartment, so that the gas filling is realized, and the gas in the third branch line B3 cannot flow back to the second air storage cylinder 22, so that the gas pressure in the third branch line B3 can be ensured to be stable, and the gas filling process has unidirectionality.
The third control valve 33 and the fourth control valve 34 have a first working position and a second working position, wherein when the air pressure in the third branch pipe B3 is smaller than a first preset air pressure value, the third control valve 33 and/or the fourth control valve 34 are/is in the first working position, the first branch pipe B1 and/or the second branch pipe B2 are/is in one-way communication with the third branch pipe B3, and the gas supply part replenishes gas into the third branch pipe B3; when the air pressure in the third branch pipe B3 is greater than the second preset air pressure value, the third control valve 33 and/or the fourth control valve 34 are/is at the second working position, the first branch pipe B1 and/or the second branch pipe B2 are/is disconnected from the second air reservoir 22, and no air flows between the first branch pipe B1 and the second branch pipe B2 and the second air reservoir 22.
Therefore, by arranging the third control valve 33 and the fourth control valve 34, the one-way filling of the first air storage cylinder 21 or the second air storage cylinder 22 to the third branch pipeline B3 can be realized when the air source system 100 is filled with air, the gas is prevented from flowing reversely, and the working reliability and safety of the air source system 100 are improved.
As shown in fig. 2, 3 and 6, when there are at least two third branch lines B3, a fifth control valve 35 is provided between two adjacent third branch lines B3. In this way, the connection state between the third branch pipes B3 can be controlled by the fifth control valve 35 to adjust the air pressure between the third branch pipes B3 according to actual needs, so that the air pressure of the third branch pipe B3 in each compartment can meet the use requirement.
As shown in fig. 2 and 6, the fifth control valve 35 is a differential pressure valve, that is, a differential pressure valve is provided between two adjacent third branch pipes B3, so that the air pressure of each third branch pipe B3 can be kept balanced by providing the differential pressure valve. The air pressure phase difference of the air springs of each carriage of the railway vehicle is small, and therefore the suspension performance of each carriage is more balanced, and each carriage of the railway vehicle is safe and stable.
As shown in fig. 4, a sixth control valve 36 is provided between the first air spring 41 and the air reservoir, and a seventh control valve 37 is provided between the second air spring 42 and the air reservoir.
As shown in fig. 4, the sixth control valve 36 is connected to the first air spring 41, the sixth control valve 36 is configured to inflate and deflate the first air spring 41, and the sixth control valve 36 is connected between the air reservoir and the first air spring 41. Thus, the air reservoir can be selectively communicated with the first air spring 41 by switching the operating state of the sixth control valve 36. If the sixth control valve 36 is opened, the air reservoir is communicated with the first air spring 41, so that the air reservoir can supplement air to the first air spring 41, and the structural strength of the first air spring 41 is further improved; when the sixth control valve 36 is closed, the air pressure in the first air spring 41 is kept stable, so that the first air spring 41 stably supports the rail vehicle.
As shown in fig. 4, the seventh control valve 37 is connected to the second air spring 42, the seventh control valve 37 is configured to inflate and deflate the second air spring 42, and the seventh control valve 37 is connected between the air reservoir and the second air spring 42. Thus, the air reservoir can be selectively communicated with the second air spring 42 by switching the operating state of the seventh control valve 37. If the seventh control valve 37 is opened, the air reservoir is communicated with the second air spring 42, so that the air reservoir can supplement air to the second air spring 42, and the structural strength of the second air spring 42 is improved; when the seventh control valve 37 is closed, the air pressure in the second air spring 42 is kept stable, so that the second air spring 42 stably supports the rail vehicle.
The differential pressure valve 5 communicates with the first air spring 41 through the sixth control valve 36 and communicates with the second air spring 42 through the seventh control valve 37. Thus, the differential pressure valve 5 connects the first air spring 41 and the second air spring 42 by using the valve port design of the first control valve 31 and the sixth control valve 36, and it is not necessary to separately set a pipeline connected with the first air spring 41 and the second air spring 42 for the differential pressure valve 5, and it is also not necessary to set a port for connecting the differential pressure valve 5 in the first air spring 41 and the second air spring 42, so that the installation is convenient, and the reduction of the whole design cost is facilitated.
