CN203472877U - Parking braking control valve of goods wagon - Google Patents
Parking braking control valve of goods wagon Download PDFInfo
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- CN203472877U CN203472877U CN201320585947.4U CN201320585947U CN203472877U CN 203472877 U CN203472877 U CN 203472877U CN 201320585947 U CN201320585947 U CN 201320585947U CN 203472877 U CN203472877 U CN 203472877U
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Abstract
The utility model discloses a parking braking control valve of a goods wagon. The parking braking control valve of the goods wagon comprises an inflation and deflation portion, a double-air-control reversing portion, an air inlet connector, an energy storage brake connector and a train brake cylinder connector. When the parking braking control valve of the goods wagon works, the air inlet connector of the parking braking control valve is connected with a train air main through a filter and a stop valve, the energy storage brake connector is connected with an inflation and deflation flange joint of an energy storage type parking brake, and the train brake cylinder connector is connected with an air inlet and outlet flange joint of a train brake cylinder through a ball valve. The parking braking control valve of the goods wagon is simple and compact in structure, stable and reliable in motion and small in needed train air quantity, the train brake cylinder and the energy storage type parking brake can work in a cooperative mode, parking braking can be automatically eliminated and used without having an influence on the normal train functions of traveling, braking and relief, it is ensured that parking braking force of the whole goods wagon is uniform, the time for parking braking is greatly shortened, an operator can easily find that parking braking is not eliminated, and tread scratches, caused by misoperation, of the goods wagon can be avoided.
Description
Technical field
The utility model relates to railway truck stopping brake technology, refers to particularly a kind of railway truck stopping brake control cock.
Background technology
In railway freight-car transporting process, when vehicle orderly shutdown or because breaking down, derailing, in the time of need to being anchored in track, goods yard or overhaul shop, in order to guarantee staff's safety, must on the vehicle of some, implement stopping brake.Stopping brake is a kind of auxiliary standby braking technology of railway truck, for after air-making power is eliminated, makes vehicle continue to keep braking force, prevents that vehicle from moving in orbit and cause safety misadventure.
Traditional railway truck stopping brake mode is mainly to adopt hand brake device to realize, and this device is connected in ratchet handle in railway wagon hand brake mechanism etc. by rotation handwheel or swing, braking force is put on the wheel tread of railway truck.During use, operator must rotate handwheel, swing at least certain angle such as ratchet handle, to guarantee that mechanism can mesh stopping brake.Its advantage is simple in structure, has braking, alleviates and the power of tune function, by increasing movable pulley or auxiliary regulations and parameters, can adapt to the needs of different stopping brake power.But also there is larger defect in it: one, and the size of braking force of train depends on operator's strength size, is affected by human factors and is difficult to control, and causes the braking force of permutation vehicle inconsistent; Its two, high to operator's degree of dependence, exist operator before vehicle operating, to forget the situation that applies release of brake or maloperation, cause not throwing off or throw off insufficient between wheel watt, cause the potential safety hazards such as vehicle flat sliding; Its three, for permutation vehicle, need to carry out one by one the M/C of stopping-down or release of brake, waste time and energy, work efficiency is very low.
In recent years, along with the fast development of rail transportation circuit, during vehicular transport, occur that the circuit of the gradient significantly increases.And the safety that gradient circuit stopping brake is parked etc. as skylight maintenance, down ramp is most important to railway truck, the maximum grade of down ramp has a direct impact the limit speed for braking condition of train and stopping brake safety, because existing trace, train braking cylinder sews phenomenon, can keep 35min when-13 ‰ parking on ramp braking more than, still can guarantee the safety of stopping, but when-18 ‰ parking on ramp braking, can not guarantee to be perfectly safe.Therefore to train braking cylinder tonifying Qi, and replace train braking cylinder enforcement braking just to become very important measure when its braking force is not enough, above function is realized by hand brake device traditionally.But after the potential safety hazard causing based on grade line Louis and permutation vehicle stop, to implement by car hand braking, very large human cost and time cost will be expended, and part circuit regional temperature is up to 40～50 ℃, and adopting is manually infeasible by an enforcement stopping brake substantially.
