A rail vehicle carbon dioxide air conditioning safety valve and air conditioning system

Abstract

The present invention discloses a rail vehicle carbon dioxide air conditioning safety valve and air conditioning system, including a valve body, a locking assembly and a first pressure relief assembly, wherein the valve body is provided with a first channel, and the side of the first channel is provided with an air intake interface and a first outlet, and the first pressure relief assembly includes a first valve core and a first pressure relief spring, and the two ends of the first pressure relief spring are respectively abutted against the valve body and the first valve core, and the locking assembly is arranged in the valve body, which includes a locking block and an electromagnet, and the electromagnet is fixedly connected to the valve body, and the locking block can be attracted by the electromagnet and move, and a fixed protrusion is arranged on the locking block, and the fixed protrusion can limit the first valve core, so that the first valve core blocks the communication between the air intake interface and the first outlet, and when the electromagnet is energized, the electromagnet attracts the locking block, so that the fixed protrusion cancels the limit on the first valve core. The safety valve and air conditioning system of the present invention not only retain the traditional passive pressure relief function, but also can actively open the safety valve according to the CO2 concentration to prevent the refrigerant CO2 from leaking.

Description

Technical Field

[0001] The invention belongs to the field of safety valves, and in particular relates to a rail vehicle carbon dioxide air-conditioning safety valve and an air-conditioning system. Background Art

[0002] At present, in order to protect the safety of the pipelines of rail vehicle air-conditioning units, pipeline parts such as safety valves are often added to the pipelines. Its protective function is mainly achieved by locking the plunger of the valve through the elastic pressure of the internal spring. Once the pressure in the pipeline is abnormal, the plunger will be pushed open to form a pressure relief channel to release the high pressure. Due to the particularity of CO2 air-conditioning refrigerant, designers should consider that if the CO2 refrigerant in the pipeline leaks, even if the pipeline pressure is not abnormal at this time, the safety valve should be actively opened to prevent the leaked CO2 refrigerant from flowing into the passenger compartment or driver's room through the air supply port. This puts forward more diverse functional requirements for the safety valve in the pipeline. Summary of the invention

[0003] In view of the above problems, the present invention studies and designs a rail vehicle carbon dioxide air conditioning safety valve and air conditioning system to solve the disadvantage that the traditional air conditioning safety valve cannot actively open the safety valve when there is no abnormality in the pipeline pressure. The technical means adopted by the present invention are as follows:

[0004] A rail vehicle carbon dioxide air conditioning safety valve comprises a valve body, a locking assembly and a first pressure relief assembly, wherein the valve body is provided with a first channel, an air inlet interface and a first outlet are provided on the side of the first channel, the first pressure relief assembly comprises a first valve core and a first pressure relief spring matched with the first channel, one end of the first pressure relief spring abuts against the valve body, and the other end abuts against the first valve core, the locking assembly comprises a locking block and an electromagnet, the locking block and the electromagnet are arranged in the valve body, the electromagnet is fixedly connected to the valve body, the locking block can be attracted by the electromagnet and move, a fixed protrusion is provided on the side of the locking block away from the electromagnet, the fixed protrusion can limit the first valve core, so that the first valve core blocks the communication between the air inlet interface and the first outlet, and when the electromagnet is energized, the electromagnet attracts the locking block, so that the fixed protrusion cancels the limitation of the first valve core.

[0005] Preferably, a locking block cavity is provided in the valve body, the locking block and the electromagnet are arranged in the locking block cavity, a connecting port communicating with the locking block cavity is provided in the first channel, the fixed protrusion can extend into the first channel through the connecting port and limit the first valve core, and when the electromagnet is energized, the electromagnet attracts the locking block, so that the fixed protrusion disengages from the first channel, thereby canceling the limitation of the first valve core.

[0006] Preferably, a return spring is provided on one side of the locking block close to the electromagnet, one end of the locking block is hinged to the valve body, and the other end is connected to one end of the return spring, and the other end of the return spring is fixedly connected to the valve body.

[0007] Preferably, the locking block is provided with a magnetic block cooperating with the electromagnet, and the magnetic block and the fixing protrusion are arranged in back-to-back directions.

[0008] Preferably, the side of the fixing protrusion close to the first pressure relief spring is an inclined surface, and the first valve core is provided with a positioning groove that cooperates with the fixing protrusion. When the fixing protrusion cooperates with the positioning groove, the fixing protrusion prevents the first valve core from moving in the direction of the first pressure relief spring.

[0009] Preferably, a valve seat is provided in the first channel, and the valve seat is provided between the first outlet and the air inlet interface. When the valve seat contacts the first valve core, the fixing protrusion extends into the positioning groove.

