Pneumatic clutch control device of railway vehicle

Abstract

A pneumatic clutch control device of a railway vehicle comprises an air supply pipeline and a two-position three-way electromagnetic valve. The air supply pipeline is communicated between a main air reservoir of the railway vehicle air compression system and an air inlet of the pneumatic clutch; two ports of the two-position three-way electromagnetic valve are communicated with the air supply pipeline, and the other port of the two-position three-way electromagnetic valve is introduced into external atmosphere; a pressure switch I is arranged on the air supply pipeline between the two-position three-way electromagnetic valve and the pneumatic clutch; the set value of the pressure switch I is greater than the minimum value of the normal working pressure of the pneumatic clutch; a non-backpressure one-way valve and a pressure stabilizing air cylinder are sequentially arranged on the air supply pipeline between the main air cylinder and the two-position three-way electromagnetic valve; the pressure stabilizing air cylinder is provided with a second pressure switch, and the set value of the second pressure switch is larger than the maximum value of normal working pressure of the pneumatic clutch. And the controller can receive signals of the first pressure switch and the second pressure switch so as to control the two-position three-way electromagnetic valve. The boosting time of the clutch air cavity is shortened, friction plate loss in the boosting process is reduced, and the pressure is more stable when the pneumatic clutch works.

Description

Technical Field

[0001] This utility model belongs to the field of railway maintenance machinery engineering technology, specifically relating to a pneumatic clutch control device for rail vehicles. Background Technology

[0002] The pneumatic clutch is a crucial component for cutting off or transmitting power between the hydraulic pump and the transfer case in rail vehicles. Clutch operation is primarily achieved through pneumatic control. Current pneumatic control technology mainly uses a back-pressure check valve, a two-position three-way solenoid valve, and a pressure switch with a set pressure value of 550±10 kPa to control the engagement and disengagement of the clutch friction plates, thereby achieving power transmission and disconnection between the drive and driven shafts. This control method results in a significant local pressure drop when the solenoid valve is activated. Because air needs to be supplied from the main air reservoir through a check valve and a relatively long pipeline, it takes a relatively long time to reach the safe operating pressure of the clutch, which is detrimental to clutch protection. Furthermore, the check valve has back pressure, and the maximum pressure in the clutch cylinder is 30–40 kPa lower than the main air reservoir pressure. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings of the existing technology and provide a pneumatic clutch control device for rail vehicles. This device ensures stable working air pressure in the clutch chamber, shortens the clutch chamber pressurization time, reduces friction plate wear, and replenishes air leakage at the pipeline interface. It keeps the clutch chamber pressure in a high-level protection state, preventing insufficient working pressure and effectively ensuring the safety of rail vehicle operation and improving work efficiency.

[0004] The technical solution of this utility model is as follows: a pneumatic clutch control device for rail vehicles, including an air supply pipeline and a two-position three-way solenoid valve for controlling the gas flow.

[0005] The air supply pipeline connects the main air cylinder of the air compression system of the rail vehicle to the air inlet of the pneumatic clutch, and is used to supply air to the pneumatic clutch.

[0006] Two ports of the two-position three-way solenoid valve are connected to the gas supply pipeline, and the other port is connected to the outside atmosphere.

[0007] A pressure switch is installed on the air supply pipeline between the two-position three-way solenoid valve and the pneumatic clutch. The set value of the pressure switch is greater than the minimum normal working pressure of the pneumatic clutch. A back pressure-free check valve and a pressure-stabilizing air cylinder are sequentially installed on the air supply pipeline between the main air cylinder and the two-position three-way solenoid valve.

[0008] The pressure-stabilizing air cylinder is equipped with a pressure switch two, and the set value of the pressure switch two is greater than the maximum normal working pressure of the pneumatic clutch.

[0009] It also includes a controller that can receive signals from pressure switch one and pressure switch two, and then control a two-position three-way solenoid valve.

[0010] A shut-off valve is installed on the air supply pipeline between the back pressure-free one-way valve and the main air cylinder.

[0011] The shut-off plug and the back pressure-free check valve are connected by a short pipe joint.

[0012] The back pressure-free one-way valve and the pressure-stabilizing air cylinder are connected by internal and external connectors, connector one, hose one, and connector two.

[0013] The pressure-stabilizing air cylinder is connected to the two-position three-way solenoid valve via another connector two, hose two, and connector three.

[0014] The pressure switch is connected to one port of the two-position three-way solenoid valve via a three-way valve, and the other end of the three-way valve is connected to the air inlet of the pneumatic clutch via hose three and connector four.