In order to address the above problem, railway scientific research personnel is seeking the stop device that can substitute hand brake operation always, has developed the parking brake that multiple employing energy storing brake mode or locking keep brake mode.Parking brake is divided into again stand alone type or integrated form two classes according to the physical construction difference of its accumulation of energy part: free-standing parking brake is to adopt accumulation of energy principle make an independent Parking Brake Cylinders and be applied to foundation brake rigging by lever transmission, and Typical Representative has China to adopt in early days the FSS216G type spring wheel skid etc. of French SAB company development in the electric locomotive of 8k type.Integrated form parking brake is to adopt the principles such as locking, accumulation of energy that parking brake mechanism and train braking cylinder and foundation brake rigging are organically closely integrated, be used on the more nervous vehicle in the spaces such as locomotive, subway, motor train unit and subway, main representative has XFD type and the PEC7 type tread braking unit spring stop brake equipment generally adopting on domestic and international locomotive and railcar.
Because integrated form stop device exists the deficiency of following several respects: the one, theory structure is complicated, Product Process manufacture requirement is very high; The 2nd, during catch gear et out of order, affect the wind brake system of train, increased the safety hazard of driving; The 3rd, develop in conjunction with train braking cylinder, difficulty is very large.Therefore adopting the free-standing parking brake of accumulation of energy principle just to become a kind of failure-free selects.
The action principle of energy storing brake is to utilize pressure air Compress Spring stored energy, when spring extends, releases energy by (as spring force), thereby be applied to, is converted into stopping brake power on truck brake rigging device.The compression of spring and elongation adopt air to control, and therefore stop device can be included in train air brake control system, large manipulation work for convenience.
Along with the development of rail vehicles technology, railway truck is also had higher requirement.At present, the foundation brake rigging of railway truck generally adopts tread braking unit, tread braking unit adopts spring energy-storage formula parking brake to provide stopping brake power for vehicle, and spring is energy accumulation when abundant air feed, the braking while being applied to stop when stopping air feed.Compare with hand brake device, owing to not relying on operator's strength size, can provide and stablize lasting braking force, can effectively prevent vehicle mis-usage and the potential safety hazard brought.
Summary of the invention
The purpose of this utility model be exactly to provide a kind of simple and compact for structure, having stable behavior is reliable, required train air quantity is few, can regulate on demand the railway truck stopping brake control cock of the trend of air-flow in train braking cylinder and energy-storage type parking brake.It can make train braking cylinder and parking brake synergy, not affecting that train is normally driven a vehicle, in braking and mitigation capability, can automatically discharge, use stopping brake, and can guarantee permutation vehicle parking braking force uniformity, the time of significantly dwindling stopping brake, when alleviating, stopping brake easily by operator, do not found the vehicle flat sliding of avoiding maloperation to cause yet.
For achieving the above object, the railway truck stopping brake control cock that the utility model is designed, mainly combines by filling discharge portion and double air controlled commutation part, wherein:
The described discharge portion that fills comprises the first valve body, is set side by side with inflation piston and exhaust piston in described the first body cavity; Described inflation piston is separated into inflation piston upper chamber chamber and inflation piston lower chambers by its plunger shaft, and described inflation piston upper chamber chamber one side is provided with intake interface, in described inflation piston lower chambers, is provided with air spring; Described exhaust piston is separated into exhaust piston upper chamber and exhaust piston lower chambers by its plunger shaft, in described exhaust piston upper chamber, be provided with exhaust spring, in described exhaust piston lower chambers, be provided with piston stopper, described inflation piston upper chamber chamber is connected with exhaust piston lower chambers by the first valve inner passage, and described exhaust piston upper chamber one side is provided with the deflation hole being connected with atmosphere by the first valve inner passage.
