CN218616618U

CN218616618U - Constant pressure valve for anti-running device of railway vehicle

Info

Publication number: CN218616618U
Application number: CN202223045013.XU
Authority: CN
Inventors: 李秀勇; 曹婷婷; 周汉国; 陆雄; 程果; 任文娟; 杨磊
Original assignee: Shanghai Trans Land Top Railway Equipment Co ltd
Current assignee: Shanghai Trans Land Top Railway Equipment Co ltd
Priority date: 2022-11-16
Filing date: 2022-11-16
Publication date: 2023-03-14
Anticipated expiration: 2032-11-16

Abstract

The utility model discloses a rail vehicle prevents constant pressure valve for swift current ware belongs to rail vehicle braking technical field, include: the top of the lower valve body is fixed with a middle valve body, a first cavity is formed between the lower valve body and the middle valve body, and an exhaust valve is arranged in the first cavity; an upper valve body is fixed at the top of the middle valve body, a second chamber is formed between the middle valve body and the upper valve body, an upper valve cover is fixed at the top of the upper valve body, a third chamber is formed between the upper valve body and the upper valve cover, and an air charging valve is arranged in the third chamber; a through cavity is formed in the middle of the upper valve body, the second cavity is communicated with the third cavity through the through cavity, and a one-way valve is further arranged in the through cavity; a plurality of pipelines are arranged in the middle valve body and the upper valve body. The utility model can automatically prevent and relieve the train from sliding along by using the pressure change of the train brake pipe as a signal source; the one-way valve is additionally arranged, so that the influence of the anti-slip device on the air pressure of the train brake pipe can be prevented, and the safety performance of the train is further improved.

Description

Constant pressure valve for anti-running device of railway vehicle

Technical Field

The utility model belongs to the technical field of rail vehicle braking, especially, relate to a rail vehicle prevents constant pressure valve for swift current ware.

Background

As the industry enters the era of automation and numerical control, compressed air is becoming an important power source. There are many kinds of valves in the control gas circuit, and each kind of valve plays its own function to reach the corresponding design requirement. Wherein, for the constant pressure valve, when gas pressure is higher than case cracking pressure, the case opens to make the gas circuit communicate, and when gas pressure is less than case cracking pressure, then the case closes, cuts off the gas circuit. In practical application, for example, in an automatic anti-slide device of a rail vehicle, when a train is started, along with the increase of the air pressure of a train pipe, a valve core of a constant pressure valve is opened, the anti-slide device is moved from an anti-slide position to a running position, so that the train can normally run, and when the train stops, the anti-slide device needs to be exhausted, and the anti-slide device is moved from the running position to the anti-slide position, so that the train and the rail are temporarily kept fixed.

The Chinese patent: CN106352124B discloses a constant pressure valve, and it includes from the top down sealing connection's main pressure regulating seat, valve body and disk seat in proper order, be equipped with the main valve core between main pressure regulating seat and the valve body, the valve body in be equipped with the epicoele that acts on main valve core bottom, be equipped with the auxiliary valve core between valve body and the disk seat, the disk seat in be equipped with the lower chamber that acts on the auxiliary valve core bottom, the valve body on be equipped with front port and rear port, be equipped with the lumen that acts on the auxiliary valve core top in the valve body, the epicoele be equipped with the main valve core cooperation, with the last valve port of rear port intercommunication, the lumen be equipped with the well valve mouth of auxiliary valve core cooperation, with front port intercommunication, rear port respectively with epicoele, lower chamber intercommunication, rear port and lumen intercommunication. However, this utility model discloses a constant pressure valve does not have one-way function, and the constant pressure valve that does not have one-way function can cause delay reservoir atmospheric pressure to follow train brake pipe pressure variation and change in the swift current ware, arouses train brake pipe pressure fluctuation, causes the influence to train safety braking.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a rail vehicle prevents swift current utensils constant pressure valve solves not enough among the prior art.