[0010] Preferably, the valve seat is made of carbon fiber filled polytetrafluoroethylene.

[0011] Preferably, a second channel and a second pressure relief assembly are provided in the valve body, the air inlet interface, the first channel and the second channel are connected, a second outlet is provided in the second channel, the second pressure relief assembly includes a second valve core and a second pressure relief spring cooperating with the second channel, one end of the second pressure relief spring abuts against the valve body, and the other end abuts against the second valve core, and the second valve core abuts against the valve body under the elastic force of the second pressure relief spring, so that the second valve core blocks the communication between the air inlet interface and the second outlet.

[0012] Preferably, the elastic force of the first pressure relief spring is smaller than the elastic force of the second pressure relief spring.

[0013] A rail vehicle carbon dioxide air conditioning system comprises the safety valve as described in any one of the above, a CO2 concentration sensor and a control system, wherein the safety valve is arranged on the air conditioning pipeline, the CO2 concentration sensor is arranged in the air conditioning evaporation chamber, and the safety valve and the CO2 concentration sensor are connected to the control system.

[0014] Compared with the prior art, the rail vehicle carbon dioxide air conditioning safety valve and air conditioning system described in the present invention have the following beneficial effects:

[0015] 1. The safety valve of the present invention has both passive and active pressure relief functions. It can determine whether the refrigerant is leaking according to the detection of CO2 concentration in the evaporation chamber of the unit, so as to open the safety valve in time to discharge the refrigerant from the condensation chamber first, so as to avoid excessive refrigerant flowing into the passenger compartment from the air outlet of the evaporation chamber, causing harm to the passengers.

[0016] 2. The active pressure relief structure (i.e., the locking component and the first pressure relief component) in the present invention is an electromagnetic structure, in which the locking component is driven by electromagnetic force and has the advantages of short stroke and rapid triggering. When leaked refrigerant is detected, the safety valve can be opened in time according to the received electrical signal for active pressure relief.

[0017] 3. The passive pressure relief structure (i.e., the second pressure relief component) in the present invention is a mechanical structure, which is simple and reliable and does not rely on electric drive. Even if the circuit control of the unit fails and the active pressure relief structure cannot work, the safety valve can still ensure the most basic pressure safety of the pipeline.

[0018] 4. The locking assembly, the first pressure relief assembly and the second pressure relief assembly in the present invention are all provided with springs, and when the safety valve is working, the springs in the above three structures are all in a compressed state. When the abnormal pipeline pressure is relieved, the three can be reset to the normal working position by the springs without manual reset. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 2 is a schematic diagram of the structure of the safety valve in normal operation according to an embodiment of the present invention;

[0020] Figure 2 is a schematic structural diagram of the first pressure relief assembly when it is opened in an embodiment of the present invention;

[0021] Figure 3 is a schematic structural diagram of the second pressure relief assembly when it is opened in an embodiment of the present invention;

[0022] Figure 4 It is an enlarged structural schematic diagram of the locking assembly in an embodiment of the present invention.

[0023] In the figure, 1, valve body; 2, locking assembly; 3, first pressure relief assembly; 4, second pressure relief assembly; 11, air inlet interface; 12, first channel; 13, second channel; 14, first outlet; 15, second outlet; 16, locking block cavity; 17, connecting port; 18, valve seat; 21, locking block; 22, electromagnet; 23, magnetic block; 24, fixing protrusion; 25, reset spring; 31, first valve core; 32, first pressure relief spring; 33, positioning groove; 41, second valve core; 42, second pressure relief spring. DETAILED DESCRIPTION

[0024] like Figure 1-4As shown, a rail vehicle carbon dioxide air conditioning safety valve comprises a valve body 1, a locking assembly 2 and a first pressure relief assembly 3. A first channel 12, a locking block cavity 16 and an air inlet interface 11 are provided in the valve body 1. The air inlet interface 11 is communicated with the first channel 12. A communication port 17 communicated with the locking block cavity 16 is provided on the side of the first channel 12. A first outlet 14 for exhaust is provided on the side of the first channel 12 between the air inlet interface 11 and the communication port 17.

[0025] The locking assembly 2 includes a locking block 21 and an electromagnet 22, both of which are arranged in the locking block cavity 16, and the electromagnet 22 is fixedly connected to the valve body 1. One end of the locking block 21 is hinged to the valve body 1 in the locking block cavity 16, and the other end is provided with a return spring 25, one end of the return spring 25 is fixedly connected to the valve body 1, and the other end is connected to the locking block 21. A magnetic block 23 is provided on the side of the locking block 21 connected to the return spring 25, and the magnetic block 23 can be attracted by the electromagnet 22. A fixed protrusion 24 is provided on the side of the locking block 21 facing away from the magnetic block 23, and the fixed protrusion 24 can extend into the first channel 12 through the connecting port 17. The return spring 25 should always be in a compressed state, and the elastic force provided by it will make the locking block 21 close to the inner wall of the locking block cavity 16, thereby ensuring that the fixed protrusion 24 can extend into the first channel 12.