In described the first valve body, be also provided with transition chamber thereof, described transition chamber thereof is connected with inflation piston upper chamber chamber by air inlet through hole, one end that described air inlet through hole is intersected in transition chamber thereof is provided with the non-return steel ball coordinating with its butt, described non-return steel ball is located by guide spring, one end that described air inlet through hole is intersected in inflation piston upper chamber chamber can be sealed and matched with inflation piston head butt, thereby controls the break-make between inflation piston upper chamber chamber and transition chamber thereof; Described transition chamber thereof is connected with exhaust piston upper chamber by exhaust hole, and one end that described exhaust hole is intersected in exhaust piston upper chamber can be sealed and matched with exhaust piston top butt, thereby controls the break-make between exhaust piston upper chamber and transition chamber thereof.
Described double air controlled commutation part comprises the second valve body being connected with the first valve body, and described the second valve body middle part is provided with spool chamber, in described spool chamber, is provided with spool; In described the second valve body both sides inner chamber, left piston and right piston are set respectively, described left piston is separated into chamber and left piston top chamber at the bottom of left piston by its plunger shaft, and the rod end of described left piston is connected with the left side of spool through left piston top chamber; Described right piston is separated into right piston bottom chamber and right piston top chamber by its plunger shaft, and the rod end of described right piston is connected with the right side of spool through right piston top chamber.
On described the second valve body, be also provided with energy storage brake interface and train braking cylinder interface, described energy storage brake interface is connected with the top through hole of spool chamber, described train braking cylinder interface is connected with the PATENT left side via of spool chamber with chamber at the bottom of left piston simultaneously, the right side through hole of described spool chamber is connected with the transition chamber thereof in the first valve body with right piston bottom chamber simultaneously, in described right piston bottom chamber, is provided with commutation spring.
The left side of described spool can be sealed and matched with the left side wall butt of spool chamber, thereby controls the break-make between energy storage brake interface and train braking cylinder interface; The right side of described spool can be sealed and matched with the right side wall butt of spool chamber, thereby controls the break-make between the transition chamber thereof in energy storage brake interface and the first valve body.
Further, between described non-return steel ball and air inlet through hole, between described inflation piston head and air inlet through hole and be provided with tightening seal washer between described exhaust piston top and exhaust hole.Like this, when inflation piston, non-return steel ball, exhaust piston coordinate with tightening seal washer butt, can guarantee to inflate the on off mode single stable between piston upper chamber chamber and transition chamber thereof and between exhaust piston upper chamber and transition chamber thereof.
Further, between the arranged on left and right sides of described spool and the arranged on left and right sides wall of spool chamber, be also provided with tightening seal washer.Like this, when the left and right side of spool coordinates with tightening seal washer butt, can guarantee the on off mode single stable between the transition chamber thereof between energy storage brake interface and train braking cylinder interface and in energy storage brake interface and the first valve body.
Further, described inflation piston lower chambers, left piston top chamber and right piston top chamber are provided with pneumostome.Like this, can reduce the air resistance in involving chamber, associated piston is slided nimbly and freely therein, the response time of reduction brake control valve, the sensitivity of raising brake control valve.
Again further, described the second valve body is split type structure, and it comprises left side sub-valve body and the sub-valve body in right side, between the sub-valve body in described left side and the sub-valve body in right side and between the sub-valve body in right side and the first valve body, all by gasket seal, is connected.Like this, the valve body of brake control valve is split into three parts, has both been convenient to processing and manufacturing, be also convenient to combination assembling, be also convenient to maintenance and repair.
When railway truck stopping brake control cock of the present utility model is used, its intake interface is connected with train air main with shutoff valve via filter, by train air main, for it, provides control wind regime; Its energy storage brake interface is connected with the exhaust flange joint that fills of energy-storage type parking brake, in order to control the drawhead action of energy-storage type parking brake, the drawhead of energy-storage type parking brake directly or be connected with the hand brake lever in train foundation brake rigging by lever; Its train braking cylinder interface is connected with the turnover gas flange tap of train braking cylinder by ball valve, in order to regulate the pressure state in train braking cylinder.Its principle of work is such:
Vehicle is when normal operation, train air main is inflated to energy-storage type parking brake by brake control valve, drive the drawhead of this parking brake to stretch out, now the hand brake lever in drawhead and train foundation brake rigging is in easy fit state, to train foundation brake rigging production function not, train foundation brake rigging is in relieved state.
