CN115384572A - High-precision pressure control structure for railway vehicle - Google Patents
High-precision pressure control structure for railway vehicle Download PDFInfo
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- CN115384572A CN115384572A CN202210813167.4A CN202210813167A CN115384572A CN 115384572 A CN115384572 A CN 115384572A CN 202210813167 A CN202210813167 A CN 202210813167A CN 115384572 A CN115384572 A CN 115384572A
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- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 24
- 239000000428 dust Substances 0.000 claims description 6
- 230000009471 action Effects 0.000 abstract description 8
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 238000007789 sealing Methods 0.000 description 9
- 239000012528 membrane Substances 0.000 description 5
- 208000002991 Ring chromosome 4 syndrome Diseases 0.000 description 3
- 208000035389 Ring chromosome 6 syndrome Diseases 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 2
- 239000013589 supplement Substances 0.000 description 2
- 230000004888 barrier function Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000012535 impurity Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/26—Compressed-air systems
- B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
- B60T13/365—Compressed-air systems direct, i.e. brakes applied directly by compressed air for railway vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/021—Railway control or brake valves
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Safety Valves (AREA)
Abstract
The invention discloses a high-precision pressure control structure for a railway vehicle, which comprises a valve main body, wherein a valve sleeve assembly, a middle valve cavity and a piston assembly are arranged in the valve main body, the valve sleeve assembly comprises a valve sleeve, a left valve port of the valve main body is communicated with a left sleeve port of the valve sleeve, a right sleeve port of the valve sleeve is communicated with the middle valve cavity, an upstream sandwich valve and a downstream sandwich valve are arranged in the valve sleeve, a supporting spring is arranged between the upstream sandwich valve and the downstream sandwich valve, the piston assembly penetrates through the right sleeve port to be contacted with the downstream sandwich valve, the piston assembly is blocked between the middle valve cavity and the right valve port of the valve main body, and the middle valve cavity is communicated with an air cylinder port of the valve main body. The invention has the beneficial effects that: the final pressure of the air cylinder is determined by the control spring, and is less influenced by other factors, so that the control precision is higher; when the pressure of the air cylinder is low, the downstream sandwich valve moves leftwards under the action of the mandril, the valve port is opened, and the upstream compressed air enters the air cylinder to ensure the pressure of the air cylinder; when the pressure of the air cylinder is high, the upstream sandwich valve is always tightly attached to the valve seat, and compressed air in the air cylinder cannot flow backwards.
Description
Technical Field
The invention belongs to the technical field of train braking, and particularly relates to a high-precision pressure control structure for a railway vehicle.
Background
The local reducing valve in the existing railway air brake mainly has two functions: firstly, compressed air in a train pipe is charged into a brake cylinder during braking to help the brake cylinder to boost pressure; and secondly, the brake cylinder can obtain the jump initial pressure (more than 50 kPa) during braking, and meanwhile, the brake cylinder pressure is ensured to be more than or equal to the jump initial pressure under the condition of small pressure reduction. Two O-shaped rubber sealing rings are installed on a local reducing valve rod of an existing local reducing valve structure, when the local reducing valve rod moves, the O-shaped sealing rings and a local reducing valve sleeve have large friction resistance, the friction resistance is closely related to the roughness and the lubrication degree of a contact surface, and the fluctuation range of the friction resistance is increased along with the increase of application time, so that the local reducing valve reduces the pressure control precision.
Disclosure of Invention
The invention aims to: the invention provides a high-precision pressure control structure for a railway vehicle, which solves the problem that the pressure control precision is reduced after a local relief valve is used for a long time.
The purpose of the invention is realized by the following technical scheme:
a high-precision pressure control structure for railway vehicles comprises a valve main body, wherein a left valve sleeve assembly, a middle valve cavity and a right piston assembly are arranged in the valve main body, the valve sleeve assembly comprises a valve sleeve, a left valve port of the valve main body is communicated with a left sleeve port of the valve sleeve, a right sleeve port of the valve sleeve is communicated with a middle valve cavity, an upstream sandwich valve and a downstream sandwich valve which move left and right are arranged in the valve sleeve, a supporting spring is arranged between the upstream sandwich valve and the downstream sandwich valve, the upstream sandwich valve is opposite to the left sleeve port of the valve sleeve, the downstream sandwich valve is opposite to the right sleeve port of the valve sleeve, the piston assembly passes through the right sleeve port to be in contact with the downstream sandwich valve, a barrier is formed by the piston assembly which moves left and right between the middle valve cavity and the right valve port of the valve main body, and the middle valve cavity is communicated with an air cylinder port of the valve main body.
