WO2023217297A1 - 空气控制阀 - Google Patents

空气控制阀 Download PDF

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Publication number
WO2023217297A1
WO2023217297A1 PCT/CN2023/098995 CN2023098995W WO2023217297A1 WO 2023217297 A1 WO2023217297 A1 WO 2023217297A1 CN 2023098995 W CN2023098995 W CN 2023098995W WO 2023217297 A1 WO2023217297 A1 WO 2023217297A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
air
chamber
channel
main valve
Prior art date
Application number
PCT/CN2023/098995
Other languages
English (en)
French (fr)
Inventor
李华
徐毅
李佳
Original Assignee
中车齐齐哈尔车辆有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中车齐齐哈尔车辆有限公司 filed Critical 中车齐齐哈尔车辆有限公司
Publication of WO2023217297A1 publication Critical patent/WO2023217297A1/zh

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Classifications

    • 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
    • B60T15/022—Railway control or brake valves with one slide valve, e.g. an emergency slide valve
    • B60T15/024—Railway control or brake valves with one slide valve, e.g. an emergency slide valve with quick braking action and evacuation of air to a reservoir, to the atmosphere or to the brake cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present application relates to the technical field of railway freight cars, and specifically to an air control valve.
  • the air control valve, auxiliary air cylinder, acceleration relief air cylinder and brake cylinder constitute the braking system of railway freight cars.
  • the air control valve is the core control component of the vehicle braking system, which controls the vehicle braking system to produce braking, relief, etc.
  • the performance requirements of air control valves are particularly high. This is mainly reflected in the requirement that the control valves transmit braking or relieving effects quickly and the braking or relieving effects of all relevant control valves in the train are highly synchronized. .
  • the air control valve consists of a main valve, a semi-automatic relief valve, an emergency valve and an intermediate body.
  • the train tube achieves the train's relief function by inflating the main valve and exhausting the brake cylinder.
  • the main valve achieves the normal braking function of the train by arranging the air in the train tube and inflating the brake cylinder.
  • the pressure air in the vehicle pipe is arranged in a restricted manner through the main valve, so that the air control valve enters the braking position faster.
  • This application provides an air control valve to solve the problem of slow exhaust during normal braking of trains in related technologies.
  • the air control valve includes: a main valve body, which has a main valve cavity, an air intake channel and an exhaust channel.
  • the main valve cavity is connected with the auxiliary air cylinder, and the air inlet of the air intake channel is connected with the auxiliary air cylinder.
  • the train pipes are connected, the air outlet of the air inlet channel is connected with the main valve cavity, and the air inlet of the exhaust channel is connected with the main valve cavity;
  • the slide valve is movably arranged in the main valve cavity, one side of the slide valve Fitted with the cavity wall of the main valve cavity, the slide valve is provided with a connecting channel and a brake charging channel.
  • the air inlet of the connecting channel is connected to the air outlet of the air inlet channel, and the air outlet of the connecting channel is connected to the exhaust channel.
  • the air inlet is connected correspondingly, the air inlet of the brake charging channel is connected correspondingly with the main valve cavity, and the air outlet of the brake charging channel is connected correspondingly with the brake cylinder;
  • the closing valve includes a closing valve body and a closing valve core, and the closing valve body It has a closing valve chamber, which includes a driving chamber and an exhaust chamber that are not connected to each other.
  • the closing valve core is movably arranged in the driving chamber and separates the driving chamber into a auxiliary air chamber and a brake chamber.
  • the auxiliary air chamber and the auxiliary air chamber are The air cylinder is connected, the brake chamber is connected with the brake cylinder, the air inlet of the exhaust chamber is connected with the air outlet of the exhaust channel, the air outlet of the exhaust chamber is connected with the outside world, and one end of the closing valve core is extended in In the exhaust chamber, the closing valve core has an outlet position that connects the air inlet of the exhaust chamber and the air outlet of the exhaust chamber, and a closed position that isolates the air inlet of the exhaust chamber and the air outlet of the exhaust chamber.
  • the communication channel includes a first communication channel and a second communication channel that are connected with each other.
  • the second communication channel is located below the first communication channel.
  • the air inlet of the first communication channel is correspondingly connected with the air outlet of the air inlet channel.
  • the air outlet of the first communication channel and the air outlet of the second communication channel are both connected to the air inlet of the exhaust channel.
  • main valve body and the shut-off valve body are integrally formed, and the main valve body and the shut-off valve body together form a control valve body, and the shut-off valve cavity and the main valve cavity are spaced apart.
  • control valve body has a auxiliary air channel
  • the main valve cavity is connected with the auxiliary air cylinder
  • one end of the auxiliary air channel is connected with the main valve cavity
  • the other end of the auxiliary air channel is connected with the auxiliary air cavity.
  • the air control valve also includes a closing valve cover, which is located on one side of the control valve body and is covered on the closing valve body.
  • the auxiliary air passage includes a first section and a second section that are connected, and the first section is provided On the closing valve cover, the second section is set on the main valve body.
  • control valve body has a brake channel, one end of the brake channel is connected to the brake chamber, and the other end of the brake channel is connected to the brake cylinder.
  • the air control valve also includes a first valve cover.
  • the first valve cover is located at the lower end of the control valve body and covers the main valve body.
  • the brake channel includes a third section and a fourth section that are connected, and the third section is provided with On the first valve cover, a fourth section is provided on the closing valve body.
  • the air control valve also includes a piston assembly movably disposed in the main valve chamber.
  • the piston assembly divides the main valve chamber into a first main valve chamber and a second main valve chamber.
  • the first main valve chamber is connected with the train pipe, and enters the main valve chamber.
  • the air channel and the exhaust channel are both connected to the two chambers of the main valve.
  • the piston assembly is provided with a first groove that extends in the same direction as the main valve chamber. One side of the slide valve is embedded in the first groove. The other side is in contact with the cavity wall of the main valve cavity.
  • a slide valve sleeve is provided in the main valve body.
  • the outer wall of the slide valve sleeve is in contact with the cavity wall of the main valve cavity.
  • One side of the slide valve is in contact with the inner wall of the slide valve sleeve.
  • the slide valve sleeve has a There are exhaust holes, train inflation holes, brake inflation holes and communication holes arranged at intervals.
  • the air outlet of the communication channel is connected to one end of the exhaust hole, and the air inlet of the exhaust channel is connected to the other end of the exhaust hole.
  • the two ends of the train inflation hole are respectively connected with the air inlet of the air intake channel and the air inlet of the communication channel.
  • the two ends of the brake inflation hole are connected with the air outlet of the brake inflation channel and the brake cylinder respectively.
  • the communication hole Both ends are connected with the auxiliary air chamber and the main valve chamber respectively.
  • the air control valve also includes a control valve.
  • a second groove is provided on the side wall of the first groove.
  • One side of the control valve is embedded in the second groove.
  • the other side of the control valve is connected to the slide valve.
  • the side walls are in contact with each other, and a communication groove is provided on the side of the control valve facing the slide valve.
  • the communication channel includes an air intake section and an exhaust section arranged at intervals, and the communication grooves communicate with the air intake section and the exhaust section correspondingly.
  • the main valve body includes a valve body and a second valve cover covering the valve body.
  • the piston assembly includes a piston body and an elastic diaphragm connected to the piston body. The outer periphery of the elastic diaphragm is sandwiched between the valve body and the valve body. and the second valve cover, the space between the elastic diaphragm and the second valve cover forms the first chamber of the main valve, and the space between the elastic diaphragm and the main valve body forms the second chamber of the main valve.
  • the air control valve also includes an emergency inflation valve spaced apart from the main valve body.
  • the emergency inflation valve is integrally formed with the main valve body.
  • the emergency inflation valve includes an inflation cavity and a communication cavity arranged at intervals.
  • the air inlet of the inflation cavity is connected to the train.
  • the tubes are connected, charging
  • the air outlet of the air cavity is connected with the air inlet of the air inlet channel
  • the air inlet of the connecting cavity is connected with the air inlet of the brake charging channel
  • the first air outlet of the connecting cavity is connected with the brake cylinder
  • the connecting cavity The second air outlet is connected with the other end of the brake channel.