As shown in fig. 4, the sixth control valve 36 is provided with a first port a and a second port b, the first port a of the sixth control valve 36 is connected to the first air spring 41, and the first port a of the sixth control valve 36 and the second port b of the sixth control valve 36 are set to be in constant communication, that is, the first air spring 41 and the second port b of the sixth control valve 36 are in constant communication. The seventh control valve 37 is provided with a first port a and a second port b, the first port a of the seventh control valve 37 is connected with the second air spring 42, and the first port a of the seventh control valve 37 is normally communicated with the second port b of the seventh control valve 37, that is, the second air spring 42 is normally communicated with the second port b of the seventh control valve 37.
As shown in fig. 3, the second port b of the sixth control valve 36 and the second port b of the seventh control valve 37 are connected to two ports of the differential pressure valve 5, that is, the differential pressure valve 5 includes two ports, the second port b of the sixth control valve 36 is connected to one port of the differential pressure valve 5, the second port b of the seventh control valve 37 is connected to the other port of the differential pressure valve 5, and the two ports of the differential pressure valve 5 are communicated, thus, the first air spring 41 is communicated with the second air spring 42 through the first valve port a of the sixth control valve 36, the second valve port b of the sixth control valve 36, the differential pressure valve 5, the first valve port a of the seventh control valve 37 and the second valve port b of the seventh control valve 37, so that the first air spring 41 is connected with the second air spring 42, therefore, the pressures of the first air spring 41 and the second air spring 42 can be effectively equalized, and the pressure difference between the two can be reduced.
As shown in fig. 3, each of the sixth control valve 36 and the seventh control valve 37 further includes a third port c for connecting to an air reservoir, and a fourth port d in a normally closed state, and each of the first port a and the second port b is configured to selectively communicate with one of the third port c and the fourth port d.
Wherein the sixth control valve 36 and the seventh control valve 37 each have three operating positions, i.e. the sixth control valve 36 and the seventh control valve 37 each have a first operating position, a second operating position and a third operating position.
When the sixth control valve 36 and the seventh control valve 37 are in the first working position, the first port a and the second port b are both communicated with the third port c, that is, the first port a and the second port b are both communicated with the air reservoir through the third port c.
Thus, when the third port c of the sixth control valve 36 communicates with the first port a (second port b) of the sixth control valve 36, the gas in the gas tank can enter the first air spring 41, the differential pressure valve 5, and the second air spring 42 through the third port c of the sixth control valve 36; when the third port c of the seventh control valve 37 communicates with the first port a (second port b) of the seventh control valve 37, the gas in the gas tank can also enter the second air spring 42, the differential pressure valve 5, and the first air spring 41 through the third port c of the seventh control valve 37.
Therefore, when one of the sixth control valve 36 or the seventh control valve 37 is in the first working position, the air storage cylinder can inject air into the first air spring 41 and the second air spring 42, so that the air can be supplemented, the sixth control valve 36 and the seventh control valve 37 do not need to be switched to the first working position, and the operation is simple and easy to realize.
When the sixth control valve 36 and the seventh control valve 37 are in the second working position, the first port a and the second port b are both communicated with the fourth port d. At this time, the gas in the first and second air springs 41 and 42 cannot flow to the outside through the sixth and seventh control valves 36 and 37.
It should be noted that the closing structure of the fourth valve port d is configured to be openable, so that when the air pressure in the first air spring 41 and the second air spring 42 is too high, the first valve port a, the second valve port b and the fourth valve port d are communicated, and the closing structure on the fourth valve port d is opened, so that the gas in the first air spring 41 and the second air spring 42 can be partially discharged, and thus, the structural strength of the first air spring 41 and the second air spring 42 is not too high, and the vibration of the rail vehicle can be effectively reduced.
When the sixth control valve 36 and the seventh control valve 37 are in the third operating position, the first port a and the second port b are both disconnected from the third port c and are both disconnected from the fourth port d, that is, only the first port a and the second port b of the ports of the sixth control valve 36 are communicated, and only the first port a and the second port b of the ports of the seventh control valve 37 are communicated, so as to communicate the first air spring 41 and the second air spring 42 through the differential valve 5.
Therefore, a user can flexibly switch the working position of the sixth control valve 36 or the seventh control valve 37 according to the actual conditions of the first air spring 41 and the second air spring 42, so that the first air spring 41 and the second air spring 42 can meet the current use requirement, and the use flexibility of the air spring assembly is improved.