Furthermore, the valve body comprises a valve body and a valve cover, the valve body is connected with the valve cover, the valve sleeve assembly, the left valve port and the cylinder port are arranged on the valve body, the right valve port is arranged on the valve cover, and the piston assembly is arranged between the valve body and the valve cover.
Furthermore, the valve body is connected with the valve cover through a bolt and a nut.
Furthermore, a valve seat is arranged on the left side of the valve sleeve, and a left sleeve opening is formed in the valve seat.
Furthermore, a valve seat sealing ring is arranged between the valve seat and the valve sleeve, and a valve seat check ring clamped on the left side of the valve seat is arranged on the valve sleeve.
Furthermore, a valve sleeve sealing ring is arranged between the valve sleeve and the valve main body.
Furthermore, the left sleeve opening and the right sleeve opening are both provided with flanges positioned on the inner sides.
Furthermore, a valve sleeve check ring clamped on the right side of the valve sleeve is arranged on the valve main body.
Furthermore, the piston assembly comprises a push rod, a control spring and a membrane plate, the control spring is arranged between the right side of the membrane plate and the valve main body, the membrane plate is arranged between the middle valve cavity and the right valve port of the valve main body in a separating mode, the left side of the membrane plate is connected with the push rod, and the push rod penetrates through the right sleeve port to be in contact with the downstream sandwich valve.
Furthermore, a spring seat for supporting the control spring is arranged on the valve main body, and a dust filter disc is arranged at the right valve port of the valve main body.
Furthermore, the ejector rod is of a cross-shaped section.
Further, the piston assembly still include the piston rod, the cover is equipped with piston, diaphragm plate and lower piston on the piston rod, the left side of piston is established to the piston rod card, the diaphragm plate card is established between last piston and lower piston, the piston lock nut who connects compresses tightly the right side of piston down on the piston rod, the left side and the ejector pin of piston rod are connected, control spring establishes between the right side and the valve main part of piston down.
Furthermore, a dark channel is arranged on the valve sleeve and is communicated with the middle valve cavity and the air cylinder opening.
The invention has the beneficial effects that:
(1) The pressure control precision is high: the final pressure of the air cylinder is mainly determined by the working load of the control spring (the load of the control spring when the local reduction action is finished), and the final pressure is less influenced by other factors and has higher control precision.
(2) The air cylinder automatically supplements air: when the pressure of the air reservoir is lower than the set pressure, the ejector rod moves leftwards under the action of the control spring, the left-moving valve port of the downstream sandwich valve is opened, and the upstream compressed air enters the air reservoir, so that the pressure of the air reservoir is always kept at the set value.
(3) The technology for preventing the pressure air of the air cylinder from flowing backwards: when the pressure of the air cylinder is higher than the pressure of a train pipe, the upstream sandwich valve is always tightly attached to the valve seat under the action of the supporting spring, and compressed air in the air cylinder cannot flow back to enter the upstream.
The main scheme and each further selected scheme of the invention can be freely combined to form a plurality of schemes which are adopted and claimed by the invention; in the invention, the selection (each non-conflict selection) and other selections can be freely combined. The skilled person in the art can understand that there are many combinations, which are all the technical solutions to be protected by the present invention, according to the prior art and the common general knowledge after understanding the scheme of the present invention, and the technical solutions are not exhaustive herein.
Drawings
Fig. 1 is a schematic structural view of the present invention.
Fig. 2 is a schematic structural view of the components of the valve sleeve of the present invention.
Fig. 3 is a schematic structural view of the valve sleeve of the present invention.
Fig. 4 is a schematic structural view of the piston assembly of the present invention.
Fig. 5 is a schematic structural view of the jack of the present invention.
In the figure: the valve comprises a valve body-1, a valve seat retainer-2, a valve seat-3, a valve seat seal ring-4, an upstream sandwich valve-5, a valve sleeve seal ring-6, a support spring-7, a downstream sandwich valve-8, a push rod-9, a valve sleeve-10, a control spring-11, a valve cover-12, a spring seat-13, a dust filter sheet-14, a bolt-15, a piston locking nut-16, a piston rod-17, an upper piston-18, a diaphragm plate-19, a lower piston-20, a valve sleeve retainer-21 and a nut-22.