  • the pressurized air in the train pipe enters the main valve cavity through the air inlet channel, and enters the exhaust channel through the connecting channel of the slide valve, thereby being discharged from the main valve cavity , and the pressurized air in the auxiliary air cylinder enters the brake charging channel of the slide valve through the main valve cavity and enters the brake cylinder.
  • the pressurized air in the train pipe can be discharged through the main valve cavity, and the The pressurized air in the auxiliary air cylinder is filled into the brake cylinder. Therefore, in addition to decompressing the train tube itself, the pressurized air in the train tube can also continue to be discharged through the main valve cavity, thereby speeding up the exhaust speed of the train tube and making the train Enter braking quickly.
  • Figure 1 shows a schematic diagram of an air control valve in a braking position according to an embodiment of the present application
  • Figure 2 shows a schematic diagram in which the closing valve of the air control valve provided according to an embodiment of the present application is located in the air outlet position;
  • Figure 3 shows a schematic diagram of the closing valve of the air control valve provided in the closed position according to an embodiment of the present application
  • Figure 4 shows a partial cross-sectional view of an air control valve provided according to an embodiment of the present application
  • Figure 5 shows a partial cross-sectional view of an air control valve provided according to an embodiment of the present application
  • Figure 6 shows a partial cross-sectional view of an air control valve provided according to an embodiment of the present application
  • Figure 7 shows a partial cross-sectional view of an air control valve provided according to an embodiment of the present application.
  • Figure 8 shows a partial cross-sectional view of an air control valve provided according to an embodiment of the present application.
  • Figure 9 shows an axial view of the slide valve in Figure 8.
  • Figure 10 shows a cross-sectional view of the slide valve in Figure 8.
  • Figure 11 shows an axial view of the slide valve sleeve in Figure 8.
  • Figure 12 shows a partial cross-sectional view of an air control valve provided according to an embodiment of the present application
  • Figure 13 shows a front view of an air control valve provided according to an embodiment of the present application.
  • Figure 14 shows a top view of an air control valve provided according to an embodiment of the present application.
  • Figure 15 shows a schematic diagram of the air control valve provided according to the embodiment of the present application in the inflation relief position
  • Figure 16 shows a schematic diagram of the air control valve provided according to an embodiment of the present application in a partial pressure reduction position
  • Figure 17 shows a schematic diagram of the air control valve provided according to the embodiment of the present application in the brake pressure maintaining position
  • Figure 18 shows a cross-sectional view of an air control valve provided according to an embodiment of the present application.
  • the air control valve includes a main valve body 10, a slide valve 20 and a shut-off valve 30.
  • the main valve body 10 has a main valve cavity 11, an air inlet Channel 12 and exhaust channel 13, the main valve cavity 11 is connected with the auxiliary air cylinder 100, the air inlet of the air intake channel 12 is connected with the train pipe 110, the air outlet of the air intake channel 12 is connected with the main valve cavity 11, The air inlet of the exhaust passage 13 is connected with the main valve chamber 11.
  • the slide valve 20 is movably arranged in the main valve chamber 11. One side of the slide valve 20 is in contact with the wall of the main valve chamber 11. 20 is provided with a connecting channel 21 and a brake charging channel 22.
  • the air inlet of the connecting channel 21 is connected to the air outlet of the air inlet channel 12.
  • the air outlet of the connecting channel 21 is connected to the air inlet of the exhaust channel 13.
  • the air inlet of the brake charging channel 22 is connected to the main valve chamber 11, and the air outlet of the brake charging channel 22 is connected to the brake cylinder 120.
  • the closing valve 30 includes a closing valve body 31 and a closing valve core 32.
  • the closing valve body 31 has a closing valve chamber 311.
  • the closing valve chamber 311 includes a driving chamber 312 and an exhaust chamber 313 that are not connected to each other.
  • the closing valve core 32 is movably arranged in the drive chamber 312 and divides the drive chamber into a auxiliary air chamber 3121 and a brake chamber 3122.
  • the auxiliary air chamber 3121 is connected with the auxiliary air cylinder 100, and the brake chamber 3122 is connected with the brake cylinder 120.
  • the air inlet of the exhaust chamber 313 is connected with the air outlet of the exhaust channel 13, and the air outlet of the exhaust chamber 313 is connected with the outside world.
  • One end of the closing valve core 32 extends into the exhaust chamber 313, and the closing valve core 32 has The air outlet position connects the air inlet of the exhaust chamber 313 and the air outlet of the exhaust chamber 313 and the closed position separates the air inlet of the exhaust chamber 313 from the air outlet of the exhaust chamber 313 .
  • the pressure air in the train pipe 110 enters the main valve chamber 11 through the air inlet channel 12, and enters the exhaust channel 13 through the communication channel 21 of the slide valve 20 , thereby expelling the main valve chamber 11, and the pressurized air in the auxiliary air cylinder 100 enters the brake charging channel 22 of the slide valve 20 through the main valve chamber 11 and enters the brake cylinder 120. Since it can pass through the main valve after entering the braking position, The chamber 11 discharges the pressure air in the train pipe 110 and fills the pressure air in the auxiliary air cylinder 100 into the brake cylinder 120.
  • the train in addition to decompressing the train pipe 110 itself, the train can also continue to be discharged through the main valve chamber 11
  • the pressurized air in the pipe 110 further accelerates the exhaust speed of the train pipe 110, causing the train to quickly enter the braking state.
  • the braking effect transmission speed can be increased, the synchronization of train braking can be improved, and the longitudinal impact force between the vehicles in the train can be reduced, thereby reducing the braking distance.
  • the slide valve 20 has a passage that communicates with the main valve chamber 11 .
  • a piston assembly 60 is provided in the main valve chamber 11.
  • the piston assembly 60 can be driven to move by the pressure difference. Since the movement of the piston assembly 60 drives the slide valve 20 to move, the passage of the slide valve 20 is in contact with the main valve body. 10 different channels are connected, so that the train can be in a braking state or a relief state.
  • the decompression amount of the train pipe 110 will exceed the maximum effective decompression amount, that is, the pressure of the train pipe 110
  • the piston assembly 60 will not be able to move until the train enters the brake pressure maintaining position, and the train pipe 110 will continue to be emptied to the atmosphere. This will cause the locomotive to replenish the air for the train pipe leakage, causing the pressure increase in the train pipe 110 to be unexpectedly relieved. Therefore, it is necessary to set a closing valve 30 connected with the air outlet of the exhaust channel 13 to solve the problem of excessive decompression of the train pipe 110. The problem of constant exhaust during working conditions.
  • the communication channel 21 in the slide valve 20 is connected to the air outlet of the intake channel 12, and the air outlet of the communication channel 21 is connected to the air inlet of the exhaust channel 13.
  • the air in the vehicle pipe 110 can be arranged.
  • the pressure air in the auxiliary air cylinder 100 can pass through the main valve cavity 11 and be charged into the brake cylinder 120 through the brake charging channel 22, so that the train enters the braking position. active state.
  • the pressure air in the brake cylinder 120 is filled from the pressure air in the auxiliary air cylinder 100, the maximum pressure of the brake cylinder 120 will not exceed the pressure of the auxiliary air cylinder 100, and because the auxiliary air chamber 3121 is connected with the auxiliary air cylinder 100, the maximum pressure of the brake cylinder 120 will not exceed the pressure of the auxiliary air cylinder 100.
  • the air cylinder 100 is connected to each other, and the brake chamber 3122 is connected to the brake cylinder 120 . Therefore, under any working condition, the pressure in the auxiliary air chamber 3121 is always high.
  • the closing valve 30 closes under the action of the driving pressure difference.
  • the core 32 will be located at an air outlet position connecting the air inlet of the exhaust chamber 313 and the air outlet of the exhaust chamber 313, so that the train tube 110 can continue to be emptied.
  • the brake cylinder 120 and the auxiliary air cylinder 100 is equal to the pressure, the closing valve core 32 will be reset to a closed position that blocks the air inlet of the exhaust chamber 313 and the air outlet of the exhaust chamber 313, thereby not allowing the train pipe 110 to continue to be emptied, to avoid unexpected situations.
  • the closing valve core 32 includes a driving valve core and an inflating valve core.
  • the driving valve core separates the driving chamber 312 into a secondary air chamber 3121 and a braking chamber 3122.
  • the driving valve core can drive the inflating valve core to move, thereby causing the inflating valve core to move.