As shown in fig. 1 to 3, the gas supply unit 1 includes an air compressor 11 and an aftertreatment module 12, the aftertreatment module 12 is connected downstream of the air compressor 11, i.e., an outlet end of the air compressor 11 is connected to an inlet end of the aftertreatment module 12, and an outlet end of the aftertreatment module 12 is connected to an end of the main pipeline a. Like this, the compressed gas that air compressor machine 11 produced flows to aftertreatment module 12 to flow to the gas receiver temporary storage in distributing each branch pipe way in main line A through aftertreatment module 12, rational in infrastructure, control is convenient.
The air compressor 11 is electrically connected to the controller 13, and the controller 13 is configured to control the operating state of the air compressor 11, so as to control the air compressor 11 to be turned on when gas is required to be supplemented in the gas storage component.
Here, the air compressors 11 of the two air supply units 1 are individually controlled by the respective controllers 13, so that, when one air compressor 11 and the corresponding controller 13 are out of order, the other air compressor 11 and the corresponding controller 13 are not affected, and air can be output to the respective branch pipes of the wind source system 100.
The application also provides a rail vehicle.
According to the railway vehicle of the embodiment of the application, the air source system 100 for the railway vehicle of any one of the embodiments is provided, the first air cylinder 21 and the second air cylinder 22 are respectively arranged in the front end carriage and the rear end carriage, and the first air cylinder 21 and the second air cylinder 22 can be selectively communicated with the air distribution pipe C connected between the carriages, so that air supplement can be carried out on air springs of each carriage of the railway vehicle, and when an air leakage fault occurs at a certain position of the air source system 100, the fault position can be quickly located, and quick maintenance can be conveniently realized.
And the first air springs 41 and the second air springs 42 on the two sides of the railway vehicle are connected through the differential pressure valve 5, so that the rigidity and the strength of the suspensions on the two sides of the railway vehicle are more balanced, the vehicle body is prevented from tilting at a large angle to influence the operation safety, and the operation safety of the railway vehicle is improved.
In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.
In the description of the present application, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present application, "a plurality" means two or more.
In the description of the present application, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact not directly but via another feature therebetween.
In the description of the present application, the first feature being "on," "above" and "over" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature.
In the description herein, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A wind source system for a rail vehicle, comprising:
a gas supply part;
a main pipeline, both ends of which are respectively connected with the gas supply components;
the air storage device comprises a first branch pipeline, a second branch pipeline and at least one third branch pipeline, wherein the first branch pipeline and the second branch pipeline are respectively connected with the main pipeline;
the air distributing pipe is connected between the first branch pipeline and the second branch pipeline, and at least one third branch pipeline is connected with the air distributing pipe; wherein
The first branch pipeline, the second branch pipeline and the third branch pipeline are respectively connected with a first air spring and a second air spring, and a differential pressure valve is arranged between the first air spring and the second air spring.
2. The wind source system for a railway vehicle of claim 1,
the first branch pipeline is provided with a first control valve which is arranged between the inlet end of the first air cylinder and the main pipeline;
the second branch pipeline is provided with a second control valve which is arranged between the inlet end of the second air cylinder and the main pipeline;
a third control valve is arranged between the first branch pipeline and the third branch pipeline adjacent to the first branch pipeline;
and a fourth control valve is arranged between the second branch pipeline and the third branch pipeline adjacent to the second branch pipeline.
3. The wind source system for a railway vehicle of claim 2, wherein the first, second, third, and fourth control valves each have a first operating position and a second operating position, wherein
When the air pressure values of the first air cylinder and the second air cylinder are smaller than a first preset air pressure value, the first control valve and the second control valve are located at the first working position, the main pipeline is in one-way conduction with the first air cylinder and the second air cylinder, and when the air pressure values of the first air cylinder and the second air cylinder are larger than a second preset air pressure value, the main pipeline is disconnected with the first air cylinder and the second air cylinder when the first control valve and the second control valve are located at the second working position;
when the air pressure value of the third branch pipeline is smaller than a first preset air pressure value, the third control valve and/or the fourth control valve are/is located at the first working position, the first branch pipeline and/or the second branch pipeline are/is communicated with the third branch pipeline in a one-way mode, when the air pressure value of the third branch pipeline is larger than a second preset air pressure value, the third control valve and/or the fourth control valve are/is located at the second working position, and the first branch pipeline and/or the second branch pipeline are/is disconnected with the third branch pipeline.