Detailed Description
The following non-limiting examples serve to illustrate the invention.
Example 1:
referring to fig. 1 to 5, a high-precision pressure control structure for a railway vehicle comprises a valve main body, wherein a left valve sleeve assembly, a middle valve cavity and a right piston assembly are arranged in the valve main body, the valve main body comprises a valve body 1, a valve cover 12, a dust filter 14, a bolt 15 and a nut 22, the valve cover assembly comprises a valve seat retainer ring 2, a valve seat 3, a valve seat seal ring 4, an upstream sandwich valve 5, a valve cover seal ring 6, a supporting spring 7, a downstream sandwich valve 8, a valve cover 10 and a valve cover retainer ring 21, and the piston assembly comprises a push rod 9, a control spring 11, a valve cover 12, a spring seat 13, a piston locking nut 16, a piston rod 17, an upper piston 18, a diaphragm plate 19 and a lower piston 20.
The valve body is a mounting structure of the main body and is divided into a valve body 1 and a valve cover 12 so as to be convenient to process and manufacture, the valve body 1 is connected with the valve cover 12 through a bolt 15 and a nut 22, the valve body 1 and the valve cover 12 are fixedly connected to form a whole, a valve sleeve assembly, a left valve port and a cylinder port are arranged on the valve body 1, a right valve port is arranged on the valve cover 12, and a piston assembly is arranged between the valve body 1 and the valve cover 12.
The valve sleeve 10 is arranged in the left side of the valve body 1, and the valve sleeve retainer ring 21 clamped on the right side of the valve sleeve 10 is arranged on the valve body 1, so that the valve sleeve 10 is clamped and fixed on the valve body 1. A valve sleeve sealing ring 6 is arranged between the valve sleeve 10 and the valve body 1, so that the sealing performance of a gap between the valve sleeve 10 and the valve body 1 is ensured.
The left side of the valve sleeve 10 is provided with a valve seat 3, the valve sleeve 10 is provided with a valve seat check ring 2 clamped on the left side of the valve seat 3, and the valve seat 3 is clamped and fixed on the valve sleeve 10. And a valve seat sealing ring 4 is arranged between the valve seat 3 and the valve sleeve 10, so that the sealing property of a gap between the valve seat 3 and the valve sleeve 10 is ensured. The valve seat 3 is provided with a left sleeve opening to realize ventilation on the left side of the valve sleeve 10.
The interior of the valve sleeve 10 is a hollow channel, the left valve port of the valve body 1 is communicated with the left sleeve opening of the valve seat 3, so that the left valve port is communicated with the interior of the valve sleeve, the right sleeve opening of the valve sleeve 10 is communicated with the middle valve cavity, and the middle valve cavity is communicated with the interior of the valve sleeve.
An upstream sandwich valve 5 and a downstream sandwich valve 8 which move left and right are arranged in the valve sleeve 10, a supporting spring 7 is arranged between the upstream sandwich valve 5 and the downstream sandwich valve 8, and the supporting spring 7 provides an acting force for supporting outwards. The upstream sandwich valve 5 is opposite to the left sleeve opening of the valve seat 3, and when the upstream sandwich valve 5 is jointed with the left sleeve opening, the left sleeve opening is closed. The downstream sandwich valve 8 is opposite the right cuff of the valve housing 10, which closes when the downstream sandwich valve 8 is engaged with the right cuff. The left sleeve opening and the right sleeve opening are both provided with flanges located on the inner sides, and when the sleeve opening is closed, the sandwich valve is attached to the sleeve opening in a sealing mode.
The piston rod 17 is sleeved with an upper piston 18 on the left side, a diaphragm plate 19 in the middle and a lower piston 20 on the right side, the piston rod 17 is clamped on the left side of the upper piston 18, the diaphragm plate 19 is clamped between the upper piston 18 and the lower piston 20, a piston locking nut 16 connected to the piston rod 17 presses the right side of the lower piston 20, and the upper piston 18, the diaphragm plate 19 and the lower piston 20 are fixedly mounted on the piston rod 17 by the piston locking nut 16 so as to integrally move left and right.
In order to control the final pressure of the air cylinder, the left side of the piston rod 17 is fixedly connected with the ejector rod 9, and the control spring 11 is arranged between the right side of the lower piston 20 and the valve cover 12. The piston assembly moves left and right under the combined action of the control spring 11 and the pressure of the air cylinder to drive the ejector rod 9 to move.