  • the inflation valve core has an air outlet position that connects the air inlet of the exhaust chamber 313 and the air outlet of the exhaust chamber 313 and a closed position that isolates the air inlet of the exhaust chamber 313 from the air outlet of the exhaust chamber 313 .
  • a first valve sleeve is provided in the closing valve chamber 311.
  • the outer wall of the first valve sleeve is in contact with the wall of the closing valve chamber 311 and divides the closing valve chamber 311 into a driving chamber and an exhaust chamber 313.
  • the driving valve One end of the core is movably inserted into the first valve sleeve.
  • the communication channel 21 includes a first communication channel 211 and a second communication channel 212 that are connected to each other.
  • the second communication channel 212 is located below the first communication channel 211 .
  • the air inlet of the first communication channel 211 The air outlet of the first communication channel 211 and the air outlet of the second communication channel 212 are respectively connected with the air inlet of the exhaust channel 13 .
  • the first communication channel 211 can be used to realize the connection between the air inlet channel 12 and the exhaust channel 13, so that the train pipe 110 starts to be emptied, and the train enters a partial decompression state to prepare for train braking.
  • the second communication channel 212 can be used, so that after the train enters the braking state, the air intake channel 12 and the exhaust channel 13 can still be connected through the second communication channel 212 , so that the train tube 110 continues to be emptied, thereby accelerating the braking of the train.
  • configuring the communication channel 21 as a first communication channel 211 and a second communication channel 212 that communicate with each other can reduce the area of the air outlet of the communication channel 21, thereby preventing the train tube 110 from emptying too quickly. , thereby avoiding malfunction of the train's emergency valve during normal braking.
  • the pressure air in the train tube 110 can still be reliably exhausted through the second communication channel 212, thereby improving the braking effect transmission speed of the long train, so that each vehicle of the train can It enters the braking state more synchronously, reduces the longitudinal impact force of each vehicle in the train when braking, and shortens the braking distance of the train.
  • the main valve body 10 and the closing valve body 31 are integrally formed.
  • the main valve body 10 and the closing valve body 31 jointly form the control valve body 40.
  • the closing valve chamber 311 and the main valve chamber 11 are spaced apart.
  • the control valve body 40 has a auxiliary air passage 41, the main valve chamber 11 is connected with the auxiliary air cylinder 100, one end of the auxiliary air passage 41 is connected with the main valve chamber 11, and the other end of the auxiliary air passage 41 is connected with the auxiliary air cylinder 100.
  • the auxiliary air chamber 3121 is connected.
  • the air control valve also includes a closing valve cover 51.
  • the closing valve cover 51 is located on one side of the control valve body 40 and covers the closing valve body 31.
  • the auxiliary air passage 41 includes a connected
  • the first section 411 is provided on the closing valve cover 51 and the second section 412 is provided on the main valve body 10 . Closing valve cover using the above structure 51, the closing valve cover 51 can be used to cover the closing valve body 31, and the closing valve cover 51 can be used to provide the first section 411, which facilitates miniaturization of the control valve body 40.
  • the driving valve core includes a connected valve stem and a valve cap.
  • the extension directions of the valve stem and the valve cap are perpendicular.
  • One end of the valve stem is arranged corresponding to the inflation valve core, thereby enabling the inflation valve core to move.
  • the valve cap includes a first annular plate, a second annular plate and an elastic piece.
  • the inner ring of the elastic piece is sandwiched between the first annular plate and the second annular plate.
  • the outer ring of the elastic piece is sandwiched between the closing valve body 31 and the closing valve body. between the valve covers 51 , thereby dividing the drive chamber 312 into a auxiliary air chamber 3121 and a brake chamber 3122 .
  • annular protrusion is provided on the outer periphery of the valve stem, and the driving valve core also includes a locking nut connected to the valve stem.
  • the valve cap is sandwiched between the annular protrusion and the driving valve core.
  • the first annular plate and the locking nut The second annular plate is in contact with the annular protrusion.
  • a second valve sleeve is also provided in the closing valve cavity 311.
  • the second valve sleeve is located on the side of the first valve sleeve away from the closing valve cover 51.
  • the outer wall of the second valve sleeve is opposite to the wall of the closing valve cavity 311.
  • the air outlet end of the second valve sleeve is the air outlet of the exhaust chamber 313, the air inlet end of the second valve sleeve is connected with the air inlet of the exhaust chamber 313, and the driving valve core can move through the first valve sleeve And is passed through the second valve sleeve, so that the driving valve core can drive the inflation valve core to connect the air outlet end of the second valve sleeve and the air inlet of the exhaust chamber 313 and release the inflation valve core.
  • first valve sleeve and the second valve sleeve are integrally formed, and the first valve sleeve and the second valve sleeve jointly form a guide sleeve.
  • the side wall of the guide sleeve has an inflation hole provided therethrough. The two ends are respectively connected with the air outlet end of the second valve sleeve and the outside world.
  • the inflation valve core includes a ventilation plate and an elastic cap that is sleeved on the ventilation plate.
  • the outer periphery of the ventilation plate has a plurality of protrusions.
  • the plurality of protrusions are spaced apart along the circumference of the ventilation plate and along the radial direction of the ventilation plate.
  • the elastic cap sealingly fits with the air outlet end of the second valve sleeve.
  • a first return spring and a support plate are provided in the second valve sleeve.
  • the support plate is located on the side of the inflatable valve core away from the driving valve core.
  • the outer edge of the support plate is connected to the inner wall of the second valve sleeve.
  • the first reset spring Both ends of the spring are respectively in contact with the inflation valve core and the support plate, and the support plate is provided with a vent hole.
  • the control valve body 40 has a brake passage 42 , one end of the brake passage 42 is connected to the brake chamber 3122 , and the other end of the brake passage 42 is connected to the brake cylinder 120 .
  • the use of the brake passage 42 facilitates communication between the brake chamber 3122 and the brake cylinder 120, which is beneficial to miniaturization of the control valve body 40.
  • the air control valve also includes a first valve cover 52.
  • the first valve cover 52 is located at the lower end of the control valve body 40 and covers the main valve body 10.
  • the brake passage 42 includes a connected third valve cover 52.
  • the third section 421 is provided on the first valve cover 52
  • the fourth section 422 is provided on the closing valve body 31.
  • the air control valve also includes a piston assembly 60 movably disposed in the main valve chamber 11.
  • the piston assembly 60 divides the main valve chamber 11 into a first main valve chamber 111 and a second main valve chamber 112.
  • the main valve The first chamber 111 is connected with the train pipe 110, the air inlet passage 12 and the exhaust passage 13 are both connected with the second main valve chamber 112, and the piston assembly 60 is provided with an extension direction of the main valve chamber 11.
  • one side of the slide valve 20 is embedded in the first groove 61 , and the other side of the slide valve 20 is in contact with the cavity wall of the main valve cavity 11 .
  • the piston assembly 60 can drive the slide valve 20 to move, and then the slide valve 20 can be connected to the corresponding channel on the main valve body 10, so that the train can switch between braking conditions and relief conditions according to needs.
  • the piston assembly 60 includes a connected piston rod and an elastic diaphragm.
  • the extension directions of the piston rod and the elastic diaphragm are perpendicular.
  • the elastic diaphragm can be used to separate the main valve chamber 11 into a main valve chamber 111 and a main valve chamber 111 .
  • the valve has two chambers 112, and the movement of the piston rod is not affected.
  • the passage on the slide valve 20 can be isolated from the holes on the main valve body 10 , and in the piston assembly 60 When the slide valve 20 is driven to move, the required passage on the slide valve 20 is connected with the hole on the main valve body 10 .
  • the height of the first groove 61 is greater than the height of the slide valve 20 , so that there is a buffer space between the piston assembly 60 and the slide valve 20 during movement.
  • a slide valve sleeve 14 is provided in the main valve body 10.
  • the outer wall of the slide valve sleeve 14 is in contact with the cavity wall of the main valve cavity 11.
  • One side of the slide valve 20 is in contact with the slide valve sleeve.
  • the inner side walls of the slide valve sleeve 14 are aligned with each other.
  • the slide valve sleeve 14 has spaced exhaust holes 141, a train inflation hole 142, a brake inflation hole 143 and a communication hole 144.
  • the air outlet of the communication channel 21 is connected to one end of the exhaust hole 141.