4. The wind source system for a railway vehicle according to claim 1, wherein when the number of the third branch pipes is at least two, a fifth control valve is provided between adjacent two of the third branch pipes.
5. The wind source system for a railway vehicle of claim 4, wherein the fifth control valve is a differential pressure valve.
6. The air supply system for a railway vehicle of any one of claims 1 to 5, wherein a sixth control valve is disposed between the first spring and the air reservoir, a seventh control valve is disposed between the second air spring and the air reservoir, and the differential pressure valve is in communication with the first air spring through the sixth control valve and in communication with the second air spring through the seventh control valve.
7. The wind source system for a railway vehicle according to claim 6, wherein the sixth control valve and the seventh control valve are each provided with a first port and a second port;
the first port of the sixth control valve is connected with the first air spring, and the first port of the sixth control valve is normally communicated with the second port of the sixth control valve;
the first port of the seventh control valve is connected with the second air spring, and the first port of the seventh control valve is normally communicated with the second port of the seventh control valve;
and the second port of the sixth control valve and the second port of the seventh control valve are respectively connected with two ports of the differential pressure valve.
8. The air spring assembly of claim 7, wherein the sixth and seventh control valves each further include a third port for connection to an air storage component and a fourth port in a normally closed position, and wherein the first and second ports are each configured to be selectively in communication with the third port, or in communication with the fourth port, or in isolation from both the third and fourth ports.
9. The wind source system for a railway vehicle according to any one of claims 1 to 5, wherein the gas supply means comprises: the air compressor is electrically connected with the controller, the outlet end of the air compressor is connected with the inlet end of the post-processing module, and the outlet end of the post-processing module is connected with the end part of the main pipeline.
10. A rail vehicle, characterized in that a wind source system for a rail vehicle according to any one of claims 1-9 is provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910817837.8A CN112441048B (en) | 2019-08-30 | 2019-08-30 | Wind source system for rail vehicle and rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910817837.8A CN112441048B (en) | 2019-08-30 | 2019-08-30 | Wind source system for rail vehicle and rail vehicle |
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| CN112441048A true CN112441048A (en) | 2021-03-05 |
| CN112441048B CN112441048B (en) | 2023-11-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910817837.8A Active CN112441048B (en) | 2019-08-30 | 2019-08-30 | Wind source system for rail vehicle and rail vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US20010015538A1 (en) * | 2000-02-18 | 2001-08-23 | Bayerische Motoren Werke Aktiengesellschaft | Air spring system for a two axle motor vehicle |
| CN103153749A (en) * | 2010-10-15 | 2013-06-12 | 日本车辆制造株式会社 | Vehicle body tilting device |
| JP2017210174A (en) * | 2016-05-27 | 2017-11-30 | 公益財団法人鉄道総合技術研究所 | Compressed air supply device |
| CN108482409A (en) * | 2018-05-31 | 2018-09-04 | 西南交通大学 | A kind of 6 support and control systems of air spring of medium-and low-speed maglev vehicle |
| CN109094583A (en) * | 2018-09-06 | 2018-12-28 | 中车株洲电力机车有限公司 | Vehicle air-supply pipeline control system and rail vehicle with the system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010015538A1 (en) * | 2000-02-18 | 2001-08-23 | Bayerische Motoren Werke Aktiengesellschaft | Air spring system for a two axle motor vehicle |
| CN103153749A (en) * | 2010-10-15 | 2013-06-12 | 日本车辆制造株式会社 | Vehicle body tilting device |
| JP2017210174A (en) * | 2016-05-27 | 2017-11-30 | 公益財団法人鉄道総合技術研究所 | Compressed air supply device |
| CN108482409A (en) * | 2018-05-31 | 2018-09-04 | 西南交通大学 | A kind of 6 support and control systems of air spring of medium-and low-speed maglev vehicle |
| CN109094583A (en) * | 2018-09-06 | 2018-12-28 | 中车株洲电力机车有限公司 | Vehicle air-supply pipeline control system and rail vehicle with the system |
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| CN112441048B (en) | 2023-11-14 |
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