A double-seal local pressure reduction structure for a railway passenger car distribution valve

Abstract

The present invention discloses a double-sealed partial pressure reduction structure for a railway passenger car distribution valve, which includes a slide valve sleeve and a slide valve. A partial pressure reduction passage is provided inside the slide valve, and a partial pressure reduction hole is provided on the slide valve sleeve. Through the relative movement between the slide valve sleeve and the slide valve, the connection or disconnection of the outlet of the partial pressure reduction passage and the partial pressure reduction hole is controlled. In the early stage of braking, the distance between the lower end of the outlet of the partial pressure reduction passage and the upper end inside the partial pressure reduction hole is a, and in the later stage of braking, the distance that the slide valve moves upward is b, and a < b. The beneficial effects of the present invention are as follows: Optimize the partial pressure reduction passage of the passenger car distribution valve from the design source, adjust the size of the inlet hole groove of the partial pressure reduction chamber on the slide valve surface (i.e., the outlet of the partial pressure reduction passage), so that the partial pressure reduction passage between the slide valve and the slide valve sleeve is disconnected when the passenger car distribution valve is in the braking and holding pressure position. In this way, the partial pressure reduction passage inside the slide valve becomes a double-sealed structure, greatly improving the sealing performance of the partial pressure reduction passage and significantly reducing the leakage phenomenon at the partial pressure reduction exhaust port.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of railway passenger car distribution valve, and particularly relates to a double-sealing local pressure reduction structure of a railway passenger car distribution valve. BACKGROUND

[0002] The existing local pressure reduction structure is shown in Figure 1 The upper part of the main piston assembly 1 is train pipe pressure air, and the lower part is working air cylinder pressure air.

[0003] At the beginning of braking, the train pipe is reduced in pressure, the main piston assembly 1 drives the restriction valve 4 to move upward on the top surface of the spool valve 3 (at this time, the spool valve 3 does not move), and the train pipe on the top surface of the spool valve 3 is connected to the local reduction passage 5 through the groove on the restriction valve 4, the train pipe pressure air is discharged to the atmosphere through the local reduction passage 5 in the spool valve 3 and the local reduction hole 6 on the spool valve sleeve 2, the train pipe is rapidly locally reduced in pressure, the pressure difference between the two sides of the main piston assembly 1 is suddenly increased, and the main piston assembly 1 drives the spool valve 3 to quickly move upward to the braking position by overcoming the frictional resistance between the spool valve 3 and the spool valve sleeve 2.

[0004] At the braking pressure maintaining position, the pressure on both sides of the main piston assembly 1 is balanced, the main piston assembly 1 drives the restriction valve 4 to move downward on the top surface of the spool valve 3 (at this time, the spool valve does not move), and the train pipe on the top surface of the spool valve is cut off from the local reduction passage.

[0005] In the multiple field investigations, the vehicle operation department often reflects that there are many air leakage phenomena of the local reduction exhaust port of the passenger car distribution valve during the 5-minute pressure maintaining test in the warehouse, which causes the natural relief failure of the passenger car distribution valve at the braking pressure maintaining position.

[0006] When checking the relative position size of the local reduction passage of the spool valve and the spool valve sleeve of the existing passenger car distribution valve, it is found that although the restriction valve cuts off the train pipe from the local reduction passage at the braking pressure maintaining position, the local reduction passage of the spool valve and the spool valve sleeve is not disconnected.

[0007] After analysis, when the restriction valve surface or the spool valve sleeve surface has normal scratches after a period of vehicle operation, the working air cylinder or the train pipe air may enter the local reduction passage in the spool valve, which easily causes the air leakage of the local reduction exhaust port, and the vehicle operation department often reflects that there are many air leakage phenomena of the local reduction exhaust port of the passenger car distribution valve after a period of operation. SUMMARY

[0008] The purpose of the present application is to provide a double-sealing local pressure reduction structure of a railway passenger car distribution valve, which solves the problem of air leakage of the local reduction exhaust port of the existing distribution valve.

[0009] The purpose of the present application is achieved by the following technical scheme:

[0010] The invention discloses a double-seal local pressure reduction structure of a railway passenger car distribution valve, which comprises a spool sleeve and a spool, wherein the spool is internally provided with a local pressure reduction passage, the spool sleeve is provided with a local pressure reduction hole, and the outlet of the local pressure reduction passage is communicated with or disconnected from the local pressure reduction hole through the relative movement between the spool sleeve and the spool; in the early stage of braking, the distance between the low end of the outlet of the local pressure reduction passage and the high end of the inner side of the local pressure reduction hole is a, and in the late stage of braking, the distance of upward movement of the spool is b, and a < b.