In order to realize the purpose of the utility model, the utility model adopts the technical scheme that:

a constant pressure valve for a railway vehicle antislip device comprises: the top of the lower valve body is fixed with a middle valve body, a first cavity is formed between the lower valve body and the middle valve body, and an exhaust valve is arranged in the first cavity;

an upper valve body is fixed at the top of the middle valve body, a second chamber is formed between the middle valve body and the upper valve body, an upper valve cover is fixed at the top of the upper valve body, a third chamber is formed between the upper valve body and the upper valve cover, and an air charging valve is arranged in the third chamber;

a through cavity is formed in the middle of the upper valve body, the second cavity is communicated with the third cavity through the through cavity, and a one-way valve is further arranged in the through cavity;

a plurality of pipelines are arranged in the middle valve body and the upper valve body.

Preferably, a first pipeline and a second pipeline are arranged in the middle valve body, and the first pipeline is arranged on the left side of the second pipeline;

the first duct includes: the first transverse pipe is sequentially provided with a first vertical pipe, a second vertical pipe and a third vertical pipe from left to right, the first vertical pipe vertically penetrates through the top of the middle valve body upwards, the second vertical pipe vertically penetrates through the bottom of the middle valve body downwards and is communicated with the first cavity, and the third vertical pipe vertically penetrates through the top of the middle valve body upwards and is communicated with the middle of the second cavity;

the second duct includes: and a fourth vertical pipe is arranged at the left end of the second horizontal pipe, vertically and upwards penetrates through the top of the middle valve body and is communicated with the side part of the second chamber.

Preferably, an inclined pipeline penetrates through the upper valve body, the lower end of the inclined pipeline is communicated with the first vertical pipe, and the upper end of the inclined pipeline is communicated with the third chamber.

Preferably, the exhaust valve includes: the bottom end of the first spring is fixed on the bottom wall of the first cavity, a first diaphragm pressing plate is fixed at the top end of the first spring, a first diaphragm is arranged on the circumferential direction of the first diaphragm pressing plate in a sealing mode, a lower valve core is fixed at the top end of the first diaphragm pressing plate, the lower valve core penetrates through the middle valve body and is arranged in the third vertical pipe, and the top end of the lower valve core is arranged in the second cavity.

Preferably, the diameter of the third standpipe is greater than the diameter of the lower valve core.

Preferably, the charging valve includes: the second diaphragm pressing plate is arranged at the top end of the through cavity, a second diaphragm is arranged on the circumferential direction of the second diaphragm pressing plate in a sealing mode, a second spring is fixed at the top end of the second diaphragm pressing plate, and an end cover is fixed at the top end of the second spring.

Preferably, the top of the upper valve cover is provided with a protective cover, and the center position of the top end of the upper valve cover is provided with an adjusting bolt which is matched with the end cover for use.

Preferably, third chamber bottom is provided with the support frame, the check valve is fixed on the support frame, the check valve includes: and the top end of the third spring is fixedly provided with a one-way valve core.

The utility model provides a pair of rail vehicle prevents constant pressure valve for swift current ware compares with prior art and has following advantage:

the utility model provides a constant pressure valve for a railway vehicle anti-running device, which can automatically prevent and relieve the running of a train by taking the pressure change of a train brake pipe as a signal source; the one-way valve is additionally arranged, so that the influence of the anti-slip device on the air pressure of the train brake pipe can be prevented, and the safety performance of the train is further improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

FIG. 1 is a schematic view of the first stage of the anti-slip device according to the present invention;

FIG. 2 is a schematic view of the second stage of the anti-slip device according to the present invention;

FIG. 3 is a schematic diagram of the third stage of releasing the anti-slip device according to the present invention;

fig. 4 is a schematic view of the anti-slip device according to the present invention.