The control spring 11 provides acting force to the left for the piston rod 17, and under normal conditions, the ejector rod 9 penetrates through the right sleeve opening to be in contact with the downstream sandwich valve 8, so that the downstream sandwich valve 8 is ejected away from the right sleeve opening, and the valve sleeve 10 is communicated with the middle valve cavity. The ejector rod 9 is of a cross-shaped cross section, so that the cross-shaped groove in the ejector rod 9 can realize air circulation under the condition that the ejector rod 9 penetrates through the right sleeve opening.
In order to make the right cavity formed by the piston communicate with the atmosphere, a right valve port is drilled on the valve cover 12. The diaphragm plate 19 is clamped between the valve body 1 and the valve cover 12, so that the diaphragm plate 19 is separated between the middle valve cavity and the right valve opening of the valve cover 12, and the pressure difference between the middle valve cavity and the right valve opening can act on the diaphragm plate 19, so that the diaphragm plate 19 moves left and right and simultaneously drives the piston rod 17 to move, and the control effect on the downstream sandwich valve 8 is realized.
The valve cover 12 is provided with a spring seat 13 supporting the control spring 11. The right valve port of the valve cover 12 is provided with a dust filter 14, and the dust filter 14 filters air to prevent impurities from entering the right valve port to pollute the air. The valve pocket 10 is provided with a dark channel which is communicated with the middle valve cavity and the air cylinder opening.
When the air pressure valve works, pressure air enters from the left valve port, pushes the upstream sandwich valve away to enter the valve sleeve, enters the middle valve cavity on the left side of the membrane plate through the cross groove in the ejector rod, then enters the air cylinder port through the blind channel in the valve sleeve, and then enters the downstream air cylinder. In the process that the pressure air continuously enters the air cylinder, the pressure of the air cylinder continuously rises, namely the pressure in the cavity on the left side of the diaphragm plate continuously rises, so that the piston assembly can overcome the compression force of the control spring and move towards the right side. Meanwhile, the mandril and the downstream sandwich valve move rightwards under the action of the supporting spring. When the downstream sandwich valve moves for a certain distance, the downstream sandwich valve is attached to the right sleeve opening of the valve sleeve, a passage between upstream air and a downstream air cylinder is cut off, the air cylinder pressurization process is finished, and the air cylinder reaches a set pressure.
When the pressure of the air cylinder is reduced due to leakage or other reasons and is lower than the set pressure, the ejector rod moves leftwards under the action of the control spring, the left-moving valve port of the downstream sandwich valve is opened, and the upstream compressed air enters the air cylinder, so that the pressure of the air cylinder is always kept at the set value, and the automatic air supplement of the air cylinder is realized. When the pressure of the air cylinder is higher than the pressure of a train pipe, the upstream sandwich valve is always tightly attached to the valve seat under the action of the supporting spring, compressed air in the air cylinder cannot flow back to enter the upstream, and backflow of the air cylinder pressure air is prevented.
The foregoing basic embodiments of the invention and their various further alternatives can be freely combined to form multiple embodiments, all of which are examples of what the invention can employ and claim. In the scheme of the invention, each selection example can be combined with any other basic example and selection example at will.
The above description is intended to be illustrative of the preferred embodiment of the present invention and should not be taken as limiting the invention, but rather, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.
Claims (10)
1. A high-precision pressure control structure for a railway vehicle, comprising a valve main body, characterized in that: the valve is characterized in that a left valve sleeve assembly, a middle valve cavity and a right piston assembly are arranged in the valve main body, the valve sleeve assembly comprises a valve sleeve (10), a left valve port of the valve main body is communicated with a left sleeve port of the valve sleeve (10), a right sleeve port of the valve sleeve (10) is communicated with the middle valve cavity, an upstream sandwich valve (5) and a downstream sandwich valve (8) which move left and right are arranged in the valve sleeve (10), a supporting spring (7) is arranged between the upstream sandwich valve (5) and the downstream sandwich valve (8), the upstream sandwich valve (5) is opposite to the left sleeve port of the valve sleeve (10), the downstream sandwich valve (8) is opposite to the right sleeve port of the valve sleeve (10), the piston assembly penetrates through the right sleeve port to be in contact with the downstream sandwich valve (8), the piston assembly which moves left and right is separated between the middle valve cavity and the right valve port of the valve main body, and the middle valve cavity is communicated with an air cylinder port of the valve main body.