[0015] The beneficial effects of this utility model are as follows: This utility model uses a combination of a back-pressure-free one-way valve, a pressure-stabilizing cylinder, a two-position three-way solenoid valve, and a pressure switch to achieve the engagement or disengagement of the pneumatic clutch. The back-pressure-free one-way valve can ensure stable air pressure in the clutch chamber, increase the upper limit of the control air circuit pressure, and keep the maximum pressure in the clutch chamber consistent with the total air pressure. A 2L pressure-stabilizing cylinder is installed close to the pneumatic clutch after the back-pressure-free one-way valve. The volume of the pneumatic clutch chamber and pipeline is approximately 0.1L. If the initial pressure of the pressure-stabilizing cylinder is 8... When the two-position three-way solenoid valve is activated, it can quickly increase the air chamber pressure of the pneumatic clutch to 750 kPa without replenishing air from the main air cylinder, shortening the pressurization time of the clutch air chamber and reducing the wear of the friction plates during the pressurization process; at the same time, the setting of the pressure stabilizing air cylinder can instantly replenish the small amount of air leakage at the pipeline interface, making the pressure of the pneumatic clutch air chamber more stable when it is working; the pressure switch setting pressure is increased to 650±10 kPa, so that the pneumatic clutch air chamber pressure is in a high-level protection state, avoiding the occurrence of insufficient working pressure. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and examples.

[0017] Figure 1 This is a schematic diagram of the structure of this utility model;

[0018] Figure 2 This is a structural diagram of the pneumatic clutch of this utility model;

[0019] Figure 3 This is a schematic diagram of a new type of gas circuit control. Detailed Implementation

[0020] The specific implementation of this utility model will be described in detail below with reference to the accompanying drawings, so that the technical solution and beneficial effects of this utility model are clearer and more accurate. The embodiments described with reference to the accompanying drawings are exemplary and intended to explain this utility model, but should not be construed as limiting it. The description is divided into three parts:

[0021] Part One: Structural Composition.

[0022] like Figures 1-2 As shown, a control air circuit for a pneumatic clutch in a rail vehicle includes a shut-off valve 1, a back pressure-free one-way valve 2, a pressure-stabilizing air cylinder 3, a two-position three-way solenoid valve 4, a pressure switch 1 5, and a pressure switch 2 6. The existing pneumatic clutch consists of a clutch air chamber 16, friction plates 17, a transmission housing 18, a driven shaft 19, bearings 20 and 21, a bushing 22, bearings 23, and a drive shaft 24. The control device air circuit is connected to the clutch air inlet via connector 4 15.

[0023] Part Two: Pipeline Connection Methods.

[0024] like Figure 1 As shown, one end of the shut-off valve 1 is connected to the main air cylinder via a pipeline, and the other end of the shut-off valve 1 is connected to the back pressure-free check valve 2 via a short pipe connector 7. The back pressure-free check valve 2 is connected to the pressure-stabilizing air cylinder 3 via an inner and outer connector 8, connector 1 9, hose 1 10, and connector 2 25. The pressure-stabilizing air cylinder 3 is equipped with a pressure switch 2 6. The pressure-stabilizing air cylinder 3 is connected to the two-position three-way solenoid valve 4 via another connector 2 25, hose 2 11, and connector 3 12. The pressure switch 1 5 is connected to the two-position three-way solenoid valve 4 via a three-way connector 26. The other end of the three-way connector 26 is connected to the air circuit via connector 5 13 and then to hose 3 14. The other end of hose 3 14 is connected to the clutch air inlet via connector 4 15. It also includes a controller that can receive signals from pressure switch 5 and pressure switch 6, and then control the two-position three-way solenoid valve 4. When the pressure in the pressure-stabilizing cylinder 3 is lower than the pressure setting value of pressure switch 6, the pressure switch will feed back a signal to the controller. The controller controls the main air cylinder to fill the pressure-stabilizing cylinder with air until the pressure-stabilizing cylinder 3 is filled to the pressure setting value of pressure switch 6. The controller receiving the pressure switch signal and then controlling the solenoid valve to open and close is the prior art, and will not be described in detail in this embodiment.