In the figure: 1-lower valve body, 2-middle valve body, 21-first pipeline, 211-first horizontal pipe, 212-first vertical pipe, 213-second vertical pipe, 214-third vertical pipe, 22-second pipeline, 221-second horizontal pipe, 222-fourth vertical pipe, 3-first chamber, 4-exhaust valve, 41-first spring, 42-first diaphragm pressure plate, 43-first diaphragm, 44-lower valve core, 5-upper valve body, 51-inclined pipeline, 6-second chamber, 7-upper valve cover, 8-third chamber, 9-inflation valve, 91-second diaphragm pressure plate, 92-second diaphragm, 93-second spring, 94-end cover, 10-through chamber, 11-one-way valve, 111-third spring, 112-one-way valve core, 12-through chamber, 13-adjusting bolt.

Detailed Description

The technical solution of the present invention is further explained below with reference to the accompanying drawings and embodiments:

example 1

Referring to fig. 1-4, the utility model provides a rail vehicle antislip utensils constant pressure valve, include: the air valve comprises a lower valve body 1, wherein a middle valve body 2 is fixed at the top of the lower valve body 1, a first chamber 3 is formed between the lower valve body 1 and the middle valve body 2, and an exhaust valve 4 is arranged in the first chamber 3; the threshold value of opening the exhaust valve 4 is 50 +/-20 kPa (adjustable).

An upper valve body 5 is fixed at the top of the middle valve body 2, a second chamber 6 is formed between the middle valve body 2 and the upper valve body 5, an upper valve cover 7 is fixed at the top of the upper valve body 5, a third chamber 8 is formed between the upper valve body 5 and the upper valve cover 7, and an air charging valve 9 is arranged in the third chamber 8; the threshold value of the opening of the charging valve 9 is 490 +/-20 kPa (adjustable).

A penetrating cavity 10 is formed in the middle of the upper valve body, the second cavity 6 is communicated with the third cavity 8 through the penetrating cavity 10, and a one-way valve 11 is further arranged in the penetrating cavity 10;

and a plurality of pipelines are arranged in the middle valve body 2 and the upper valve body 5.

As a preferred embodiment, a first pipeline 21 and a second pipeline 22 are opened inside the middle valve body 2, and the first pipeline 21 is arranged on the left side of the second pipeline 22;

the first duct 21 includes: a first horizontal pipe 211, a first vertical pipe 212, a second vertical pipe 213 and a third vertical pipe 214 are sequentially arranged on the first horizontal pipe 211 from left to right, the first vertical pipe 212 vertically upwards penetrates the top of the middle valve body 2, the second vertical pipe 213 vertically downwards penetrates the bottom of the middle valve body 2 and is communicated with the first chamber 3, and the third vertical pipe 214 vertically upwards penetrates the top of the middle valve body 2 and is communicated with the middle of the second chamber 6;

the second duct 22 includes: a second horizontal pipe 221, a fourth vertical pipe 222 is arranged at the left end of the second horizontal pipe 221, and the fourth vertical pipe 22 vertically penetrates the top of the middle valve body 2 upwards and is communicated with the side of the second chamber 6.

In a preferred embodiment, an inclined pipe 51 penetrates through the upper valve body 5, a lower end of the inclined pipe 51 is communicated with the first vertical pipe 212, and an upper end of the inclined pipe 51 is communicated with the third chamber 8.

As a preferred embodiment, the exhaust valve 4 comprises: the bottom end of the first spring 41 is fixed on the bottom wall of the first chamber 3, the top end of the first spring 41 is fixed with a first diaphragm pressing plate 42, a first diaphragm 43 is hermetically installed on the circumference of the first diaphragm pressing plate 42, the top end of the first diaphragm pressing plate 42 is fixed with a lower valve core 44, the lower valve core 44 penetrates through the middle valve body 2 and is arranged in the third vertical pipe 214, and the top end of the lower valve core 44 is arranged in the second chamber 6.

In a preferred embodiment, the diameter of the third standpipe 214 is greater than the diameter of the lower valve spool 44.