  • the slide valve sleeve 14 can be used to guide the slide valve 20, and the holes of the slide valve sleeve 14 can be connected with the corresponding channels of the slide valve 20, thereby realizing the relief or braking of the train. .
  • the pressure air in the train tube 110 can be sequentially passed through the air inlet channel 12, the train inflation hole 142, the communication channel 21, the exhaust hole 141 and The exhaust passage 13 discharges the control valve body 40, thereby quickly entering the braking state of the train.
  • the brake charging hole 143 when the train enters braking, the pressure air in the auxiliary air cylinder 100 can be charged sequentially through the second chamber 112 of the main valve, the brake charging channel 22, the brake charging hole 143 and the brake channel 42.
  • the brake cylinder 120 outputs braking force to drive the lever action, and the lever drives the brake to clamp the wheel to achieve the braking function.
  • the communication hole 144 when the train enters braking, the pressure air in the auxiliary air cylinder 100 can be filled into the auxiliary air chamber 3121 through the second chamber 112 of the main valve, the communication hole 144 and the auxiliary air channel 41 in sequence.
  • the air control valve also includes a control valve 70.
  • a second groove 62 is provided on the side wall of the first groove 61.
  • One side of the control valve 70 is embedded in the second groove 62.
  • the control valve The other side of the control valve 70 is in contact with the side wall of the slide valve 20.
  • the control valve 70 is provided with a communication groove 71 on one side facing the slide valve 20.
  • the communication channel 21 includes an air inlet section 213 and an exhaust section 214 arranged at intervals.
  • the communication groove 71 communicates with the air inlet section 213 and the exhaust section 214 correspondingly.
  • the locomotive inflates the air control valve through the train pipe 110.
  • the train pipe 110 inflates the main valve chamber 111, thereby inflating the main valve chamber 111.
  • the air pressure in 111 is greater than the air pressure in the second chamber 112 of the main valve, so that the piston assembly 60 moves downward under the action of the driving pressure difference, and the piston assembly 60 drives the slide valve 20 and the control valve 70 to move downward together, so that The slide valve 20 and the control valve 70 are both in the lowest position and are connected to
  • the train pipe 110 is connected through the slide valve 20 to inflate the second chamber 112 of the main valve.
  • the second chamber 112 of the main valve inflates the auxiliary air cylinder 100 to a constant pressure, that is, the specified pressure is 500kpa, and the brake cylinder 120 is exhausted.
  • the passages are connected, the pressure air in the brake cylinder 120 is exhausted, and a compression spring is provided below the piston assembly 60. At this time, the compression spring is in a compressed state.
  • the train pipe 110 begins to depressurize. Since the train pipe 110 is provided with a shrinkage blockage on the passage of the train pipe 110 to inflate the second chamber 112 of the main valve, the air pressure in the second chamber 112 of the main valve increases. is greater than the air pressure in the first chamber 111 of the main valve, the piston assembly 60 moves upward through the elastic force of the compression spring below it, and drives the control valve 70 to move upward. At this time, the inflation path between the train pipe 110 and the auxiliary air cylinder 100 is cut off .
  • the pressurized air in the train pipe 110 is discharged from the control valve body 40 through the air inlet channel 12, the train inflation hole 142, the first communication channel 211, the exhaust hole 141 and the exhaust channel 13 in sequence.
  • the train is in a partial decompression state, speeding up the entire train.
  • the exhaust speed of the train pipe 110 enables the air control valve of each vehicle to enter the braking position faster, improves the synchronization of each vehicle in the train entering the braking state, and reduces the longitudinal impact of each vehicle in the train when braking. force.
  • the train pipe 110 continues to decompress, and the air pressure in the first chamber 111 of the main valve is still greater than the air pressure in the second chamber 112 of the main valve.
  • the piston assembly 60 moves upward, it drives the slide valve 20 to move upward.
  • the slide valve 20 and the control valve 70 are both in the uppermost position.
  • the pressure air in the train pipe 110 passes through the air inlet channel 12, the train inflation hole 142, the second communication channel 212, the exhaust hole 141 and the exhaust channel in sequence.
  • the control valve body 40 is discharged, and the pressure air of the auxiliary air cylinder 100 is sequentially filled into the brake cylinder 120 through the second main valve chamber 112, the brake charging channel 22, the brake charging hole 143 and the braking channel 42, and the train is under braking. active state.
  • the main valve body 10 includes a valve body 15 and a second valve cover 16 covering the valve body 15.
  • the piston assembly 60 includes a piston body 63 and an elastic membrane connected to the piston body 63.
  • Piece 64, the outer periphery of the elastic diaphragm 64 is sandwiched between the valve body 15 and the second valve cover 16, the space between the elastic diaphragm 64 and the second valve cover 16 forms a main valve cavity 111, the elastic diaphragm 64
  • the space between the main valve body 10 and the main valve body 10 forms the second cavity 112 of the main valve.
  • the elastic diaphragm 64 can be used to separate the main valve chamber 11, which has the advantage of simple structure.
  • the lower end of the piston assembly 60 extends into the first valve cover 52, which has the advantages of compact structure and easy miniaturization.
  • the air control valve also includes an emergency inflation valve 80 that is spaced apart from the main valve body 10.
  • the emergency inflation valve 80 is integrally formed with the main valve body 10.
  • the emergency inflation valve 80 includes a spaced-apart inflation chamber 81 and a communication chamber. 82.
  • the air inlet of the charging chamber 81 is connected with the train pipe 110, the air outlet of the charging chamber 81 is connected with the air inlet of the air intake channel 12, and the air inlet of the connecting cavity 82 is connected with the air inlet of the brake charging channel 22.
  • the first air outlet of the communication cavity 82 is connected with the brake cylinder 120 , and the second air outlet of the communication cavity 82 is connected with the other end of the brake channel 42 .