[0011] Further, in the early stage of braking, the distance between the high end of the outlet of the local pressure reduction passage and the high end of the inner side of the local pressure reduction hole is c, the distance between the high end and the low end of the outlet of the local pressure reduction passage is d, and d = a + c, and then b + c > d is obtained through conversion.

[0012] Further, the invention further comprises a throttle valve, which is provided with a groove, and the inlet of the local pressure reduction passage is communicated with or disconnected from the groove through the relative movement between the throttle valve and the spool.

[0013] Further, the invention further comprises a main piston assembly, which controls the movement of the throttle valve relative to the spool and controls the movement of the spool relative to the spool sleeve.

[0014] Further, the upper part of the main piston assembly is train pipe pressure air, and the lower part of the main piston assembly is working air cylinder pressure air.

[0015] Further, in the early stage of braking, the throttle valve moves upward relative to the spool to communicate the inlet of the local pressure reduction passage with the groove on the throttle valve, at this time, the spool does not move, the outlet of the local pressure reduction passage is communicated with the local pressure reduction hole on the spool sleeve, and the train pipe pressure air is discharged to the atmosphere through the local pressure reduction passage in the spool and the local pressure reduction hole on the spool sleeve.

[0016] Further, in the late stage of braking, the spool moves upward relative to the spool sleeve to stagger the outlet of the local pressure reduction passage and the local pressure reduction hole, so as to realize the disconnection of the outlet of the local pressure reduction passage.

[0017] Further, in the brake pressure maintaining position, the throttle valve moves downward relative to the spool to stagger the inlet of the local pressure reduction passage and the groove on the throttle valve, so as to realize the disconnection of the inlet of the local pressure reduction passage.

[0018] Further, the upper part of the main piston assembly is train pipe pressure air, and the lower part of the main piston assembly is working air cylinder pressure air; in the early stage of braking, the train pipe pressure is reduced, the main piston assembly drives the throttle valve to move upward relative to the spool to form a rapid local pressure reduction of the train pipe; in the late stage of braking, the pressure difference between the two sides of the main piston assembly increases suddenly, the main piston assembly drives the spool to overcome the frictional resistance between the spool and the spool sleeve and quickly moves to the brake position; in the brake pressure maintaining position, the pressure on both sides of the main piston assembly is balanced, and the main piston assembly drives the throttle valve to move downward.

[0019] The beneficial effects of the present application: from the design source optimization of passenger car distribution valve local reduction path, adjust the local reduction chamber into hole slot (ie local reduction path outlet) size of the slide valve, so that the passenger car distribution valve in brake pressure holding position, the slide valve and the slide valve sleeve local reduction path is disconnected, so that the local reduction path in the slide valve becomes a double seal structure, greatly improves the sealing performance of the local reduction path, significantly reduces the leakage phenomenon of the local reduction exhaust port.

[0020] The foregoing main scheme of the present application and each further selected scheme can be freely combined to form multiple schemes, all of which are the schemes that can be adopted and claimed by the present application; and the present application can also be freely combined between (each non-conflicting selection) and between other selections. Those skilled in the art can understand that there are many combinations according to the prior art and common knowledge after understanding the schemes of the present application, all of which are the technical schemes claimed by the present application, and are not listed here. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is the schematic diagram of the existing local pressure reduction structure.

[0022] Figure 2 is the schematic diagram of the local pressure reduction structure of the present application.

[0023] Figure 3 is the size matching relationship at the outlet of the local reduction path of the present application

[0024] In the figure: 1 - main piston assembly, 2 - slide valve sleeve, 3 - slide valve, 4 - regulating valve, 5 - local reduction path, 6 - local reduction hole. DETAILED DESCRIPTION

[0025] The following non-limiting examples are used to illustrate the present application.

[0026] Example 1:

[0027] Reference Figure 2 and Figure 3 As shown in the figure, a double-sealed local pressure reduction structure of a railway passenger car distribution valve includes a main piston assembly 1, a slide valve sleeve 2, a slide valve 3, and a regulating valve 4.