As a preferred embodiment, the inflation valve 9 includes: the second diaphragm pressing plate 91 is arranged at the top end of the through cavity 10, a second diaphragm 92 is arranged on the circumference of the second diaphragm pressing plate 91 in a sealing mode, a second spring 93 is fixed at the top end of the second diaphragm pressing plate 91, and an end cover 94 is fixed at the top end of the second spring 93.

In a preferred embodiment, a protective cover 12 is arranged on the top of the upper valve cover 7, an adjusting bolt 13 is arranged at the center of the top end of the upper valve cover 7, and the adjusting bolt 13 is used in cooperation with the end cover 94. The rotation of the adjusting bolt 13 can control the force of the second spring 93 acting on the second diaphragm pressing plate 91, thereby controlling the air pressure threshold for opening the charging valve 9.

As a preferred embodiment, a support frame is arranged at the bottom end of the third chamber 8, the one-way valve 11 is fixed on the support frame, and the one-way valve 11 comprises: and a third spring 111, wherein a one-way valve core 112 is fixed at the top end of the third spring 111.

Example 2

Referring to fig. 1, this stage is the first stage when the anti-skid device of the rail vehicle is released, that is, the air pressure values in the first chamber 3 and the third chamber 8 are less than or equal to 50kPa, at this time, the exhaust valve 4 is in an open state, the air charging valve 9 is in a closed state, the train brake pipe charges air into the first horizontal pipe 211, a part of the charged air flows into the third chamber 8 along the first vertical pipe 212 and the oblique pipe 51, a part of the charged air flows into the first chamber 3 along the second vertical pipe 213, and another part of the charged air flows into the second chamber 6 along the third vertical pipe 214, and then flows into the delay air cylinder along the fourth vertical pipe 222 and the second horizontal pipe 221;

referring to fig. 2, this stage is the second stage when the anti-skid device of the rail vehicle is released, that is, the air pressure values in the first chamber 3 and the third chamber 8 are greater than 50kPa and less than or equal to 490kPa, at this time, the exhaust valve 4 and the charging valve 9 are both in a closed state, and the air stops flowing;

referring to fig. 3, this stage is the third stage when the anti-skid device is released from the rail vehicle, that is, the air pressure values in the first chamber 3 and the third chamber 8 are greater than 490kPa, at this time, the exhaust valve 4 is still in the closed state, the charging valve 9 is opened, the air flow flows from the third chamber 8 into the through chamber 10 and jacks up the check valve spool 112, so that the air enters the second chamber 6 and continues to flow into the delay reservoir along the fourth vertical pipe 222 and the second horizontal pipe 221, and finally the anti-skid device changes from the anti-skid position to the release position;

referring to fig. 4, this stage is a stage when the anti-skid device is started on the railway vehicle, at this time, the train brake pipe stops charging air into the first transverse pipe 211, and is switched to the air exhaust mode, at this time, because the air pressure in the third chamber 8 is smaller than the air pressure in the second chamber 6, the check valve spool 112 and the second diaphragm pressing plate 91 are reset and closed under the action of the third spring 111 and the second spring 93, and at this time, the first spring 41 in the first chamber 3 also drives the first diaphragm pressing plate 42 to reset, so as to open the air exhaust valve 4, at this time, the air flow in the delay air cylinder flows into the second chamber 6 along the second transverse pipe 221 and the fourth vertical pipe 222, and then is exhausted back to the train brake pipe along the third vertical pipe 214 and the first transverse pipe 211.

In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience of describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.