When vehicle need to stop, train air main starts air draft decompression, pressurized air in auxiliary reservoir is filled with in it by the turnover gas flange tap of train braking cylinder, and the brake lever that orders about train foundation brake rigging by train braking cylinder produces action, realizes car brakeing and stops.Meanwhile, train air main provides decompression actuating signal to brake control valve, controls gas in energy-storage type parking brake and supplements or to airborne release to train braking cylinder.Like this, can make up on the one hand the deficiency that train braking cylinder causes braking force to reduce because the reason such as sewing, on the other hand when train braking cylinder gaseous tension progressively reduces, when its braking force progressively reduces so that disappears, energy-storage type parking brake is discharge pressure air progressively, and its drawhead is retracted, and drives train foundation brake rigging to make the brake shoe wheel that reclines, realize the stopping brake of full train, and keep stopping brake power constant.During car brakeing, while needing moving vehicle, can pass through M/C energy-storage type parking brake, realize car brakeing and alleviate.When train inflation is alleviated, also can realize and automatically reseting.
Advantage of the present utility model is mainly reflected in following several respects:
One, simple in structure, combined and instant, principle are reliable, can control train braking cylinder and energy-storage type Parking brake cylinder cooperatively interacts, acts synergistically by a small amount of train with wind, automatically realize stopping brake and mitigation capability.
Its two, do not affect that train is normally driven a vehicle, braking and mitigation capability, full Train Stopping braking force power, by brake control valve mechanical adjustment, can keep highly consistent.Even if train braking cylinder exists a small amount of leakage, still can keep stopping brake power constant.
Its three, need not rely on operator's memory, can effectively prevent vehicle mis-usage, avoid alleviating because of vehicles failed the wheel tread flat drive a vehicle and cause.
Its four, the long-time parking of marshaling can not rely on hand braking, significantly shortens the time of stopping brake, saves human cost, improves the safety of stopping brake.
Accompanying drawing explanation
Fig. 1 is the principle of work schematic diagram of the utility model railway truck stopping brake control cock.
Fig. 2 is the sectional structure schematic diagram of the utility model railway wagon brake control cock.
Fig. 3 is the sectional structure schematic diagram that fills discharge portion shown in Fig. 2 in brake control valve.
Fig. 4 is the sectional structure schematic diagram of double air controlled commutation part in brake control valve shown in Fig. 2.
The specific embodiment
Below in conjunction with the drawings and specific embodiments, the utility model railway wagon brake control cock is described in further detail.
As shown in Figure 1, brake control valve 4 of the present utility model, in the situation that train air main 7 provides wind regime, can form railway truck stopping brake force retaining system with conventional train braking cylinder 2 and energy-storage type parking brake 1.On this brake control valve 4, be provided with intake interface I, energy storage brake interface P and train braking cylinder interface S.Wherein, intake interface I is connected with train air main 7 with shutoff valve 6 by filter 5, energy storage brake interface P is connected with the exhaust flange joint that fills of energy-storage type parking brake 1, directly or be connected with the hand brake lever in train foundation brake rigging by lever, train braking cylinder interface S passes through ball valve 3 and is connected with the turnover gas flange tap of train braking cylinder 2 for the drawhead of energy-storage type parking brake 1.
As shown in Fig. 2～4, this brake control valve 4 mainly combines by filling discharge portion and double air controlled commutation part.Wherein:
Filling discharge portion has the first valve body 22, the first valve body 22 upper/lower terminals and is tightly connected by gasket seal 27 and upper and lower end cap 21.In the first valve body 22 inner chambers, be set side by side with inflation piston 25 and exhaust piston 29.Inflation piston 25 is separated into inflation piston upper chamber chamber A and inflation piston lower chambers G by its plunger shaft, and inflation piston upper chamber chamber A mono-side is provided with intake interface I, and the pressurized air in train air main 7 is inputted from here; In inflation piston lower chambers G, be provided with air spring 26, inflation piston 25 upwards can be pushed up, inflation piston lower chambers G bottom is also provided with pneumostome H.Exhaust piston 29 is separated into the D of exhaust piston upper chamber and exhaust piston lower chambers B by its plunger shaft, in the D of exhaust piston upper chamber, is provided with exhaust spring 30, exhaust piston 29 can be pushed away downwards; In exhaust piston lower chambers B, be provided with piston stopper 28, can limit exhaust piston 29 descending, make exhaust spring 30 all the time in compressive state.Inflation piston upper chamber chamber A is connected with exhaust piston lower chambers B by the first valve body 22 inner passages, and exhaust piston upper chamber D mono-side is provided with the deflation hole V being connected with atmosphere by the first valve body 22 inner passages.