[0028] The upper part of the main piston assembly 1 is train pipe pressure air, and the lower part of the main piston assembly 1 is working air cylinder pressure air. The upper and lower parts of the main piston assembly 1 can control the up and down movement of the main piston assembly 1 through the pressure difference between the upper and lower parts.

[0029] The top of the main piston assembly 1 is in contact with the slide valve 3, and the top of the main piston assembly 1 is in contact with the regulating valve 4. The main piston assembly 1 controls the up and down movement of the regulating valve 4 relative to the slide valve 3, and the main piston assembly 1 controls the up and down movement of the slide valve 3 relative to the slide valve sleeve 2.

[0030] The slide valve 3 is vertically slid in the slide valve sleeve 2, the regulating valve 4 is vertically slid in the slide valve 3, the slide valve 3 is provided with a local reduction passage 5, and the slide valve sleeve 2 is provided with a local reduction hole 6. By the relative movement between the slide valve sleeve 2 and the slide valve 3, the outlet of the local reduction passage 5 is communicated with or disconnected from the local reduction hole 6, so as to realize the air in the local reduction passage being discharged to the atmosphere or the local reduction passage being sealed. By the relative movement between the regulating valve 4 and the slide valve 3, the inlet of the local reduction passage 5 is communicated with or disconnected from the groove, so as to realize the train pipe pressure air being sent into the local reduction passage or the local reduction passage being sealed.

[0031] In the early stage of braking, the distance between the low end of the outlet of the local reduction passage 5 and the high end of the inner side of the local reduction hole 6 is a, and in the later stage of braking, the distance of the upward movement of the slide valve 3 is b, a < b, so as to ensure that the local reduction passage 5 outlet and the local reduction hole 6 are staggered to form a seal after the slide valve 3 moves. Or, in the early stage of braking, the distance between the high end of the outlet of the local reduction passage 5 and the high end of the inner side of the local reduction hole 6 is c, the distance between the high end and the low end of the outlet of the local reduction passage 5 is d, d = a + c, and then b + c > d can be obtained by conversion.

[0032] The embodiment optimizes the local reduction passage from the design source, adjusts the size of the local reduction chamber inlet groove (i.e. the outlet of the local reduction passage) of the slide valve surface, and can also optimize the movement distance b of the slide valve, so that the passenger car distribution valve disconnects the local reduction passage of the slide valve and the slide valve sleeve when the brake pressure maintaining position. At this time, not only is the regulating valve closed, but also the local reduction passage of the slide valve and the slide valve sleeve is staggered, so that the local reduction passage in the slide valve becomes a double-sealed structure, greatly improving the sealing performance of the local reduction passage in the slide valve. When the regulating valve surface or the slide valve surface has normal scratches after the vehicle is used for a period of time, even if the working air cylinder or the train pipe pressure air may enter the local reduction passage in the slide valve, it will not cause air leakage of the local reduction exhaust port, which can significantly reduce the leakage phenomenon of the local reduction exhaust port.

[0033] Embodiment 2:

[0034] Reference Figure 2 and Figure 3 As shown in FIG. 1, a double-sealed local reduction structure of a railway passenger car distribution valve includes a main piston assembly 1, a slide valve sleeve 2, a slide valve 3, and a regulating valve 4, and the structure is the same as that of embodiment 1.

[0035] The upper part of the main piston assembly 1 is the train pipe pressure air, and the lower part is the working air cylinder pressure air.

[0036] In the early stage of braking, the train pipe pressure is reduced, the main piston assembly 1 drives the regulating valve 4 to move upward relative to the slide valve 3, the inlet of the local reduction passage 5 is communicated with the groove on the regulating valve 4, at this time the slide valve 3 does not move, the outlet of the local reduction passage 5 is communicated with the local reduction hole 6 on the slide valve sleeve 2, the train pipe pressure air is discharged to the atmosphere through the local reduction passage 5 in the slide valve 3 and the local reduction hole 6 on the slide valve sleeve, and the train pipe pressure is quickly reduced.

[0037] In the later stage of braking, the pressure difference between the two sides of the main piston composition 1 increases suddenly, the main piston composition 1 drives the slide valve 3 to overcome the frictional resistance between the slide valve 3 and the slide valve sleeve 2, and quickly moves up to the braking position, the slide valve 3 moves upward relative to the slide valve sleeve 2, the outlet of the local reduction passage 5 is misaligned with the local reduction hole 6, and the outlet of the local reduction passage 5 is disconnected.