The previous description is only an example of the present application, and is provided to enable any person skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A constant pressure valve for a railway vehicle antislip device is characterized by comprising: the air valve comprises a lower valve body (1), wherein a middle valve body (2) is fixed at the top of the lower valve body (1), a first cavity (3) is formed between the lower valve body (1) and the middle valve body (2), and an exhaust valve (4) is arranged in the first cavity (3);

an upper valve body (5) is fixed to the top of the middle valve body (2), a second chamber (6) is formed between the middle valve body (2) and the upper valve body (5), an upper valve cover (7) is fixed to the top of the upper valve body (5), a third chamber (8) is formed between the upper valve body (5) and the upper valve cover (7), and an air charging valve (9) is arranged in the third chamber (8);

a penetrating cavity (10) is formed in the middle of the upper valve body, the second cavity (6) is communicated with the third cavity (8) through the penetrating cavity (10), and a one-way valve (11) is further arranged in the penetrating cavity (10);

a plurality of pipelines are arranged in the middle valve body (2) and the upper valve body (5).

2. The constant pressure valve for the anti-skid device of the railway vehicle as claimed in claim 1, wherein a first pipeline (21) and a second pipeline (22) are arranged in the middle valve body (2), and the first pipeline (21) is arranged on the left side of the second pipeline (22);

the first duct (21) comprises: the first horizontal pipe (211), a first vertical pipe (212), a second vertical pipe (213) and a third vertical pipe (214) are sequentially arranged on the first horizontal pipe (211) from left to right, the first vertical pipe (212) vertically penetrates upwards through the top of the middle valve body (2), the second vertical pipe (213) vertically penetrates downwards through the bottom of the middle valve body (2) and is communicated with the first chamber (3), and the third vertical pipe (214) vertically penetrates upwards through the top of the middle valve body (2) and is communicated with the middle of the second chamber (6);

the second duct (22) comprising: a fourth vertical pipe (222) is arranged at the left end of the second transverse pipe (221), and the fourth vertical pipe (222) vertically penetrates through the top of the middle valve body (2) upwards and is communicated with the side part of the second chamber (6).

3. The constant pressure valve for the anti-skid device of the railway vehicle as claimed in claim 2, wherein an inclined pipeline (51) penetrates through the upper valve body (5), the lower end of the inclined pipeline (51) is communicated with the first vertical pipe (212), and the upper end of the inclined pipeline (51) is communicated with the third chamber (8).

4. A constant pressure valve for railway vehicle antislip devices according to claim 2, characterized in that the exhaust valve (4) comprises: the bottom end of the first spring (41) is fixed on the bottom wall of the first chamber (3), a first diaphragm pressing plate (42) is fixed at the top end of the first spring (41), a first diaphragm (43) is installed on the circumferential direction of the first diaphragm pressing plate (42) in a sealing mode, a lower valve core (44) is fixed at the top end of the first diaphragm pressing plate (42), the lower valve core (44) penetrates through the middle valve body (2) and is arranged in the third vertical pipe (214), and the top end of the lower valve core (44) is arranged in the second chamber (6).

5. The constant pressure valve for a railway vehicle antislip device according to claim 4, characterized in that the diameter of the third standpipe (214) is larger than the diameter of the lower spool (44).

6. A constant pressure valve for railway vehicle antislip devices according to claim 1, characterized in that the inflation valve (9) comprises: the diaphragm pressing plate structure comprises a second diaphragm pressing plate (91), wherein the second diaphragm pressing plate (91) is arranged at the top end of the through cavity (10), a second diaphragm (92) is installed on the circumferential direction of the second diaphragm pressing plate (91) in a sealing mode, a second spring (93) is fixed to the top end of the second diaphragm pressing plate (91), and an end cover (94) is fixed to the top end of the second spring (93).

7. The constant pressure valve for the anti-skid device of the railway vehicle as claimed in claim 6, wherein a protective cover (12) is arranged on the top of the upper valve cover (7), an adjusting bolt (13) is arranged at the center of the top end of the upper valve cover (7), and the adjusting bolt (13) is matched with the end cover (94) for use.

8. The constant pressure valve for the anti-skid device of the railway vehicle as claimed in claim 1, wherein a support frame is arranged at the bottom end of the third chamber (8), the check valve (11) is fixed on the support frame, and the check valve (11) comprises: and a third spring (111), wherein a one-way valve core (112) is fixed at the top end of the third spring (111).