CN210218857U

CN210218857U - Novel electric pressure protection valve for railway vehicle

Info

Publication number: CN210218857U
Application number: CN201920888132.0U
Authority: CN
Inventors: Wenliang Wang; 王文亮; Zhenhuai Yao; 姚枕怀; Xing Jiang; 江星; Zhijun Chen; 陈志君; Jianhua Liang; 梁健华
Original assignee: Guangzhou Ding Han Rail Traffic Vehicle Equipment Co Ltd
Current assignee: Guangzhou Ding Han Rail Traffic Vehicle Equipment Co Ltd
Priority date: 2019-06-13
Filing date: 2019-06-13
Publication date: 2020-03-31
Anticipated expiration: 2029-06-13

Abstract

The utility model discloses a rail vehicle is with novel electronic pressure protection valve, including valve plate and valve body, the valve body is for having two open-ended cavity bodies, the valve plate is arranged at one of them opening part of valve body, the valve body is equipped with the drive mechanism of steerable valve plate switching, the valve body is equipped with the executor that can drive mechanism. The utility model discloses when having the function of adjusting the new amount of wind, also take pressure protection function, simple structure, light in weight, the very big space of having saved air conditioning unit is favorable to the whole design manufacturing of air conditioning unit and train, and the design of this structure has also guaranteed the simplicity and convenience of air conditioning unit maintenance, maintainability simultaneously, has improved later maintenance work efficiency, has reduced the maintenance cost of vehicle.

Description

Novel electric pressure protection valve for railway vehicle

Technical Field

The utility model relates to a pressure protection valve, especially a rail vehicle is with novel electronic pressure protection valve.

Background

The air conditioner of the rail vehicle is greatly different from the air conditioners for common commercial use and civil use, and the air conditioner of the rail vehicle is a special air conditioning system specially used for the railway passenger train. It has the following characteristics:

firstly, the air conditioning unit of the railway vehicle is arranged on the railway vehicle running at a high speed, is in a large vibration and impact state, and has good anti-seismic performance to ensure the normal running of the air conditioning unit.

Secondly, the coating is suitable for wind, rain, sunshine, ice, snow and cold, and erosion of chemical substances in the air, such as acid rain, ozone, sulfide, sulfur dioxide, salt mist and the like; can prevent damage by insects and rodent; can resist strong wind, high temperature, high humidity, noise and pollution of cleaning agent.

And thirdly, due to the characteristics of high personnel density, poor heat insulation performance of car body materials and the like in the railway vehicle carriage, the air conditioning unit can meet the requirement of comfort level in the carriage only by needing to have larger refrigerating capacity and fresh air supply quantity, and the fresh air quantity of the air conditioning unit can be adjusted according to the quantity of people in the vehicle.

And fourthly, when the vehicle passes through the tunnel at a high speed or the vehicle meets the vehicle, the air around the vehicle generates sharp pressure fluctuation in a very short time, and the pressure fluctuation is transmitted to the interior of the carriage from a fresh air inlet of the air conditioning unit and an exhaust outlet of the waste exhaust device. The abrupt change in air pressure may cause discomfort to passengers in the vehicle compartment. In order to improve the riding comfort, a pressure protection system is arranged.

At present, the pressure protection system of a high-speed vehicle mainly has two modes:

an active pressure wave protection system, also referred to as a ventilator. During a pressure event, a suitable blower is used to deliver outside air, exchange air, and counteract air pressure fluctuations. The active pressure protection needs to be provided with a high-pressure ventilator, and the active pressure protection is complex in structure, large in volume and weight and large in noise.

The passive pressure wave protection system can isolate the air pressure of the internal space of the train from the air pressure of the external environment, the pressure wave valve closes the air vent for exchanging air with the external space, and the air conditioning system operates in a full-return air mode. The pressure wave protection system is a pneumatic system, is communicated with the pressure control device through an air conditioner controller, and controls the pneumatic pressure protection valve to close the valve to act when the pressure triggering condition is met; when the pressure triggering condition is not met, the pneumatic pressure protection valve is controlled to open the valve to act, and the fresh air supply and the waste gas discharge of the air conditioning system are recovered.