[0026] A first pressure relief assembly 3 is provided in the first channel 12. The first pressure relief assembly 3 includes a first valve core 31 and a first pressure relief spring 32. A positioning groove 33 is provided on the first valve core 31 to cooperate with the fixed protrusion 24. In this embodiment, the first valve core 31 is set as an "I"-shaped structure, which can reduce the weight of the first valve core 31 and reduce the pushing resistance of the first pressure relief spring 32. The periphery of the first valve core 31 is sealed and connected to the inner wall of the first channel 12, and the first valve core 31 can slide relative to the first channel 12. One end of the first pressure relief spring 32 is fixedly connected to the valve body 1, and the other end is connected to the first valve core 31. A valve seat 18 is provided in the first channel 12. The valve seat 18 is arranged along the inner circumference of the first channel 12. The valve seat 18 can seal and position the first valve core. When the safety valve is working, the first pressure relief spring 32 is always in a compressed state. Under the thrust of the first pressure relief spring 32, the end of the first valve core 31 that contacts the airflow cooperates with the valve seat 18 to position. When the first valve core 31 is in sealing contact with the valve seat 18, the fixing protrusion 24 fits tightly with the positioning groove 33 after passing through the connecting port 17, so that the first valve core 31 cannot move in the direction of the first pressure relief spring 32. The valve seat 18 can prevent the positioning groove 33 from passing over the positioning protrusion, ensuring that the positioning groove 33 and the positioning protrusion are always in corresponding positions. After the first valve core 31 is fixed, the end of the first valve core 31 that contacts the air flow (i.e., near the valve seat 18) is located between the air inlet interface 11 and the first outlet 14, and the first valve core 31 can block the connection between the air inlet interface 11 and the first outlet 14, thereby ensuring the sealing of the safety valve.

[0027] The valve seat (18) is made of carbon fiber filled polytetrafluoroethylene. By adding carbon powder to PTFE, its wear resistance can be further improved and the friction coefficient can be reduced. Compared with traditional PTFE, the sealing effect for high-pressure pipelines such as CO2 is improved.

[0028] When the electromagnet 22 is powered on, the electromagnet 22 attracts the magnetic block 23, so that one end of the locking block 21 is lifted, and the fixing protrusion 24 is separated from the first channel 12, and the return spring 25 is further compressed; when the electromagnet 22 is powered off, the attraction between the electromagnet 22 and the magnetic block 23 is lost, and the locking block 21 returns to its original position under the elastic force of the return spring 25, and the fixing protrusion 24 extends into the first channel 12.

[0029] The working principle of the locking assembly 2 and the first pressure relief assembly 3 is as follows: when the electromagnet 22 is energized, the electromagnet 22 attracts the magnetic block 23, so that one end of the locking block 21 is lifted, and at the same time the reset spring 25 is compressed, and the fixing protrusion 24 is separated from the first channel 12, thereby losing the fixing effect on the first valve core 31. At this time, the abnormal airflow in the pipeline will exert pressure on the first valve core 31, causing the first pressure relief spring 32 to be compressed. When the air inlet interface 11 is connected to the first outlet 14, the airflow is discharged from the first outlet 14 to complete the active pressure relief operation. When the pressure returns to normal, the first valve core 31 is abutted against the valve seat 18 under the action of the first pressure relief spring 32, and the electromagnet 22 is de-energized. The attraction between the electromagnet 22 and the magnetic block 23 is lost, and the locking block 21 returns to its original position under the elastic force of the reset spring 25. At the same time, the fixing protrusion 24 extends into the first channel 12 and cooperates with the positioning groove 33 to prevent the first valve core 31 from sliding.

[0030] The side of the fixed protrusion 24 close to the first pressure relief spring 32 is an inclined surface, and the other side is a vertical surface, so that when the first valve core 31 moves toward the valve seat 18, the first valve core 31 will not be blocked by the fixed protrusion 24, and when the first valve core 31 moves in the opposite direction, the positioning groove 33 cooperates with the fixed protrusion 24 to prevent the first valve core 31 from moving.