  • the air control valve with the above structure integrates the emergency inflation valve 80, the main valve body 10 and the shut-off valve 30, which has the advantage of multi-function.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Multiple-Way Valves (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

一种空气控制阀，包括：主阀体（10），主阀腔（11）与副风缸（100）相连通，进气通道（12）与列车管（110）相连通，进气通道（12）与主阀腔（11）相连通，排气通道（13）与主阀腔（11）相连通；滑阀（20），滑阀与主阀腔（11）相贴合，连通通道（21）与进气通道（12）连通，连通通道（21）与排气通道（13）连通，制动充气通道（22）与主阀腔（11）连通，制动充气通道（22）与制动缸（120）连通；关闭阀（30），关闭阀体具有关闭阀腔（311），关闭阀芯（32）设置在驱动腔（312）内并将驱动腔分隔为副风腔（3121）和制动腔（3122），副风腔（3121）与副风缸（100）相连通，制动腔（3122）与制动缸（120）相连通，排气腔（313）与排气通道（12）相连通，关闭阀芯具有连通排气腔的进气口与排气腔的出气口的出气位置以及隔断排气腔的进气口与排气腔的出气口的封闭位置。

Description

空气控制阀
本申请要求于2022年5月13日提交至中国国家知识产权局、申请号为202210521953.7、发明名称为“空气控制阀”的专利申请的优先权。
技术领域
本申请涉及铁路货车技术领域，具体而言，涉及一种空气控制阀。
背景技术
空气控制阀、副风缸、加速缓解风缸以及制动缸等组成铁路货车的制动系统。其中，空气控制阀是车辆制动系统的核心控制部件，控制车辆制动系统产生制动、缓解等。目前铁路货车编组数量多，列车长度大，对空气控制阀的性能要求特别高，主要体现在要求控制阀传递制动或缓解作用迅速，列车中所有相关控制阀的制动或缓解作用同步性高。
在相关技术中，空气控制阀由主阀、半自动缓解阀、紧急阀以及中间体组成。其中，列车管通过向主阀充气以及制动缸排气实现列车的缓解功能，主阀通过排列车管空气并向制动缸充气实现列车的正常制动功能。通过主阀有限制地排列车管的压力空气，使空气控制阀更快地进入制动位。
然而，相关技术中的空气控制阀进入制动位后，并没有继续辅助机车排列车管压力的装置，进而使得正常制动过程中列车排气慢的问题依然很突出。
发明内容
本申请提供一种空气控制阀，以解决相关技术中的列车正常制动过程中排气慢的问题。
本申请提供了一种空气控制阀，空气控制阀包括：主阀体，具有主阀腔、进气通道以及排气通道，主阀腔与副风缸相连通，进气通道的进气口与列车管相连通，进气通道的出气口与主阀腔相连通，排气通道的进气口与主阀腔相连通；滑阀，可移动地设置在主阀腔内，滑阀的一侧与主阀腔的腔壁相贴合，滑阀贯穿设置有连通通道和制动充气通道，连通通道的进气口与进气通道的出气口对应连通，连通通道的出气口与排气通道的进气口对应连通，制动充气通道的进气口与主阀腔对应连通，制动充气通道的出气口与制动缸对应连通；关闭阀，包括关闭阀体和关闭阀芯，关闭阀体具有关闭阀腔，关闭阀腔包括互不连通的驱动腔和排气腔，关闭阀芯可移动地设置在驱动腔内并将驱动腔分隔为副风腔和制动腔，副风腔与副风缸相连通，制动腔与制动缸相连通，排气腔的进气口与排气通道的出气口相连通，排气腔的出气口与外界相连通，关闭阀芯的一端伸入排气腔内，关闭阀芯具有连通排气腔的进气口与排气腔的出气口的出气位置以及隔断排气腔的进气口与排气腔的出气口的封闭位置。
进一步地，连通通道包括相互连通的第一连通通道和第二连通通道，第二连通通道位于第一连通通道的下方，第一连通通道的进气口与进气通道的出气口对应连通，第一连通通道的出气口和第二连通通道的出气口均与排气通道的进气口对应连通。
进一步地，主阀体和关闭阀体一体成型，主阀体和关闭阀体共同形成控制阀体，关闭阀腔和主阀腔间隔设置。
进一步地，控制阀体具有副风通道，主阀腔与副风缸相连通，副风通道的一端与主阀腔相连通，副风通道的另一端与副风腔相连通。
进一步地，空气控制阀还包括关闭阀盖，关闭阀盖位于控制阀体的一侧并盖设在关闭阀体上，副风通道包括相连通的第一段和第二段，第一段设置在关闭阀盖上，第二段设置在主阀体上。
进一步地，控制阀体具有制动通道，制动通道的一端与制动腔相连通，制动通道的另一端与制动缸相连通。
进一步地，空气控制阀还包括第一阀盖，第一阀盖位于控制阀体的下端并盖设于主阀体，制动通道包括相连通的第三段和第四段，第三段设置在第一阀盖上，第四段设置在关闭阀体上。
进一步地，空气控制阀还包括可移动地设置在主阀腔内的活塞组件，活塞组件将主阀腔分隔为主阀一腔和主阀二腔，主阀一腔与列车管相连通，进气通道和排气通道均与主阀二腔相连通，活塞组件设置有与主阀腔的延伸方向相同的第一凹槽，滑阀的一侧嵌设于第一凹槽内，滑阀的另一侧与主阀腔的腔壁相贴合。
进一步地，主阀体内设置有滑阀套，滑阀套的外侧壁与主阀腔的腔壁相贴合，滑阀的一侧与滑阀套的内侧壁相贴合，滑阀套上具有间隔设置的排气孔、列车充气孔、制动充气孔以及连通孔，连通通道的出气口与排气孔的一端相连通，排气通道的进气口与排气孔的另一端相连通，列车充气孔的两端分别与进气通道的进气口以及连通通道的进气口相连通，制动充气孔的两端分别与制动充气通道的出气口以及制动缸相连通，连通孔的两端分别与副风腔以及主阀腔相连通。
进一步地，空气控制阀还包括节制阀，第一凹槽的侧壁上设置有第二凹槽，节制阀的一侧嵌设于第二凹槽内，节制阀的另一侧与滑阀的侧壁相贴合，节制阀朝向滑阀的一侧设置有连通凹槽，连通通道包括间隔设置的进气段和排气段，连通凹槽对应连通进气段和排气段。
进一步地，主阀体包括阀体本体以及盖设于阀体本体的第二阀盖，活塞组件包括活塞本体以及与活塞本体相连接的弹性膜片，弹性膜片的外周夹设在阀体本体与第二阀盖之间，弹性膜片与第二阀盖之间的空间形成主阀一腔，弹性膜片和主阀体之间的空间形成主阀二腔。
进一步地，空气控制阀还包括与主阀体间隔设置的紧急充气阀，紧急充气阀与主阀体一体成型，紧急充气阀包括间隔设置的充气腔和连通腔，充气腔的进气口与列车管相连通，充 气腔的出气口与进气通道的进气口相连通，连通腔的进气口与制动充气通道的进气口相连通，连通腔的第一出气口与制动缸相连通，连通腔的第二出气口与制动通道的另一端相连通。
应用本申请的技术方案，当空气控制阀进入制动位后，列车管中的压力空气通过进气通道进入主阀腔内，并通过滑阀的连通通道进入排气通道，从而排出主阀腔，并且，副风缸中的压力空气通过主阀腔进入滑阀的制动充气通道并进入制动缸，由于进入制动位后可以通过主阀腔将列车管中的压力空气排出，并将副风缸中的压力空气充入制动缸，因此，除列车管自身减压外，还可以通过主阀腔继续排出列车管中的压力空气，进而加快了列车管的排气速度，使列车快速地进入制动状态。
附图说明
构成本申请的一部分的说明书附图用来提供对本申请的进一步理解，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1示出了根据本申请实施例提供的空气控制阀处于制动位的原理图；
图2示出了根据本申请实施例提供的空气控制阀的关闭阀位于出气位置的原理图；
图3示出了根据本申请实施例提供的空气控制阀的关闭阀位于封闭位置的原理图；
图4示出了根据本申请实施例提供的空气控制阀的局部剖视图；
图5示出了根据本申请实施例提供的空气控制阀的局部剖视图；
图6示出了根据本申请实施例提供的空气控制阀的局部剖视图；
图7示出了根据本申请实施例提供的空气控制阀的局部剖视图；
图8示出了根据本申请实施例提供的空气控制阀的局部剖视图；
图9示出了图8中的滑阀的轴侧图；
图10示出了图8中的滑阀的剖视图；
图11示出了图8中的滑阀套的轴侧图；
图12示出了根据本申请实施例提供的空气控制阀的局部剖视图；
图13示出了根据本申请实施例提供的空气控制阀的正视图；
图14示出了根据本申请实施例提供的空气控制阀的俯视图；
图15示出了根据本申请实施例提供的空气控制阀处于充气缓解位的原理图；