The increase of the speed of the train can cause great pressure change in the train when the train enters the tunnel, and the ear drum of passengers is uncomfortable. Traditional high-speed railway motor car is in order to solve this problem, adopts the form of air-blower or pneumatic pressure protection valve, and in addition need additionally increase ordinary tripe formula blast gate in order to adjustable fresh air volume, the structure occupation space is big, and whole weight is big, may lead to air conditioning unit overall dimension and weight to surpass the limit range.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a rail vehicle is with novel electronic pressure protection valve, it has the function of adjusting the new amount of wind and pressure protection concurrently.

The utility model provides a solution of its technical problem is: the utility model provides a rail vehicle is with novel electronic pressure protection valve, includes valve plate and valve body, the valve body is for having two open-ended cavity bodies, the valve plate is arranged at one of them opening part of valve body, the valve body is equipped with the drive mechanism of steerable valve plate switching, the valve body is equipped with the executor that can drive mechanism.

As the further improvement of above-mentioned technical scheme, drive mechanism includes initiative pivot, first driven rotating shaft, second driven rotating shaft and at least a set of drive unit, initiative pivot, first driven rotating shaft, second driven rotating shaft are all fixed through axle sleeve and sealing block and valve body, drive unit includes spout, first transmission handle, second transmission handle, third transmission handle and connecting rod, the spout is arranged in the one side that the valve plate is close to the cavity, first transmission handle head end is connected in the initiative pivot, first transmission handle tail end passes through the connecting rod with second transmission handle middle part and is connected, second transmission handle head end is connected in second driven rotating shaft, second transmission handle trailing end is connected in on the spout, third transmission handle head end is connected in first driven rotating shaft, third transmission handle trailing end is connected in on the spout.

As a further improvement of the technical scheme, the head end of the first transmission handle is welded on the driving rotating shaft, the head end of the second transmission handle is welded on the second driven rotating shaft, and the head end of the third transmission handle is welded on the first driven rotating shaft.

As a further improvement of the technical scheme, the tail end of the first transmission handle is hinged to the head end of the connecting rod, the tail end of the connecting rod is hinged to the middle of the second transmission handle, the tail end of the second transmission handle is hinged to the sliding groove, and the tail end of the third transmission handle is hinged to the sliding groove.

As a further improvement of the technical scheme, the sliding groove is connected with the valve plate through a bolt, the joint of the sliding groove and the valve plate is sealed through sealant, the sealing block is connected with the valve body through a bolt, and the joint of the sealing block and the valve body is sealed through sealant.

As a further improvement of the technical scheme, a fireproof flame-retardant sealing material is arranged between the valve body and the valve plate.

As a further improvement of the technical scheme, the valve body and the valve plate are aluminum alloy components.

As a further improvement of the technical scheme, the driving rotating shaft, the first driven rotating shaft, the second driven rotating shaft, the first transmission handle, the second transmission handle, the third transmission handle and the connecting rod are stainless steel components.

As a further improvement of the technical scheme, the periphery of an opening at one end without the valve plate in the valve body is provided with connecting threaded holes.

The utility model has the advantages that: the utility model discloses when can adjusting the new amount of wind, also take pressure protect function, simple structure, light in weight, the very big space of having saved air conditioning unit is favorable to the whole design manufacturing of air conditioning unit and train, and the design of this structure has also guaranteed the simplicity and convenience of air conditioning unit maintenance, maintainability simultaneously, improves later maintenance work efficiency, reduces the maintenance cost of vehicle.

Drawings

In order to more clearly illustrate the technical solution in the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly described below. It is clear that the described figures represent only some embodiments of the invention, not all embodiments, and that a person skilled in the art can also derive other designs and figures from these figures without inventive effort.

Fig. 1 is a top view of the fully closed state of the present invention;

fig. 2 is a fully closed state front view of the present invention;

fig. 3 is a bottom view of the fully closed state of the present invention;

fig. 4 is a bottom view of the fully opened state of the present invention.