On the first valve body 22 inner chamber tops, be also provided with transition chamber thereof C, transition chamber thereof C is connected with inflation piston upper chamber chamber A by air inlet through hole J, one end that air inlet through hole J is intersected in transition chamber thereof C is provided with the non-return steel ball 24 coordinating with its butt, and non-return steel ball 24 is by guide spring 23 location on its top; One end that air inlet through hole J is intersected in inflation piston upper chamber chamber A can be sealed and matched with inflation piston 25 top butts, thereby controls the break-make between inflation piston upper chamber chamber A and transition chamber thereof C.Transition chamber thereof C is also connected with the D of exhaust piston upper chamber by exhaust hole K, and one end that exhaust hole K is intersected in the D of exhaust piston upper chamber can be sealed and matched with exhaust piston 29 top butts, thereby controls the break-make between the D of exhaust piston upper chamber and transition chamber thereof C.In concrete enforcement, between non-return steel ball 24 and air inlet through hole J, between inflation piston 25 tops and air inlet through hole J and be all equipped with tightening seal washer 35 between exhaust piston 29 tops and exhaust hole K, to guarantee that two contact components seal reliably during butt herein.
Double air controlled commutation part has the second valve body 33, the second valve bodies 33 and is split type structure, and it is combined by the sub-valve body 33a in left side and the sub-valve body 33b in right side.Between left side and the end cap 37 of the sub-valve body 33a in left side, between the sub-valve body 33a in left side and the sub-valve body 33b in right side and between the sub-valve body 33b in right side and the first valve body 22, all by gasket seal 27, be connected.In the second valve body 33 middle part inner chambers, be provided with spool chamber X, in spool chamber X, be provided with spool 34.In the second valve body 33 both sides inner chambers, left piston 36 and right piston 32 are set respectively.Left piston 36 is separated into chamber F and left piston top chamber N at the bottom of left piston by its plunger shaft, on the chamber N sidewall of left piston top, is provided with pneumostome H, and the rod end of left piston 36 is connected with the left side of spool 34 through left piston top chamber N.Right piston 32 is separated into right piston bottom chamber E and right piston top chamber M by its plunger shaft, on right piston top chamber M sidewall, is also provided with pneumostome H, and the rod end of right piston 32 is connected with the right side of spool 34 through right piston top chamber M.
On the second valve body 33, be also provided with energy storage brake interface P and train braking cylinder interface S, energy storage brake interface P is connected with the top through hole of spool chamber X, train braking cylinder interface S is connected with the PATENT left side via of spool chamber X with chamber F at the bottom of left piston simultaneously, the right side through hole of spool chamber X is connected with the transition chamber thereof C in the first valve body 22 with right piston bottom chamber E simultaneously, in right piston bottom chamber E, be provided with commutation spring 31, left piston 36 and right piston 32, under the combined action of pressurized air and commutation spring 31, can promote spool 34 sway.
The left side of spool 34 can be sealed and matched with the left side wall butt of spool chamber X, thereby controls the break-make between energy storage brake interface P and train braking cylinder interface S; The right side of spool 34 can be sealed and matched with the right side wall butt of spool chamber X, thereby controls the break-make between the transition chamber thereof C in energy storage brake interface P and the first valve body 22.In concrete enforcement, between the arranged on left and right sides of spool 34 and the arranged on left and right sides wall of spool chamber X, be also equipped with tightening seal washer 35, sealing reliably when guaranteeing spool 34 butt.
Railway truck stopping brake control cock of the present utility model operating principle is in the course of the work as follows:
When a, initial condition, air pressure in energy-storage type parking brake 1 is 0kPa, and now its drawhead is inwardly retracted, and applies a pulling force to the hand brake lever in train foundation brake rigging, by leverage, be delivered on brake brake shoe again, wheel tread is applied to stopping brake power.