[0025] Part Three: Analysis and Explanation of Working Principle

[0026] like Figure 3As shown, when the clutch needs to be engaged, the controller energizes the two-position three-way solenoid valve 4, solenoid valve port 1 opens to port 2, and the pressure-stabilizing air cylinder 3 quickly fills the clutch air chamber 16 with air, causing the friction plates 17 to engage and transmit power. During clutch operation, pressure switch 1 5 monitors the pressure of the clutch air chamber 16 in real time. When the pressure of the clutch air chamber 16 is lower than the pressure value set by pressure switch 1 5, the pressure switch will send a signal to the vehicle controller. The vehicle controller will then energize the two-position three-way solenoid valve 4 again, and the pressure-stabilizing air cylinder 3 will continuously replenish air to the clutch air chamber 16 until the pressure value set by pressure switch 1 5 is reached. At the same time, pressure switch 2 6 also monitors the pressure of pressure-stabilizing air cylinder 3 in real time. When the pressure of pressure-stabilizing air cylinder 3 filling the clutch air chamber 16 with air causes the pressure to be lower than the pressure value set by pressure switch 2 6, pressure switch 2 6 will send a signal to the vehicle controller, thus ensuring that the total airflow is directed to replenish air to pressure-stabilizing air cylinder 3 until the pressure value set by pressure switch 2 6 is reached. When the clutch needs to be disengaged, the controller de-energizes the two-position three-way solenoid valve 4, solenoid valve port 2 opens to port 3, and the clutch air chamber is vented to the atmosphere through port 3 of solenoid valve. The friction plates 17 disengage from each other, and the vehicle controller controls the main airflow stabilizing cylinder 3 to replenish air to the pressure set value of pressure switch 2 6, in preparation for the next clutch start.

[0027] The back pressure-free one-way valve 2 is used to ensure stable air pressure in the clutch air chamber 16, increase the upper limit of air pressure of the control device, and keep the maximum pressure of the clutch air chamber 16 consistent with the total air pressure.

[0028] A 2L pressure-stabilizing air cylinder 3 is installed near the pneumatic clutch after the back pressure-free one-way valve 2. The volume of the clutch air chamber 16 and the pipeline connecting all components from the pressure-stabilizing air cylinder to the air inlet of the pneumatic clutch is about 0.1L. If the initial pressure of the pressure-stabilizing air cylinder 3 is 800kPa, when the two-position three-way solenoid valve 4 is activated, it can quickly increase the pressure of the clutch air chamber 16 to 750kPa without supplementing air from the main air cylinder, shortening the pressurization time of the clutch air chamber 16 and reducing the wear of the friction plate 17 during the pressurization process. At the same time, the installation of the pressure-stabilizing air cylinder 3 can instantly replenish the small amount of leakage at the pipeline interface, making the pressure of the clutch air chamber 16 more stable when it is working.

[0029] This utility model is not limited to the above-described embodiments. For those skilled in the art, various improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications are also considered to be within the protection scope of this utility model. Contents not described in detail in this specification are prior art known to those skilled in the art.

Claims

1. A pneumatic clutch control device for rail vehicles, characterized in that: Includes gas supply pipeline and two-position three-way solenoid valve (4) for controlling gas flow; The air supply pipeline connects the main air cylinder of the air compression system of the rail vehicle to the air inlet of the pneumatic clutch, and is used to supply air to the pneumatic clutch. Two ports of the two-position three-way solenoid valve (4) are connected to the gas supply pipeline, and the other port is connected to the outside atmosphere; A pressure switch (5) is provided on the air supply pipeline between the two-position three-way solenoid valve (4) and the pneumatic clutch. The set value of the pressure switch (5) is greater than the minimum normal working pressure of the pneumatic clutch. A back pressure-free check valve (2) and a pressure-stabilizing air cylinder (3) are sequentially provided on the air supply pipeline between the main air cylinder and the two-position three-way solenoid valve (4). The pressure stabilizing cylinder (3) is equipped with a pressure switch two (6), and the set value of the pressure switch two (6) is greater than the maximum normal working pressure of the pneumatic clutch; It also includes a controller that can receive signals from pressure switch one (5) and pressure switch two (6) and then control the two-position three-way solenoid valve (4).

2. The pneumatic clutch control device for rail vehicles according to claim 1, characterized in that: A shut-off valve (1) is provided on the air supply pipeline between the back pressure-free one-way valve (2) and the main air cylinder.

3. The pneumatic clutch control device for rail vehicles according to claim 2, characterized in that: The shut-off valve (1) and the back pressure-free check valve (2) are connected by a short pipe joint (7).

4. The pneumatic clutch control device for rail vehicles according to claim 1, characterized in that: The back pressure-free one-way valve (2) and the pressure-stabilizing air cylinder (3) are connected by internal and external connectors (8), connector one (9), hose one (10), and connector two (25).

5. A pneumatic clutch control device for rail vehicles according to claim 1, characterized in that: The pressure-stabilizing air cylinder (3) and the two-position three-way solenoid valve (4) are connected by another connector two (25), hose two (11) and connector three (12).

6. A pneumatic clutch control device for rail vehicles according to claim 1, characterized in that: The pressure switch (5) is connected to one port of the two-position three-way solenoid valve (4) via a three-way valve (26), and the other end of the three-way valve (26) is connected to the air inlet of the pneumatic clutch via a rubber hose (14) and a connector (15).

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