Detailed Description

The conception, the specific structure, and the technical effects produced by the present invention will be clearly and completely described below in conjunction with the embodiments and the accompanying drawings to fully understand the objects, the features, and the effects of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all embodiments, and other embodiments obtained by those skilled in the art without inventive labor based on the embodiments of the present invention all belong to the protection scope of the present invention. In addition, all the coupling/connection relationships mentioned herein do not mean that the components are directly connected, but mean that a better coupling structure can be formed by adding or reducing coupling accessories according to specific implementation conditions.

Referring to fig. 1-4, a novel electric pressure protection valve for rail vehicle, includes valve plate 1 and valve body 3, valve body 3 is for having two open-ended cavity bodies, and valve plate 1 arranges in one of them opening part of valve body 3, the inside drive mechanism who is equipped with the switching of steerable valve plate 1 of valve body 3, 3 outsides of valve body are equipped with executor 2 that can drive mechanism, executor 2 is for using alternating current servo motor to adjust electric actuator for drive arrangement's angle stroke, the aperture of accessible on-off time control valve plate 1. The full angle of 2 full angle rotations of executor is short with time, and when receiving the closure signal, valve plate 1 can be closed in the short time, and the turned angle of initiative pivot 6 is controlled to accessible outage time to control the aperture of valve plate 1, adjust different fresh air volume. Of course, the actuator 2 may also be an actuator that uses a liquid, gas or other energy source and converts it into a driving action by means of a cylinder or other means.

Further as a preferred embodiment, the transmission mechanism comprises a driving rotating shaft 6, a first driven rotating shaft 7, a second driven rotating shaft 8 and two sets of transmission units, the driving rotating shaft 6, the first driven rotating shaft 7 and the second driven rotating shaft 8 are all fixed with the valve body 3 through a shaft sleeve and a sealing block 5, the transmission units comprise a chute 13, a first transmission handle 9, a second transmission handle 10, a third transmission handle 11 and a connecting rod 12, the chute 13 is arranged on one side of the valve plate 1 close to the cavity, the head end of the first transmission handle 9 is connected to the driving rotating shaft 6, the tail end of the first transmission handle 9 is connected to the middle of the second transmission handle 10 through the connecting rod 12, the head end of the second transmission handle 10 is connected to the second driven rotating shaft 8, the tail end of the second transmission handle 10 is connected to the chute 13, the head end of the third transmission handle 11 is connected to the first driven rotating shaft 7, the tail end of the third transmission handle 11 is connected to the sliding groove 13, and the two groups of transmission units are vertically distributed and connected with the valve plate 1. The actuator 2 can drive the driving rotating shaft 6 to rotate, the first transmission handle 9 can drive the second transmission handle 10 to rotate through the connecting rod 12, and the second transmission handle 10 can drive the valve plate 1 to rotate through the sliding groove 13, so that the opening and closing of the electric pressure protection valve are realized. The third driving tang 11 mainly acts as a support and strengthens the structure.

In a further preferable embodiment, the head end of the first transmission handle 9 is welded on the driving rotating shaft 6, the head end of the second transmission handle 10 is welded on the second driven rotating shaft 8, and the head end of the third transmission handle 11 is welded on the first driven rotating shaft 7, so as to ensure the strength of the transmission mechanism.

Further as a preferred embodiment, the tail end of the first transmission handle 9 is hinged to the head end of a connecting rod 12, the tail end of the connecting rod 12 is hinged to the middle of the second transmission handle 10, the tail end of the second transmission handle 10 is hinged to a sliding groove 13, the tail end of the third transmission handle 11 is hinged to the sliding groove 13, and relative rotation between the hinged parts can be achieved.

Further as a preferred embodiment, the sliding groove 13 is connected with the valve plate 1 through a bolt, the joint of the sliding groove 13 and the valve plate 1 is sealed through sealant, the sealing block 5 is connected with the valve body 3 through a bolt, and the joint of the sealing block 5 and the valve body 3 is sealed through sealant, so that the air tightness of the pressure protection valve during closing is ensured.

Further as a preferred embodiment, a fireproof and flame-retardant sealing material, in this embodiment, an EDMP sealing sponge 4, is disposed between the valve body 3 and the valve plate 1, so as to ensure the sealing performance between the valve plate 1 and the valve body 3.

Further, in a preferred embodiment, the valve body 3 and the valve plate 1 are made of aluminum alloy, so that the weight of the whole pressure protection valve can be reduced.