图16示出了根据本申请实施例提供的空气控制阀处于局部减压位的原理图；
图17示出了根据本申请实施例提供的空气控制阀处于制动保压位的原理图；
图18示出了根据本申请实施例提供的空气控制阀的剖视图。
其中，上述附图包括以下附图标记：
10、主阀体；11、主阀腔；111、主阀一腔；112、主阀二腔；12、进气通道；13、排气通
道；14、滑阀套；141、排气孔；142、列车充气孔；143、制动充气孔；144、连通孔；15、阀体本体；16、第二阀盖；
20、滑阀；21、连通通道；211、第一连通通道；212、第二连通通道；213、进气段；214、
排气段；22、制动充气通道；
30、关闭阀；31、关闭阀体；311、关闭阀腔；312、驱动腔；3121、副风腔；3122、制动
腔；313、排气腔；32、关闭阀芯；
40、控制阀体；41、副风通道；411、第一段；412、第二段；42、制动通道；421、第三
段；422、第四段；
51、关闭阀盖；52、第一阀盖；
60、活塞组件；61、第一凹槽；62、第二凹槽；63、活塞本体；64、弹性膜片；
70、节制阀；71、连通凹槽；
80、紧急充气阀；81、充气腔；82、连通腔；
100、副风缸；110、列车管；120、制动缸。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本申请及其应用或使用的任何限制。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
如图1至图18所示，本申请实施例提供了一种空气控制阀，空气控制阀包括主阀体10、滑阀20以及关闭阀30，主阀体10具有主阀腔11、进气通道12以及排气通道13，主阀腔11与副风缸100相连通，进气通道12的进气口与列车管110相连通，进气通道12的出气口与主阀腔11相连通，排气通道13的进气口与主阀腔11相连通，滑阀20可移动地设置在主阀腔11内，滑阀20的一侧与主阀腔11的腔壁相贴合，滑阀20贯穿设置有连通通道21和制动充气通道22，连通通道21的进气口与进气通道12的出气口对应连通，连通通道21的出气口与排气通道13的进气口对应连通，制动充气通道22的进气口与主阀腔11对应连通，制动充气通道22的出气口与制动缸120对应连通，关闭阀30包括关闭阀体31和关闭阀芯32，关闭阀体31具有关闭阀腔311，关闭阀腔311包括互不连通的驱动腔312和排气腔313，关闭阀芯 32可移动地设置在驱动腔312内并将驱动腔分隔为副风腔3121和制动腔3122，副风腔3121与副风缸100相连通，制动腔3122与制动缸120相连通，排气腔313的进气口与排气通道13的出气口相连通，排气腔313的出气口与外界相连通，关闭阀芯32的一端伸入排气腔313内，关闭阀芯32具有连通排气腔313的进气口与排气腔313的出气口的出气位置以及隔断排气腔313的进气口与排气腔313的出气口的封闭位置。
应用本申请的技术方案，当空气控制阀进入制动位后，列车管110中的压力空气通过进气通道12进入主阀腔11内，并通过滑阀20的连通通道21进入排气通道13，从而排出主阀腔11，并且，副风缸100中的压力空气通过主阀腔11进入滑阀20的制动充气通道22并进入制动缸120，由于进入制动位后可以通过主阀腔11将列车管110中的压力空气排出，并将副风缸100中的压力空气充入制动缸120，因此，除列车管110自身减压外，还可以通过主阀腔11继续排出列车管110中的压力空气，进而加快了列车管110的排气速度，使列车快速地进入制动状态。并且，由于加快了列车管110的排气速度，可提升制动作用传递速度，提高列车制动的同步性，减小列车中各车辆间纵向冲击力，从而可以减小制动距离。
其中，由于滑阀20的一侧与主阀腔11的腔壁相贴合，进而使得进气通道12的出气口与主阀腔11的连通被隔断，进气通道12的出气口只能通过滑阀20具有的通道与主阀腔11相连通。
在本实施例中，主阀腔11内设置有活塞组件60，通过压差可以驱动活塞组件60进行移动，由于活塞组件60的移动带动滑阀20移动，使滑阀20的通道与主阀体10不同的通道连通，从而可以使列车处于制动状态或者缓解状态。然而，在列车进入制动状态后，由于通过连通通道21可以使列车管110继续排空，如不进行控制，会造成列车管110的减压量超过最大有效减压量，即列车管110压力从充满状态减到低于副风缸100和制动缸120完全平衡的压力时，从而会导致活塞组件60无法移动至列车进入制动保压位，并且，列车管110一直向大气排空，会导致机车会为列车管漏泄补风，导致列车管110压力升高出现意外缓解，因此，需要在设置与排气通道13的出气口相连通的关闭阀30，解决列车管110在过量减压工况一直排气的问题。
需要说明的是，随着活塞组件60的移动，滑阀20中的连通通道21与进气通道12的出气口相连通，并且，连通通道21的出气口与排气通道13的进气口相连通，进而可以通过主阀腔11排列车管110空气，同时，副风缸100中的压力空气可以通过主阀腔11并通过制动充气通道22充入制动缸120，从而使列车进入制动状态。
其中，由于制动缸120中的压力空气从副风缸100中的压力空气充入，进而制动缸120的最大压力不会超过副风缸100的压力，并且，由于副风腔3121与副风缸100相连通，制动腔3122与制动缸120相连通。因此，在任何工况下，副风腔3121中的压力一直较高，在副风缸100开始向制动缸120中充入压力空气时，关闭阀30在驱动压差的作用下，关闭阀芯32会位于连通排气腔313的进气口和排气腔313的出气口的出气位置，进而使列车管110可以继续排空。但是，当列车管110的减压量达到或者超过最大有效减压量时，制动缸120和副风缸 100中的压力相等，关闭阀芯32会复位至隔断排气腔313的进气口与排气腔313的出气口的封闭位置，进而不允许列车管110继续排空，避免出现意外状况。
在本实施例中，关闭阀芯32包括驱动阀芯和充气阀芯，驱动阀芯将驱动腔312分隔为副风腔3121和制动腔3122，驱动阀芯能够驱动充气阀芯移动，进而使充气阀芯具有连通排气腔313的进气口与排气腔313的出气口的出气位置以及隔断排气腔313的进气口与排气腔313的出气口的封闭位置。
具体地，关闭阀腔311内设置有第一阀套，第一阀套的外侧壁与关闭阀腔311的腔壁相贴合并将关闭阀腔311分隔为驱动腔和排气腔313，驱动阀芯的一端可移动地穿设于第一阀套。
如图8至图10所示，连通通道21包括相互连通的第一连通通道211和第二连通通道212，第二连通通道212位于第一连通通道211的下方，第一连通通道211的进气口与进气通道12的出气口对应连通，第一连通通道211的出气口和第二连通通道212的出气口均与排气通道13的进气口对应连通。采用上述结构的连通通道21，可以利用第一连通通道211实现进气通道12与排气通道13的连通，进而使列车管110开始排空，列车进入局部减压状态，为列车制动做准备，从而使列车可以快速地进入制动状态，并且，可以利用第二连通通道212，使列车进入制动状态后，仍能通过第二连通通道212实现进气通道12与排气通道13的连通，从而使列车管110继续排空，从而加快列车的制动。
需要说明的是，将连通通道21设置为相互连通的第一连通通道211和第二连通通道212，可以减小连通通道21的出气口的面积，进而可以避免列车管110的排空速度过快，从而可以避免正常制动时，列车的紧急阀的误动作。
在本实施例中，列车进入制动状态后，通过第二连通通道212仍可使列车管110内的压力空气可靠的排大气，起到提高长大列车制动作用传递速度，使列车各车辆更同步进入制动状态，减小列车中各车辆制动时的纵向冲击力，缩短列车制动距离的作用。
其中，主阀体10和关闭阀体31一体成型，主阀体10和关闭阀体31共同形成控制阀体40，关闭阀腔311和主阀腔11间隔设置。采用上述结构的控制阀体40，可以使列车在进入制动状态后，仍通过控制阀体40排列车管110的压力空气，同时，可以通过关闭阀30避免列车管110的减压量达到或者超过最大有效减压量，从而避免列车出现意外工况。
如图5所示，控制阀体40具有副风通道41，主阀腔11与副风缸100相连通，副风通道41的一端与主阀腔11相连通，副风通道41的另一端与副风腔3121相连通。采用副风通道41可以实现通过主阀腔11实现副风腔3121与副风缸100的连通，具有便于连通，实现控制阀体40的小型化的优点。