B, train air main 7 start to boost while filling wind, and pressure air enters brake control valve 4 by shutoff valve 6, filter 5.Pressure air enters inflation piston upper chamber chamber A from intake interface I, then by the first valve body 22 inner passages, enters exhaust piston lower chambers B.For example, when train air main 7 internal pressures are increased to the first design value (being greater than 200kPa) from 0kPa, cause the pressure of exhaust piston lower chambers B to raise, make to act on the pressure that pressure on exhaust piston 29 lower surfaces starts to be greater than exhaust spring 30 on its upper surface, on exhaust piston 29 starts, move, final plant closure transition chamber thereof C is to the D of exhaust piston upper chamber exhaust channel.For example, when train air main 7 internal pressures continue to be increased to the second design value (400kPa), the pressure of inflation piston upper chamber chamber A increases, act on the pressure that the pressure of inflating on piston 25 upper surfaces starts to be greater than air spring 26 on its lower surface, inflation piston 25 starts to move down, inflation piston upper chamber chamber A is communicated with air inlet through hole J, pressure air backs down non-return steel ball 24 by air inlet through hole J, and inflation piston upper chamber chamber A opens completely to the gas fill port of transition chamber thereof C.
Like this, pressure air is from inflation piston upper chamber chamber A output, successively by the right side through hole of transition chamber thereof C, spool chamber X, the top through hole of spool chamber X enters energy storage brake interface P, from the exhaust flange joint that fills of energy-storage type parking brake 1, enter its inner chamber again, drive its drawhead 41 protruding, the slide fastener being connected on the hand brake lever of train foundation brake rigging is lax, has alleviated stopping brake power.Pressure in train air main 7 internal pressures reach maximum and energy-storage type parking brake 1 internal pressure and train air main 7 reaches after balance, non-return steel ball 24 in brake control valve 4 falls, close inflation piston upper chamber chamber A to the path of transition cavity C, energy-storage type parking brake 1 is in packing state.
C, when locomotive is connected with train and normally moves, the maximum decompression amount of train air main 7 is no more than 200kPa, pressure in train air main 7, be that pressure in the exhaust piston lower chambers B of brake control valve 4 is not less than 300kPa all the time, the pressure that acts on exhaust piston 29 lower surfaces is greater than the pressure of exhaust spring 30 all the time, so transition chamber thereof C is to the path of the D of exhaust piston upper chamber all the time in closed condition.Now the pressure in energy-storage type parking brake 1 is level pressure, is greater than all the time the pressure in train braking cylinder 2, and the double air controlled commutation part of brake control valve 4 does not have commutation action.
D, after Train Stopping, when locomotive disconnects or causes pressure decreased in train air main 7 to 200kPa because of other operations, the pressure air in exhaust portion chamber B of filling of brake control valve 4 acts on the elastic force that pressure on exhaust piston 29 lower surfaces starts to be less than exhaust spring 30 on its upper surface, exhaust piston 29 starts to move down, transition chamber thereof C opens to the exhaust channel of the D of exhaust piston upper chamber, energy-storage type parking brake 1 starts by energy storage brake interface P successively by the top through hole of spool chamber X, the right side through hole of spool chamber X, the deflation hole V of the D of exhaust piston upper chamber mono-side is to atmospheric exhaust, its pressure starts to reduce gradually.