[0031] A second channel 13 is provided in the valve body 1, and the air inlet interface 11, the first channel 12 and the second channel 13 are connected. A second outlet 15 for exhaust is provided on the side of the second channel 13. A second pressure relief assembly 4 is provided in the second channel 13, and the second pressure relief assembly 4 includes a second valve core 41 and a second pressure relief spring 42 that cooperate with the second channel 13. One end of the second pressure relief spring 42 is fixedly connected to the valve body 1, and the other end is connected to the second valve core 41. When the safety valve is working, the second pressure relief spring 42 is always in a compressed state. Under the push of the elastic force of the second pressure relief spring 42, the end of the second valve core 41 that contacts the airflow is tightly attached to the valve body 1. At this time, the second valve core 41 blocks the communication between the air inlet interface 11 and the second outlet 15. The second pressure relief spring 42 is selected according to the maximum allowable pressure of the current pipeline. When the pipeline pressure is greater than the elastic force that the second pressure relief spring 42 can provide (the allowable pressure of the pipeline), the second pressure relief spring 42 will be compressed, and the second valve core 41 will move accordingly, and the air inlet interface 11 and the second outlet 15 are connected to exhaust, completing the passive pressure relief process and ensuring the safety of the pipeline.

[0032] The elastic force of the first pressure relief spring 32 is smaller than the elastic force of the second pressure relief spring 42. When the electromagnet 22 is energized, the fixed protrusion 24 leaves the positioning groove 33, and the first pressure relief spring 32 is compressed under the action of the airflow, and the second pressure relief spring 42 is also affected by the air pressure. Since the elastic force of the first pressure relief spring 32 is smaller, the first pressure relief spring 32 will be compressed first, and the first valve core 31 will move, so that the air inlet interface 11 is connected with the first outlet 14, and the air pressure will be released, so that the active pressure relief process can proceed normally.

[0033] A rail vehicle carbon dioxide air conditioning system comprises the above-mentioned safety valve, a CO2 concentration sensor and a control system. The safety valve is arranged on the air conditioning pipeline, the CO2 concentration sensor is arranged in the air conditioning evaporation chamber, and both the safety valve and the CO2 concentration sensor are connected to the control system.

[0034] The working principle of the present invention is as follows: the safety valve is equipped with a customized controller, which is internally equipped with a CO2 concentration sensor and a matching actuator. The CO2 concentration sensor is arranged in the evaporation chamber, and an external computer can give the controller a CO2 detection concentration through an external interface. When the CO2 concentration in the unit (evaporation chamber) exceeds the threshold, the actuator starts to act, outputs a 24V voltage to the safety valve, and activates the active pressure relief mechanism (locking component 2 and first pressure relief component 3) of the safety valve.

[0035] When the air-conditioning unit is operating normally, the refrigerant pressure in the pipeline is normal, and the second valve core 41 is not pushed; the first valve core 31 is also not pushed due to the limiting effect of the locking assembly 2, and the first channel 12 and the second channel 13 are both in a closed state.

[0036] When the sensor detects that the CO2 concentration inside the evaporation chamber is high, that is, there is a leak in the pipeline, it will send an electrical signal to the controller, thereby energizing the electromagnet 22, and the electromagnet 22 will attract the locking component 2 after being energized. After the first valve core 31 loses the limiting effect of the locking component 2, the pressure in the pipeline cannot be balanced by the first pressure relief spring 32 alone, so the first valve core 31 is pushed, the first outlet 14 is connected to the air inlet interface 11, and the safety valve realizes active pressure relief.

[0037] If the active pressure relief mechanism is not turned on, or if the active pressure relief mechanism fails due to the power system, when the internal pressure of the pipeline exceeds the set allowable pressure, the second valve core 41 will be pushed open due to the pressure, and the refrigerant will be released to protect the pipeline. The components involved in this process are all mechanically driven and do not rely on electricity, providing the most basic pipeline safety guarantee for the unit.

[0038] The safety valve and air conditioning system described in the present invention improve the traditional spring-type safety valve, thereby adding an active pressure relief function while retaining the traditional passive pressure relief function. When refrigerant leaks from the internal pipeline of the unit's evaporation chamber, even if the refrigerant pressure in the pipeline is not higher than the set allowable pressure, the safety valve can still be actively opened to relieve pressure. Specifically, according to the detection of the CO2 concentration in the unit's evaporation chamber, the safety valve can be opened in time to discharge the refrigerant from the condensation chamber first, so as to prevent excessive refrigerant from flowing into the passenger compartment from the evaporation chamber outlet and causing harm to the passengers.