如图5、图13以及图14所示，空气控制阀还包括关闭阀盖51，关闭阀盖51位于控制阀体40的一侧并盖设在关闭阀体31上，副风通道41包括相连通的第一段411和第二段412，第一段411设置在关闭阀盖51上，第二段412设置在主阀体10上。采用上述结构的关闭阀盖 51，既可以利用关闭阀盖51对关闭阀体31进行封盖，并且，可以利用关闭阀盖51设置第一段411，便于控制阀体40的小型化。
具体地，驱动阀芯包括相连接的阀杆和阀帽，阀杆和阀帽的延伸方向相垂直，阀杆的一端对应充气阀芯设置，进而能够使充气阀芯移动。阀帽包括第一环形板、第二环形板以及弹性片，弹性片的内圈夹设在第一环形板和第二环形板之间，弹性片的外圈夹设在关闭阀体31和关闭阀盖51之间，从而将驱动腔312分隔为副风腔3121和制动腔3122。
并且，阀杆的外周设置有环形凸起，驱动阀芯还包括与阀杆相连接的锁紧螺母，阀帽夹设在环形凸起与驱动阀芯之间，第一环形板与锁紧螺母相抵接，第二环形板与环形凸起相抵接。
具体地，关闭阀腔311内还设置有第二阀套，第二阀套位于第一阀套远离关闭阀盖51的一侧，第二阀套的外侧壁与关闭阀腔311的腔壁相贴合，第二阀套的出气端为排气腔313的出气口，第二阀套的进气端与排气腔313的进气口相连通，驱动阀芯可移动地贯穿第一阀套并穿设于第二阀套，从而驱动阀芯能够驱动充气阀芯连通第二阀套的出气端与排气腔313的进气口以及释放充气阀芯。
在本实施例中，第一阀套和第二阀套一体成型，第一阀套和第二阀套共同形成导向套，导向套的侧壁上具有贯穿设置有的充气孔，充气孔的两端分别与第二阀套的出气端以及外界相连通。
需要说明的是，充气阀芯包括通气板以及套设于通气板的弹性帽，通气板的外周具有多个凸起，多个凸起沿通气板的周向间隔设置并沿通气板的径向延伸，弹性帽与第二阀套的出气端密封配合。
并且，第二阀套内设置有第一复位弹簧和支撑板，支撑板位于充气阀芯远离驱动阀芯的一侧，支撑板的外边沿与第二阀套的内侧壁相连接，第一复位弹簧的两端分别与充气阀芯以及支撑板相抵接，支撑板上设置有通气孔。
如图6所示，控制阀体40具有制动通道42，制动通道42的一端与制动腔3122相连通，制动通道42的另一端与制动缸120相连通。采用制动通道42，便于制动腔3122和制动缸120相连通，有利于控制阀体40的小型化。
如图6和图8所示，空气控制阀还包括第一阀盖52，第一阀盖52位于控制阀体40的下端并盖设于主阀体10，制动通道42包括相连通的第三段421和第四段422，第三段421设置在第一阀盖52上，第四段422设置在关闭阀体31上。采用上述结构的第一阀盖52，可以利用第一阀盖52对主阀体10进行封盖，并且，可以利用第一阀盖52设置第三段421，有利于控制阀体40的小型化。
如图8所示，空气控制阀还包括可移动地设置在主阀腔11内的活塞组件60，活塞组件60将主阀腔11分隔为主阀一腔111和主阀二腔112，主阀一腔111与列车管110相连通，进气通道12和排气通道13均与主阀二腔112相连通，活塞组件60设置有与主阀腔11的延伸方向 相同的第一凹槽61，滑阀20的一侧嵌设于第一凹槽61内，滑阀20的另一侧与主阀腔11的腔壁相贴合。通过活塞组件60可以带动滑阀20移动，进而可以使滑阀20与主阀体10上对应的通道连通，从而可以使列车在制动工况和缓解工况之间根据需求进行切换。
需要说明的是，活塞组件60包括相连接的活塞杆和弹性膜片，活塞杆和弹性膜片的延伸方向相垂直，利用弹性膜片可以将主阀腔11分隔为主阀一腔111和主阀二腔112，并且，不会使活塞杆的移动受到影响。
具体地，采用滑阀20的另一侧与主阀腔11的腔壁相贴合的方式，可以将滑阀20上的通道与主阀体10上的孔道相隔绝，并且，在活塞组件60带动滑阀20移动时，使滑阀20上的需求的通道与主阀体10上的孔道连通。
在本实施例中，第一凹槽61的高度尺寸大于滑阀20的高度尺寸，进而可以使活塞组件60移动的过程中与滑阀20存在缓冲空间。
如图8和图18所示，主阀体10内设置有滑阀套14，滑阀套14的外侧壁与主阀腔11的腔壁相贴合，滑阀20的一侧与滑阀套14的内侧壁相贴合，滑阀套14上具有间隔设置的排气孔141、列车充气孔142、制动充气孔143以及连通孔144，连通通道21的出气口与排气孔141的一端相连通，排气通道13的进气口与排气孔141的另一端相连通，列车充气孔142的两端分别与进气通道12的进气口以及连通通道21的进气口相连通，制动充气孔143的两端分别与制动充气通道22的出气口以及制动缸120相连通，连通孔144的两端分别与副风腔3121以及主阀腔11相连通。采用上述结构的滑阀套14，可以利用滑阀套14对滑阀20形成导向作用，并利用滑阀套14的孔道与对应的滑阀20的通道相连通，进而实现列车的缓解或者制动。
其中，通过排气孔141和列车充气孔142可以实现在列车进入制动时，将列车管110中的压力空气依次通过进气通道12、列车充气孔142、连通通道21、排气孔141以及排气通道13排出控制阀体40，进而使列车快速地进入制动状态。通过制动充气孔143可以实现在列车进入制动时，将副风缸100中的压力空气依次通过主阀二腔112、制动充气通道22、制动充气孔143以及制动通道42充入制动缸120，通过制动缸120输出制动力带动杠杆动作，杠杆带动车闸夹紧车轮，实现制动功能。通过连通孔144可以实现在列车进入制动时，将副风缸100中的压力空气依次通过主阀二腔112、连通孔144以及副风通道41充入至副风腔3121。
如图18所示，空气控制阀还包括节制阀70，第一凹槽61的侧壁上设置有第二凹槽62，节制阀70的一侧嵌设于第二凹槽62内，节制阀70的另一侧与滑阀20的侧壁相贴合，节制阀70朝向滑阀20的一侧设置有连通凹槽71，连通通道21包括间隔设置的进气段213和排气段214，连通凹槽71对应连通进气段213和排气段214。采用节制阀70，可以使连通通道21的进气段213和排气段214相连通，进而可以使列车管110中的压力空气排空。
在本实施例中，如图15所示，当列车处于充气缓解状态时，机车通过列车管110向空气控制阀充气，其中，列车管110向主阀一腔111充气，进而使主阀一腔111中的空气压力大于主阀二腔112中的空气压力，从而使活塞组件60在驱动压差的作用下向下移动，并且，活塞组件60带动滑阀20和节制阀70一起下移，使滑阀20和节制阀70均处于最下端位置，并通 过滑阀20连通列车管110向主阀二腔112充气通路，同时，主阀二腔112向副风缸100充气，并充到定压，即规定压力500kpa，并且，制动缸120排气通路连通，制动缸120内压力空气排大气，在活塞组件60的下方设置有压缩弹簧，此时，压缩弹簧处于压缩状态。
如图16所示，当列车即将制动时，列车管110开始减压，由于列车管110向主阀二腔112充气的通路上设置有缩堵，进而使主阀二腔112中的空气压力大于主阀一腔111中的空气压力，活塞组件60通过其下方的压缩弹簧的弹力作用向上移动，并且带动节制阀70向上移动，此时，列车管110与副风缸100的充气通路被切断。列车管110中的压力空气依次通过进气通道12、列车充气孔142、第一连通通道211、排气孔141以及排气通道13排出控制阀体40，列车处于局部减压状态，加快整列车列车管110的排气速度，使每辆车的空气控制阀更快进入制动位，并提高列车中各车辆进入制动状态的同步性，减小列车中各车辆在制动时的纵向冲击力。
如图1所示，列车管110继续减压，主阀一腔111中的空气压力依旧大于主阀二腔112中的空气压力，活塞组件60向上移动的同时，带动滑阀20上移，此时，滑阀20和节制阀70均处于最上端的位置，同时，列车管110中的压力空气依次通过进气通道12、列车充气孔142、第二连通通道212、排气孔141以及排气通道13排出控制阀体40，并且，副风缸100的压力空气依次通过主阀二腔112、制动充气通道22、制动充气孔143以及制动通道42充入制动缸120，列车处于制动状态。
如图17所示，当列车管110减压至规定压力并停止减压，由于副风缸100依旧向制动缸120充气，因而副风缸100的压力仍继续降低，直到主阀一腔111中的压力稍高于主阀二腔112的压力，活塞组件60带动节制阀向下移动，切断副风缸100与制动缸120的充气通路，空气控制阀处于制动保压位。