[0038] In the brake pressure maintaining position, the pressure on both sides of the main piston composition 1 is balanced, the main piston composition 1 drives the throttle valve 4 to move downward relative to the slide valve 3, the inlet of the local reduction passage 5 is misaligned with the groove on the throttle valve 4, and the inlet of the local reduction passage 5 is disconnected.

[0039] The foregoing basic examples and each further selected example of the present application can be freely combined to form a plurality of embodiments, all of which are embodiments that can be adopted and claimed by the present application. In the present application scheme, each selected example can be arbitrarily combined with any basic example and selected example.

[0040] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A double-seal partial pressure reducing structure of a railway passenger car distribution valve, comprising a spool sleeve (2) and a spool (3), the spool (3) being provided with a partial pressure reducing passage (5), the spool sleeve (2) being provided with a partial pressure reducing hole (6), the outlet of the partial pressure reducing passage (5) being communicated with or disconnected from the partial pressure reducing hole (6) by relative movement between the spool sleeve (2) and the spool (3), characterized in that: The distance between the low end of the local reduction passage (5) outlet and the high end of the local reduction hole (6) is a in the early braking stage, and the distance of the upward movement of the spool valve (3) is b in the late braking stage, a < b; ​ In the early braking stage, the restriction valve (4) moves upward relative to the spool valve (3) to connect the local reduction passage (5) inlet with the groove on the restriction valve (4), at this time, the spool valve (3) does not move, the local reduction passage (5) outlet is connected with the local reduction hole (6) on the spool valve sleeve (2), and the train pipe pressure air is discharged to the atmosphere through the local reduction passage (5) in the spool valve (3) and the local reduction hole (6) on the spool valve sleeve. In the late braking stage, the spool valve (3) moves upward relative to the spool valve sleeve (2) to disengage the local reduction passage (5) outlet from the local reduction hole (6), so that the local reduction passage (5) outlet is disconnected.

2. The dual seal partial pressure reducing structure of a passenger car distribution valve according to claim 1, characterized by: The distance between the high end of the local reduction passage (5) outlet and the high end of the local reduction hole (6) is c in the early braking stage, the distance between the high end and the low end of the local reduction passage (5) outlet is d, and d = a + c, so b + c > d.

3. The dual seal partial pressure reducing structure of a passenger car distribution valve according to claim 1, characterized by: The restriction valve (4) is further provided with a groove, and the connection or disconnection of the local reduction passage (5) inlet and the groove is controlled by the relative movement of the restriction valve (4) and the spool valve (3).

4. The dual seal partial pressure reducing structure of a passenger car distribution valve according to claim 3, characterized by: The main piston assembly (1) controls the movement of the restriction valve (4) relative to the spool valve (3), and the main piston assembly (1) controls the movement of the spool valve (3) relative to the spool valve sleeve (2).

5. The dual seal partial pressure reducing arrangement for a passenger car distribution valve of claim 4 wherein: The upper part of the main piston assembly (1) is train pipe pressure air, and the lower part of the main piston assembly (1) is working air cylinder pressure air.

6. The dual seal partial pressure reducing arrangement for a passenger car distribution valve of claim 1 wherein: In the braking holding position, the restriction valve (4) moves downward relative to the spool valve (3) to disengage the local reduction passage (5) inlet from the groove on the restriction valve (4), so that the local reduction passage (5) inlet is disconnected.

7. The dual seal partial pressure reducing arrangement for a passenger car distribution valve of claim 1 wherein: The upper part of the main piston assembly (1) is train pipe pressure air, and the lower part of the main piston assembly (1) is working air cylinder pressure air; in the early braking stage, the train pipe pressure is reduced, the main piston assembly (1) drives the restriction valve (4) to move upward relative to the spool valve (3), and the train pipe pressure is rapidly reduced locally; in the late braking stage, the pressure difference between the two sides of the main piston assembly (1) increases suddenly, the main piston assembly (1) drives the spool valve (3) to overcome the frictional resistance between the spool valve (3) and the spool valve sleeve (2) and quickly moves to the braking position; in the braking holding position, the pressure balance of the two sides of the main piston assembly (1) is balanced, and the main piston assembly (1) drives the restriction valve (4) to move downward.

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