Further as a preferred embodiment, the driving rotating shaft 6, the first driven rotating shaft 7, the second driven rotating shaft 8, the first transmission handle 9, the second transmission handle 10, the third transmission handle 11 and the connecting rod 12 are stainless steel components, so that the strength of key rotating components is ensured.

Further as a preferred embodiment, the periphery of an opening at one end of the valve body 3 without the valve plate is provided with a connecting threaded hole for connecting an air conditioning unit.

While the preferred embodiments of the present invention have been described in detail, it will be understood by those skilled in the art that the invention is not limited to the details of the embodiments shown, but is capable of various modifications and substitutions without departing from the spirit of the invention.

Claims

1. The utility model provides a rail vehicle is with novel electronic pressure protection valve, includes valve plate (1) and valve body (3), its characterized in that: the valve body (3) is a cavity body with two openings, the valve plate (1) is arranged at one opening of the valve body (3), the valve body (3) is provided with a transmission mechanism capable of controlling the valve plate (1) to be opened and closed, and the valve body (3) is provided with an actuator (2) capable of driving the transmission mechanism.

2. The new electric pressure protection valve for railway vehicles according to claim 1, characterized in that: the transmission mechanism comprises a driving rotating shaft (6), a first driven rotating shaft (7), a second driven rotating shaft (8) and at least one group of transmission unit, wherein the driving rotating shaft (6), the first driven rotating shaft (7) and the second driven rotating shaft (8) are fixed with the valve body (3) through a shaft sleeve and a sealing block (5), the transmission unit comprises a sliding groove (13), a first transmission handle (9), a second transmission handle (10), a third transmission handle (11) and a connecting rod (12), the sliding groove (13) is arranged on one side, close to the cavity, of the valve plate (1), the head end of the first transmission handle (9) is connected onto the driving rotating shaft (6), the tail end of the first transmission handle (9) is connected with the middle part of the second transmission handle (10) through the connecting rod (12), the head end of the second transmission handle (10) is connected onto the second driven rotating shaft (8), the tail end of the second transmission handle (10) is connected onto the sliding groove (13), the head end of the third transmission handle (11) is connected to the first driven rotating shaft (7), and the tail end of the third transmission handle (11) is connected to the sliding groove (13).

3. The new electric pressure protection valve for railway vehicles according to claim 2, characterized in that: the head end of the first transmission handle (9) is welded on the driving rotating shaft (6), the head end of the second transmission handle (10) is welded on the second driven rotating shaft (8), and the head end of the third transmission handle (11) is welded on the first driven rotating shaft (7).

4. The new electric pressure protection valve for railway vehicles according to claim 2, characterized in that: the tail end of the first transmission handle (9) is hinged to the head end of the connecting rod (12), the tail end of the connecting rod (12) is hinged to the middle of the second transmission handle (10), the tail end of the second transmission handle (10) is hinged to the sliding groove (13), and the tail end of the third transmission handle (11) is hinged to the sliding groove (13).

5. The new electric pressure protection valve for railway vehicles according to claim 2, characterized in that: through bolted connection between spout (13) and valve plate (1), spout (13) are sealed through sealed glue with the junction of valve plate (1), pass through bolted connection between sealed piece (5) and valve body (3), and sealed piece (5) are sealed through sealed glue with the junction of valve body (3).

6. The new electric pressure protection valve for railway vehicles according to claim 1, characterized in that: and a fireproof flame-retardant sealing material is arranged between the valve body (3) and the valve plate (1).

7. The new electric pressure protection valve for railway vehicles according to claim 1, characterized in that: the valve body (3) and the valve plate (1) are aluminum alloy components.

8. The new electric pressure protection valve for railway vehicles according to claim 2, characterized in that: the driving rotating shaft (6), the first driven rotating shaft (7), the second driven rotating shaft (8), the first transmission handle (9), the second transmission handle (10), the third transmission handle (11) and the connecting rod (12) are stainless steel components.

9. The new electric pressure protection valve for railway vehicles according to claim 1, characterized in that: and connecting threaded holes are formed in the periphery of an opening at one end without the valve plate in the valve body (3).