A rail vehicle brake system air pressure test conversion joint

Abstract

The invention discloses a rail vehicle brake system air pressure test conversion joint, which belongs to the technical field of air pressure test conversion joints, and comprises an adjusting mechanism and an air circuit sleeve; the adjusting mechanism comprises a first sleeve and a second sleeve, one end of the second sleeve is inserted into the first sleeve and the second sleeve can move axially along the passage; a plurality of adjusting grooves are arranged on the first sleeve; a blind hole is arranged on the side of the second sleeve, and a locking rod is arranged on the blind hole, and the second sleeve can be rotated to make the locking rod snap into the adjusting groove to limit the movement of the second sleeve; a locking nut is arranged at the other end of the second sleeve; a transition end is arranged at the other end of the air circuit sleeve; when the second sleeve is moving, the second sleeve can be rotated so that the locking rod snaps into different adjusting grooves, so as to lock the second sleeve, so as to adjust the connection length of the locking nut according to the external thread length of the test interface and the valve core depth, and at the same time, the insertion of the air circuit sleeve into the valve core is not affected.

Description

Technical Field

[0001] The invention relates to an air pressure test conversion joint for a rail vehicle brake system, belonging to the technical field of air pressure test conversion joints. Background Art

[0002] A test connector is provided in the air circuit of the rail vehicle braking system to test the gas pressure in the braking system. At present, the test connector interfaces of different braking system suppliers are different, and their interface types mainly include quick-insert type and threaded type. Among them, the quick-insert quick connector models have been basically standardized, and the pressure gauge and quick connector with a unified interface can be used to test the braking system pressure. When using the test connector with a threaded interface type, a nut with a matching internal thread needs to be screwed into the external thread interface on the test connector, and the valve core air circuit is pushed open by the ejector pin at the end of the test gauge. However, the difference in the external thread length and the valve core depth on the test connector makes it difficult to standardize. It is usually necessary to make a special tooling or purchase a conversion connector matching the test connector to test the air circuit pressure; the device is not universal, the production cost is expensive and difficult to manage, which brings great inconvenience to the brake system gas pressure test.

[0003] The information disclosed in this background technology section is only intended to enhance the understanding of the overall background of the invention and should not be regarded as an acknowledgement or any form of suggestion that the information constitutes the prior art already known to ordinary technicians in this field. Summary of the invention

[0004] The purpose of the present invention is to overcome the deficiencies in the prior art and to provide a rail vehicle brake system air pressure test conversion joint, which solves the problem that the test joint of the current threaded interface type has different external thread lengths and valve core depths on the test interface, and that different test joints need to be replaced for testing.

[0005] In order to achieve the above purpose / solve the above technical problems, the present invention is implemented by adopting the following technical solutions:

[0006] A rail vehicle brake system air pressure test conversion joint, comprising an adjustment mechanism and an air circuit sleeve;

[0007] The adjustment mechanism comprises a first sleeve and a second sleeve, wherein the first sleeve has a passage inside, one end of the second sleeve is inserted into the first sleeve and the second sleeve can move axially along the passage; the first sleeve is provided with a plurality of adjustment grooves, and two adjacent adjustment grooves are connected to each other; a blind hole is provided on the side of the second sleeve, and a locking rod matching the adjustment groove is provided on the blind hole, and the second sleeve can be rotated so that the locking rod is stuck in the adjustment groove to limit the movement of the second sleeve;

[0008] The other end of the second sleeve is provided with a locking nut for connecting to the vehicle test interface;

[0009] The second sleeve has a slot inside, the gas sleeve is movably connected to the slot, one end of the gas sleeve passes through the slot and extends out of the second sleeve, and the other end of the gas sleeve is provided with a transition end for connecting the pressure gauge to the first sleeve.

[0010] Optionally, the adjustment groove is Z-shaped.

[0011] Optionally, the locking rod is threadedly connected to the blind hole.

[0012] Optionally, one end of the transition end is provided with an external thread for connecting to the first sleeve, and the other end of the transition end is provided with an internal thread for connecting to a pressure gauge.

[0013] Optionally, an anti-loosening gasket is sleeved on the air circuit sleeve, and the anti-loosening gasket is located between the transition end and the first sleeve, which can strengthen the connection between the air circuit sleeve and the first sleeve.