Now, because the right piston bottom chamber E of brake control valve 4 communicates with energy storage brake interface P and deflation hole V simultaneously, at the bottom of left piston, chamber F communicates with train braking cylinder interface S, therefore right piston 32 is subject to pressure air and commutation spring 31 thrust left in right piston bottom chamber E all the time, and left piston 36 is subject to the thrust to the right of the pressure air in chamber F at the bottom of left piston all the time.Air draft along with energy-storage type parking brake 1, air pressure in right piston bottom chamber E reduces gradually, right piston 32 is also reduced by thrust left gradually, until the air pressure in energy-storage type parking brake 1 is while being reduced to the air pressure being slightly less than in train braking cylinder 2, act on left piston 36 thrust to the right and be greater than the thrust acting on right piston 32 left, spool 34 starts to move right, open the path of energy storage brake interface P and train braking cylinder interface S, complete the pressure intercommunication of train braking cylinder 2 and energy-storage type parking brake 1, thereby the brake control power of train braking cylinder 2 and the stack of the stopping brake power of energy-storage type parking brake 1 have been avoided.Meanwhile, spool 34 moves to right and has also cut off the path of energy storage brake interface P to right piston bottom chamber E, and now right piston bottom chamber E only communicates with exhausr port V, and the pressure in it declines rapidly, makes the commutation action of brake control valve 4 more stable.
At train braking cylinder 2, sew while causing alleviating because of some undesirable factor, because energy-storage type parking brake 1 communicates with it, so energy-storage type parking brake 1 also can be braked thereupon air draft, to make up train braking cylinder 2, alleviate and the brake control power of loss.
E, while also having pressurized air in train braking cylinder 2, when train air main 7 fills wind to it again, its process and above-mentioned steps b are basically identical, just now energy-storage type parking brake 1 and train braking cylinder 2 are interior all a pressure air, spool 34 is in right-hand member simultaneously, when inflation piston upper chamber chamber A opens to the path between transition chamber thereof C, the pressure air in transition chamber thereof C is not less than the 400kPa of setting.Again because right piston bottom chamber E communicates all the time with transition chamber thereof C, now act on right piston 32 thrust left and be greater than the thrust acting on left piston 36 to the right, so spool 34 is moved to the left, open train air main 7 to the gas fill port of energy storage brake interface, energy-storage type parking brake 1 starts to fill wind and alleviates.
Claims (6)
1. a railway truck stopping brake control cock, mainly, by filling discharge portion and double air controlled commutation part combines, is characterized in that:
The described discharge portion that fills comprises the first valve body (22), is set side by side with inflation piston (25) and exhaust piston (29) in described the first valve body (22) inner chamber; Described inflation piston (25) is separated into inflation piston upper chamber chamber (A) and inflation piston lower chambers (G) by its plunger shaft, described inflation piston upper chamber chamber (A) side is provided with intake interface (I), is provided with air spring (26) in described inflation piston lower chambers (G); Described exhaust piston (29) is separated into exhaust piston upper chamber (D) and exhaust piston lower chambers (B) by its plunger shaft, in described exhaust piston upper chamber (D), be provided with exhaust spring (30), in described exhaust piston lower chambers (B), be provided with piston stopper (28), described inflation piston upper chamber chamber (A) is connected with exhaust piston lower chambers (B) by the first valve body (22) inner passage, and described exhaust piston upper chamber (D) side is provided with the deflation hole (V) being connected with atmosphere by the first valve body (22) inner passage;
In described the first valve body (22), be also provided with transition chamber thereof (C), described transition chamber thereof (C) is connected with inflation piston upper chamber chamber (A) by air inlet through hole (J), one end that described air inlet through hole (J) is intersected in transition chamber thereof (C) is provided with the non-return steel ball (24) coordinating with its butt, described non-return steel ball (24) is by guide spring (23) location, one end that described air inlet through hole (J) is intersected in inflation piston upper chamber chamber (A) can be sealed and matched with inflation piston (25) top butt, thereby control the break-make between inflation piston upper chamber chamber (A) and transition chamber thereof (C), described transition chamber thereof (C) is connected with exhaust piston upper chamber (D) by exhaust hole (K), one end that described exhaust hole (K) is intersected in exhaust piston upper chamber (D) can be sealed and matched with exhaust piston (29) top butt, thereby controls the break-make between exhaust piston upper chamber (D) and transition chamber thereof (C),