[0039] The embodiments described above are merely descriptions of preferred implementation modes of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. A rail vehicle carbon dioxide air conditioning safety valve, characterized in that: The invention comprises a valve body (1), a locking assembly (2) and a first pressure relief assembly (3), wherein a first channel (12) is provided in the valve body (1), an air inlet interface (11) and a first outlet (14) are provided on the side of the first channel (12), the first pressure relief assembly (3) comprises a first valve core (31) and a first pressure relief spring (32) matched with the first channel (12), one end of the first pressure relief spring (32) is in contact with the valve body (1), and the other end is in contact with the first valve core (31), the locking assembly (2) comprises a locking block (21) and an electromagnet (22), the locking block (21) and the electromagnet (22) are arranged on the valve body (12) and the first pressure relief assembly (3) is provided with ... and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and a first pressure relief spring (32) and The electromagnet (22) is fixedly connected to the valve body (1), the locking block (21) can be attracted by the electromagnet (22) and move, a fixing protrusion (24) is provided on the side of the locking block (21) away from the electromagnet (22), the fixing protrusion (24) can limit the first valve core (31), so that the first valve core (31) blocks the communication between the air inlet interface (11) and the first outlet (14), and when the electromagnet (22) is energized, the electromagnet (22) attracts the locking block (21), so that the fixing protrusion (24) cancels the limiting of the first valve core (31); The valve body (1) is provided with a second channel (13) and a second pressure relief assembly (4); the air inlet interface (11), the first channel (12) and the second channel (13) are in communication; a second outlet (15) is provided in the second channel (13); the second pressure relief assembly (4) comprises a second valve core (41) and a second pressure relief spring (42) which cooperate with the second channel (13); one end of the second pressure relief spring (42) abuts against the valve body (1), and the other end abuts against the second valve core (41); the second valve core (41) abuts against the valve body (1) under the elastic force of the second pressure relief spring (42), so that the second valve core (41) blocks the communication between the air inlet interface (11) and the second outlet (15).

2. A rail vehicle carbon dioxide air conditioning safety valve according to claim 1, characterized in that: A locking block cavity (16) is provided in the valve body (1), the locking block (21) and the electromagnet (22) are arranged in the locking block cavity (16), a communication port (17) communicating with the locking block cavity (16) is provided in the first channel (12), the fixing protrusion (24) can extend into the first channel (12) through the communication port (17) and limit the first valve core (31), and when the electromagnet (22) is energized, the electromagnet (22) attracts the locking block (21), so that the fixing protrusion (24) is separated from the first channel (12), and the limiting of the first valve core (31) is cancelled.

3. A rail vehicle carbon dioxide air conditioning safety valve according to claim 2, characterized in that: A return spring (25) is provided on one side of the locking block (21) close to the electromagnet (22); one end of the locking block (21) is hinged to the valve body (1), and the other end is connected to one end of the return spring (25); and the other end of the return spring (25) is fixedly connected to the valve body (1).

4. A rail vehicle carbon dioxide air conditioning safety valve according to claim 1, characterized in that: The locking block (21) is provided with a magnetic block (23) that cooperates with the electromagnet (22), and the magnetic block (23) and the fixing protrusion (24) are arranged in opposite directions.

5. A rail vehicle carbon dioxide air conditioning safety valve according to claim 1, characterized in that: The side of the fixed protrusion (24) close to the first pressure relief spring (32) is an inclined surface, and the first valve core (31) is provided with a positioning groove (33) that cooperates with the fixed protrusion (24). When the fixed protrusion (24) cooperates with the positioning groove (33), the fixed protrusion (24) prevents the first valve core (31) from moving in the direction of the first pressure relief spring (32).

6. A rail vehicle carbon dioxide air conditioning safety valve according to claim 5, characterized in that: A valve seat (18) is provided in the first channel (12), and the valve seat (18) is provided between the first outlet (14) and the air inlet interface (11). When the valve seat (18) contacts the first valve core (31), the fixing protrusion (24) extends into the positioning groove (33).

7. A rail vehicle carbon dioxide air conditioning safety valve according to claim 6, characterized in that: The valve seat (18) is made of carbon fiber filled polytetrafluoroethylene.

8. A rail vehicle carbon dioxide air conditioning safety valve according to claim 1, characterized in that: The elastic force of the first pressure relief spring (32) is smaller than the elastic force of the second pressure relief spring (42).

9. A rail vehicle carbon dioxide air conditioning system, characterized in that: It comprises the safety valve as described in any one of claims 1 to 8, a CO2 concentration sensor and a control system, wherein the safety valve is arranged on the air-conditioning pipeline, the CO2 concentration sensor is arranged in the air-conditioning evaporation chamber, and the safety valve and the CO2 concentration sensor are connected to the control system.

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