[0014] Optionally, one end of the second sleeve connected to the locking nut is provided with a limiting boss to prevent the locking nut from falling off the second sleeve.

[0015] Optionally, one end of the air circuit sleeve extending out of the second sleeve is provided with a U-shaped groove for pushing open the valve core of the vehicle test interface.

[0016] Optionally, an annular groove is provided on the side of the gas circuit sleeve, and a first sealing ring for sealing the gas circuit is sleeved on the annular groove.

[0017] Optionally, a second sealing ring is provided on the side of the locking nut opposite to the first sleeve to seal the gas path during operation.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] The present invention provides a first sleeve and a second sleeve, wherein the second sleeve can move axially in the first sleeve, and the first sleeve is provided with a plurality of adjustment grooves. When the second sleeve moves, the second sleeve can be rotated so that the locking rod is stuck in different adjustment grooves, thereby locking the second sleeve, and adjusting the connection length of the locking nut according to the external thread length of the test interface and the valve core depth, while not affecting the insertion of the gas circuit sleeve into the valve core. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall structure of a rail vehicle brake system air pressure test conversion joint provided by an embodiment of the present invention;

[0021] Figure 2 It is an exploded view of a rail vehicle brake system air pressure test conversion joint provided by an embodiment of the present invention;

[0022] Figure 3It is a rear structural cross-sectional view of a rail vehicle braking system air pressure test conversion joint provided by an embodiment of the present invention.

[0023] In the figure: 1. adjustment mechanism; 101. first sleeve; 1011. adjustment groove; 102. second sleeve; 1021. blind hole; 1022. locking rod; 2. air path sleeve; 3. locking nut; 4. limiting boss; 5. U-shaped groove; 6. transition end; 7. anti-loosening gasket; 8. annular groove; 9. first sealing ring; 10. second sealing ring. DETAILED DESCRIPTION

[0024] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and cannot be used to limit the protection scope of the present invention.

[0025] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", and the like may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0026] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances. Example

[0027] A rail vehicle brake system air pressure test conversion joint, comprising an adjustment mechanism 1 and an air circuit sleeve 2;

[0028] like Figure 1 and Figure 2As shown, the adjustment mechanism 1 includes a first sleeve 101 and a second sleeve 102. The first sleeve 101 has a passage inside. The right end of the second sleeve 102 is inserted into the passage of the first sleeve 101. The second sleeve 102 is movably connected to the first sleeve 101, and the second sleeve 102 can move along the axial direction of the first sleeve 101. The side of the first sleeve 101 is provided with a plurality of adjustment grooves 1011. In this embodiment, the number of the adjustment grooves 1011 is three. The adjustment grooves 1011 are Z-shaped, and two adjacent adjustment grooves 1011 are connected to each other. The side of the second sleeve 102 is provided with a blind hole 1021. The blind hole 1021 is threadedly connected with a locking rod 1022. The locking rod 1022 matches the adjustment groove 1011. When the second sleeve 102 rotates in the first sleeve 101, the locking rod 1022 can be stuck in the adjustment groove 1011, so as to limit the axial movement of the second sleeve 102 along the first sleeve 101.

[0029] like Figure 2 As shown, the left end of the second sleeve 102 is threadedly connected with a locking nut 3, and the locking nut 3 is used to be connected to the external thread of the vehicle test interface, and the left end of the second sleeve 102 is also fixedly connected to a limiting boss 4, and the length of the limiting boss 4 is greater than the inner diameter of the locking nut 3, which is used to prevent the locking nut 3 from falling off the second sleeve 102; a slot is provided inside the second sleeve 102, and the slot extends along the axial direction of the second sleeve 102, the gas sleeve 2 is movably plugged into the slot, the left end of the gas sleeve 2 passes through the slot and extends out of the second sleeve 102, and a U-shaped groove 5 is provided at the left end of the gas sleeve 2, and the U-shaped groove 5 is used to push open the valve core of the vehicle test connector;

[0030] like Figure 2 As shown, the right end of the gas circuit sleeve 2 is fixedly connected with the transition end 6, the right end of the transition end 6 is provided with a groove, the groove is provided with an internal thread, the left end of the transition end 6 has an outward protrusion, the outer ring of the protrusion is provided with an external thread, the right end of the transition end 6 is threadedly connected to the pressure gauge, the side of the gas circuit sleeve 2 is movably sleeved with an anti-loosening gasket 7, the anti-loosening gasket 7 is located between the first sleeve 101 and the transition end 6, and can strengthen the connection between the gas circuit sleeve 2 and the first sleeve 101, and the left end of the transition end 6 is threadedly connected to the right end of the first sleeve 101.