2. A high-precision pressure control structure for a railway vehicle according to claim 1, characterized in that: the valve body comprises a valve body (1) and a valve cover (12), the valve body (1) is connected with the valve cover (12), a valve sleeve assembly, a left valve port and a cylinder port are arranged on the valve body (1), a right valve port is arranged on the valve cover (12), and a piston assembly is arranged between the valve body (1) and the valve cover (12).
3. A high precision pressure control structure for railway vehicles according to claim 1, characterized in that: the left side of valve barrel (10) be equipped with disk seat (3), be equipped with left cover mouth on disk seat (3).
4. A high-precision pressure control structure for a railway vehicle according to claim 3, characterized in that: the valve sleeve (10) is provided with a valve seat retainer ring (2) clamped on the left side of the valve seat (3).
5. A high-precision pressure control structure for a railway vehicle according to claim 1 or 3, characterized in that: and flanges positioned on the inner sides are arranged at the left sleeve opening and the right sleeve opening.
6. The high-precision pressure control structure for a railway vehicle according to claim 1 or 2, characterized in that: the valve body is provided with a valve sleeve check ring (21) clamped on the right side of the valve sleeve (10).
7. A high-precision pressure control structure for a railway vehicle according to claim 1, characterized in that: the piston assembly comprises a push rod (9), a control spring (11) and a diaphragm plate (19), the control spring (11) is arranged between the right side of the diaphragm plate (19) and the valve main body, the diaphragm plate (19) is separated between the middle valve cavity and the right valve port of the valve main body, the left side of the diaphragm plate (19) is connected with the push rod (9), and the push rod (9) penetrates through the right sleeve port to be in contact with the downstream sandwich valve (8).
8. A high-precision pressure control structure for a railway vehicle according to claim 7, characterized in that: the valve is characterized in that a spring seat (13) for supporting the control spring (11) is arranged on the valve body, a dust filter sheet (14) is arranged at the right valve port of the valve body, and the ejector rod (9) is of a cross-shaped cross section.
9. The high-precision pressure control structure for a railway vehicle according to claim 7 or 8, characterized in that: piston constitute and still include piston rod (17), the cover is equipped with piston (18) on piston rod (17), lamina membranacea (19) and lower piston (20), the left side of piston (18) is established in piston rod (17) card, lamina membranacea (19) card is established between last piston (18) and lower piston (20), piston lock nut (16) of connecting on piston rod (17) compress tightly the right side of piston (20) down, the left side and ejector pin (9) of piston rod (17) are connected, control spring (11) are established between the right side and the valve main part of piston (20) down.
10. A high-precision pressure control structure for a railway vehicle according to claim 1, characterized in that: the valve sleeve (10) is provided with a dark channel which is communicated with the middle valve cavity and the air cylinder opening.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210813167.4A CN115384572B (en) | 2022-07-12 | 2022-07-12 | High-precision pressure control structure for railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210813167.4A CN115384572B (en) | 2022-07-12 | 2022-07-12 | High-precision pressure control structure for railway vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN115384572A true CN115384572A (en) | 2022-11-25 |
| CN115384572B CN115384572B (en) | 2024-07-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210813167.4A Active CN115384572B (en) | 2022-07-12 | 2022-07-12 | High-precision pressure control structure for railway vehicle |
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| Country | Link |
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| CN (1) | CN115384572B (en) |
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| JP2002002479A (en) * | 2001-05-21 | 2002-01-09 | Nabco Ltd | Brake pressure control valve device for air brake system |
| JP2006342927A (en) * | 2005-06-10 | 2006-12-21 | Tgk Co Ltd | Backflow preventing device |
| CN201221632Y (en) * | 2008-05-15 | 2009-04-15 | 王扬平 | Balance pressure water-compensating valve |
| CN201970991U (en) * | 2011-04-14 | 2011-09-14 | 北京南车时代机车车辆机械有限公司 | Air control valve and air brake |
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| CN203020302U (en) * | 2012-12-24 | 2013-06-26 | 青岛四方车辆研究所有限公司 | Relay valve for railway vehicle braking system |
| CN105501247A (en) * | 2016-01-13 | 2016-04-20 | 同济大学 | Braking system for freight train |
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| US6161570A (en) * | 1999-06-01 | 2000-12-19 | Tyco Flow Control, Inc. | Pilot-operated relief valve |
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| Publication number | Publication date |
|---|---|
| CN115384572B (en) | 2024-07-23 |
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