如图8和图18所示，主阀体10包括阀体本体15以及盖设于阀体本体15的第二阀盖16，活塞组件60包括活塞本体63以及与活塞本体63相连接的弹性膜片64，弹性膜片64的外周夹设在阀体本体15与第二阀盖16之间，弹性膜片64与第二阀盖16之间的空间形成主阀一腔111，弹性膜片64和主阀体10之间的空间形成主阀二腔112。采用上述结构的主阀体10，可以利用弹性膜片64将主阀腔11分隔，具有结构简单的优点。
在本实施例中，活塞组件60的下端伸入第一阀盖52内，具有结构紧凑，便于小型化的优点。
如图18所示，空气控制阀还包括与主阀体10间隔设置的紧急充气阀80，紧急充气阀80与主阀体10一体成型，紧急充气阀80包括间隔设置的充气腔81和连通腔82，充气腔81的进气口与列车管110相连通，充气腔81的出气口与进气通道12的进气口相连通，连通腔82的进气口与制动充气通道22的进气口相连通，连通腔82的第一出气口与制动缸120相连通，连通腔82的第二出气口与制动通道42的另一端相连通。采用上述结构的空气控制阀，将紧急充气阀80、主阀体10以及关闭阀30集成一体，具有多功能的优点。

Claims (12)

  1. 一种空气控制阀，其特征在于，所述空气控制阀包括：
    主阀体(10)，具有主阀腔(11)、进气通道(12)以及排气通道(13)，所述主阀腔(11)与副风缸(100)相连通，所述进气通道(12)的进气口与列车管(110)相连通，所述进气通道(12)的出气口与所述主阀腔(11)相连通，所述排气通道(13)的进气口与所述主阀腔(11)相连通；
    滑阀(20)，可移动地设置在所述主阀腔(11)内，所述滑阀(20)的一侧与所述主阀腔(11)的腔壁相贴合，所述滑阀(20)贯穿设置有连通通道(21)和制动充气通道(22)，所述连通通道(21)的进气口与所述进气通道(12)的出气口对应连通，所述连通通道(21)的出气口与所述排气通道(13)的进气口对应连通，所述制动充气通道(22)的进气口与所述主阀腔(11)对应连通，所述制动充气通道(22)的出气口与制动缸(120)对应连通；
    关闭阀(30)，包括关闭阀体(31)和关闭阀芯(32)，所述关闭阀体(31)具有关闭阀腔(311)，所述关闭阀腔(311)包括互不连通的驱动腔(312)和排气腔(313)，所述关闭阀芯(32)可移动地设置在所述驱动腔(312)内并将所述驱动腔(312)分隔为副风腔(3121)和制动腔(3122)，所述副风腔(3121)与所述副风缸(100)相连通，所述制动腔(3122)与所述制动缸(120)相连通，所述排气腔(313)的进气口与所述排气通道(13)的出气口相连通，所述排气腔(313)的出气口与外界相连通，所述关闭阀芯(32)的一端伸入所述排气腔(313)内，所述关闭阀芯(32)具有连通所述排气腔(313)的进气口与所述排气腔(313)的出气口的出气位置以及隔断所述排气腔(313)的进气口与所述排气腔(313)的出气口的封闭位置。
  2. 根据权利要求1所述的空气控制阀，其特征在于，所述连通通道(21)包括相互连通的第一连通通道(211)和第二连通通道(212)，所述第二连通通道(212)位于所述第一连通通道(211)的下方，所述第一连通通道(211)的进气口与所述进气通道(12)的出气口对应连通，所述第一连通通道(211)的出气口和所述第二连通通道(212)的出气口均与所述排气通道(13)的进气口对应连通。
  3. 根据权利要求1所述的空气控制阀，其特征在于，所述主阀体(10)和所述关闭阀体(31)一体成型，所述主阀体(10)和所述关闭阀体(31)共同形成控制阀体(40)，所述关闭阀腔(311)和所述主阀腔(11)间隔设置。
  4. 根据权利要求3所述的空气控制阀，其特征在于，所述控制阀体(40)具有副风通道(41)，所述主阀腔(11)与副风缸(100)相连通，所述副风通道(41)的一端与所述主阀腔(11)相连通，所述副风通道(41)的另一端与所述副风腔(3121)相连通。
  5. 根据权利要求4所述的空气控制阀，其特征在于，所述空气控制阀还包括关闭阀盖(51)，所述关闭阀盖(51)位于所述控制阀体(40)的一侧并盖设在所述关闭阀体(31)上， 所述副风通道(41)包括相连通的第一段(411)和第二段(412)，所述第一段(411)设置在所述关闭阀盖(51)上，所述第二段(412)设置在所述主阀体(10)上。
  6. 根据权利要求3所述的空气控制阀，其特征在于，所述控制阀体(40)具有制动通道(42)，所述制动通道(42)的一端与所述制动腔(3122)相连通，所述制动通道(42)的另一端与所述制动缸(120)相连通。
  7. 根据权利要求6所述的空气控制阀，其特征在于，所述空气控制阀还包括第一阀盖(52)，所述第一阀盖(52)位于所述控制阀体(40)的下端并盖设于所述主阀体(10)，所述制动通道(42)包括相连通的第三段(421)和第四段(422)，所述第三段(421)设置在所述第一阀盖(52)上，所述第四段(422)设置在所述关闭阀体(31)上。
  8. 根据权利要求1至7中任一项所述的空气控制阀，其特征在于，所述空气控制阀还包括可移动地设置在所述主阀腔(11)内的活塞组件(60)，所述活塞组件(60)将所述主阀腔(11)分隔为主阀一腔(111)和主阀二腔(112)，所述主阀一腔(111)与所述列车管(110)相连通，所述进气通道(12)和所述排气通道(13)均与所述主阀二腔(112)相连通，所述活塞组件(60)设置有与所述主阀腔(11)的延伸方向相同的第一凹槽(61)，所述滑阀(20)的一侧嵌设于所述第一凹槽(61)内，所述滑阀(20)的另一侧与所述主阀腔(11)的腔壁相贴合。
  9. 根据权利要求8所述的空气控制阀，其特征在于，所述主阀体(10)内设置有滑阀套(14)，所述滑阀套(14)的外侧壁与所述主阀腔(11)的腔壁相贴合，所述滑阀(20)的一侧与所述滑阀套(14)的内侧壁相贴合，所述滑阀套(14)上具有间隔设置的排气孔(141)、列车充气孔(142)、制动充气孔(143)以及连通孔(144)，所述连通通道(21)的出气口与所述排气孔(141)的一端相连通，所述排气通道(13)的进气口与所述排气孔(141)的另一端相连通，所述列车充气孔(142)的两端分别与所述进气通道(12)的进气口以及所述连通通道(21)的进气口相连通，所述制动充气孔(143)的两端分别与所述制动充气通道(22)的出气口以及所述制动缸(120)相连通，所述连通孔(144)的两端分别与所述副风腔(3121)以及所述主阀腔(11)相连通。
  10. 根据权利要求9所述的空气控制阀，其特征在于，所述空气控制阀还包括节制阀(70)，所述第一凹槽(61)的侧壁上设置有第二凹槽(62)，所述节制阀(70)的一侧嵌设于所述第二凹槽(62)内，所述节制阀(70)的另一侧与所述滑阀(20)的侧壁相贴合，所述节制阀(70)朝向所述滑阀(20)的一侧设置有连通凹槽(71)，所述连通通道(21)包括间隔设置的进气段(213)和排气段(214)，所述连通凹槽(71)对应连通所述进气段(213)和所述排气段(214)。
  11. 根据权利要求8所述的空气控制阀，其特征在于，所述主阀体(10)包括阀体本体(15)以及盖设于所述阀体本体(15)的第二阀盖(16)，所述活塞组件(60)包括活塞本体(63)以及与所述活塞本体(63)相连接的弹性膜片(64)，所述弹性膜片(64)的外周夹设在所述阀体本体(15)与所述第二阀盖(16)之间，所述弹性膜片(64)与所述第二阀盖 (16)之间的空间形成所述主阀一腔(111)，所述弹性膜片(64)和所述主阀体(10)之间的空间形成所述主阀二腔(112)。
  12. 根据权利要求6所述的空气控制阀，其特征在于，所述空气控制阀还包括与所述主阀体(10)间隔设置的紧急充气阀(80)，所述紧急充气阀(80)与所述主阀体(10)一体成型，所述紧急充气阀(80)包括间隔设置的充气腔(81)和连通腔(82)，所述充气腔(81)的进气口与所述列车管(110)相连通，所述充气腔(81)的出气口与所述进气通道(12)的进气口相连通，所述连通腔(82)的进气口与所述制动充气通道(22)的进气口相连通，所述连通腔(82)的第一出气口与所述制动缸(120)相连通，所述连通腔(82)的第二出气口与所述制动通道(42)的另一端相连通。
PCT/CN2023/098995 2022-05-13 2023-06-07 空气控制阀 WO2023217297A1 (zh)

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