Described double air controlled commutation part comprises the second valve body (33) being connected with the first valve body (22), and described the second valve body (33) middle part is provided with spool chamber (X), is provided with spool (34) in described spool chamber (X); In the inner chamber of described the second valve body (33) both sides, left piston (36) and right piston (32) are set respectively, described left piston (36) is separated into chamber (F) and left piston top chamber (N) at the bottom of left piston by its plunger shaft, and the rod end of described left piston (36) is connected with the left side of spool (34) through left piston top chamber (N); Described right piston (32) is separated into right piston bottom chamber (E) and right piston top chamber (M) by its plunger shaft, and the rod end of described right piston (32) is connected with the right side of spool (34) through right piston top chamber (M);
On described the second valve body (33), be also provided with energy storage brake interface (P) and train braking cylinder interface (S), described energy storage brake interface (P) is connected with the top through hole of spool chamber (X), described train braking cylinder interface (S) is connected with the PATENT left side via of spool chamber (X) with chamber at the bottom of left piston (F) simultaneously, the right side through hole of described spool chamber (X) is connected with the transition chamber thereof (C) in the first valve body (22) with right piston bottom chamber (E) simultaneously, is provided with commutation spring (31) in described right piston bottom chamber (E);
The left side of described spool (34) can be sealed and matched with the left side wall butt of spool chamber (X), thereby controls the break-make between energy storage brake interface (P) and train braking cylinder interface (S); The right side of described spool (34) can be sealed and matched with the right side wall butt of spool chamber (X), thereby controls the break-make between the transition chamber thereof (C) in energy storage brake interface (P) and the first valve body (22).
2. railway truck stopping brake control cock according to claim 1, is characterized in that: between described non-return steel ball (24) and air inlet through hole (J), between described inflation piston (25) top and air inlet through hole (J) and be provided with tightening seal washer (35) between described exhaust piston (29) top and exhaust hole (K).
3. railway truck stopping brake control cock according to claim 1, is characterized in that: between the arranged on left and right sides of described spool (34) and the arranged on left and right sides wall of spool chamber (X), be also provided with tightening seal washer (35).
4. according to the railway truck stopping brake control cock described in claim 1 or 2 or 3, it is characterized in that: described inflation piston lower chambers (G), left piston top chamber (N) and right piston top chamber (M) are provided with pneumostome (H).
5. according to the railway truck stopping brake control cock described in claim 1 or 2 or 3, it is characterized in that: described the second valve body (33) is split type structure, it comprises left side sub-valve body (33a) and the sub-valve body in right side (33b), between the sub-valve body in described left side (33a) and the sub-valve body in right side (33b) and between the sub-valve body in right side (33b) and the first valve body (22), all by gasket seal (27), is connected.
6. railway truck stopping brake control cock according to claim 4, it is characterized in that: described the second valve body (33) is split type structure, it comprises left side sub-valve body (33a) and the sub-valve body in right side (33b), between the sub-valve body in described left side (33a) and the sub-valve body in right side (33b) and between the sub-valve body in right side (33b) and the first valve body (22), all by gasket seal (27), is connected.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320585947.4U CN203472877U (en) | 2013-09-23 | 2013-09-23 | Parking braking control valve of goods wagon |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320585947.4U CN203472877U (en) | 2013-09-23 | 2013-09-23 | Parking braking control valve of goods wagon |
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| Publication Number | Publication Date |
|---|---|
| CN203472877U true CN203472877U (en) | 2014-03-12 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320585947.4U Withdrawn - After Issue CN203472877U (en) | 2013-09-23 | 2013-09-23 | Parking braking control valve of goods wagon |
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| Country | Link |
|---|---|
| CN (1) | CN203472877U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103465930A (en) * | 2013-09-23 | 2013-12-25 | 南车长江车辆有限公司 | Parking brake control valve for railway wagon |
-
2013
- 2013-09-23 CN CN201320585947.4U patent/CN203472877U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103465930A (en) * | 2013-09-23 | 2013-12-25 | 南车长江车辆有限公司 | Parking brake control valve for railway wagon |
| CN103465930B (en) * | 2013-09-23 | 2015-10-21 | 南车长江车辆有限公司 | Railway truck stopping brake control cock |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20140312 Effective date of abandoning: 20151021 |
|
| AV01 | Patent right actively abandoned |
Granted publication date: 20140312 Effective date of abandoning: 20151021 |
|
| C25 | Abandonment of patent right or utility model to avoid double patenting |