[0031] like Figure 2 As shown, an annular groove 8 is provided on the side of the gas circuit sleeve 2, and a first sealing ring 9 is sleeved on the annular groove 8. When the gas circuit sleeve 2 is inserted into the second sleeve 102, the first sealing ring 9 is used to seal the gas circuit.

[0032] like Figure 3 As shown, a second sealing ring 10 is placed inside the left side of the locking nut 3. When the locking thread is connected to the vehicle test interface, the second sealing ring 10 can seal the gap between the locking nut 3 and the vehicle test interface.

[0033] During installation, first connect the transition end 6 to the pressure gauge, then pull out the second sleeve 102 to the left, so that the locking rod 1022 is located in the leftmost adjustment slot 1011, and the extended length of the second sleeve 102 is at the maximum;

[0034] Next, align the left end of the second sleeve 102 with the vehicle test interface, and then screw the locking nut 3 onto the vehicle test interface. At this time, the second sleeve 102 is fixedly connected to the vehicle test interface.

[0035] Furthermore, hold the first sleeve 101 and rotate it to move the locking rod 1022 out of the leftmost adjustment slot 1011, and at the same time press the first sleeve 101 in the direction close to the vehicle test interface until the U-shaped groove 5 at the left end of the gas circuit sleeve 2 is inserted into the vehicle test interface and the valve core is pushed open;

[0036] Finally, rotate the first sleeve 101 again so that the locking rod 1022 is stuck in another adjusting groove 1011. At this time, the installation is completed. When the gas path is opened, the axial pressure generated by the high-pressure gas is transmitted to the locking rod 1022 through the locking nut 3 and the second sleeve 102. At this time, the locking rod 1022 squeezes the adjusting groove 1011 and is in a locked state.

[0037] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A rail vehicle brake system air pressure test conversion joint, characterized in that: It includes an adjustment mechanism and a gas line sleeve; The adjustment mechanism comprises a first sleeve and a second sleeve, wherein the first sleeve has a passage inside, one end of the second sleeve is inserted into the first sleeve and the second sleeve can move axially along the passage; the first sleeve is provided with a plurality of adjustment grooves, and two adjacent adjustment grooves are interconnected, and the adjustment grooves are Z-shaped; a blind hole is provided on the side of the second sleeve, and a locking rod matching the adjustment groove is provided on the blind hole, and the second sleeve can be rotated to make the locking rod snap into the adjustment groove to limit the movement of the second sleeve; The other end of the second sleeve is provided with a locking nut for connecting to the vehicle test interface; The second sleeve has a slot inside, the gas sleeve is movably connected to the slot, one end of the gas sleeve passes through the slot and extends out of the second sleeve, and the other end of the gas sleeve is provided with a transition end for connecting the pressure gauge to the first sleeve.

2. A rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: The locking rod is threadedly connected to the blind hole.

3. A rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: One end of the transition end is provided with an external thread for connecting to the first sleeve, and the other end of the transition end is provided with an internal thread for connecting to a pressure gauge.

4. A rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: The air circuit sleeve is sleeved with an anti-loosening gasket, which is located between the transition end and the first sleeve.

5. The rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: One end of the second sleeve connected to the locking nut is provided with a limiting boss.

6. A rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: One end of the gas circuit sleeve extending out of the second sleeve is provided with a U-shaped groove for pushing open the valve core of the vehicle test interface.

7. A rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: An annular groove is provided on the side of the gas circuit sleeve, and a first sealing ring for sealing the gas circuit is sleeved on the annular groove.

8. The rail vehicle brake system air pressure test conversion joint according to claim 1, characterized in that: A second sealing ring is provided on the side of the locking nut opposite to the first sleeve.

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