A constant pressure valve for rail vehicle anti-slip device

Abstract

The present invention discloses a constant pressure valve for a rail vehicle anti-skid device, which belongs to the field of rail vehicle braking technology, and comprises: a lower valve body, a middle valve body is fixed on the top of the lower valve body, a first chamber is formed between the lower valve body and the middle valve body, and an exhaust valve is arranged in the first chamber; an upper valve body is fixed on the top of the middle valve body, a second chamber is formed between the middle valve body and the upper valve body, an upper valve cover is fixed on the top of the upper valve body, a third chamber is formed between the upper valve body and the upper valve cover, and an air filling valve is arranged in the third chamber; a through cavity is opened in the middle of the upper valve body, the second chamber and the third chamber are connected through the through cavity, and a one-way valve is also arranged in the through cavity; a plurality of pipes are opened in the middle valve body and the upper valve body. The present invention can automatically prevent and relieve the train from skidding based on the pressure change of the train brake pipe as a signal source; adding a one-way valve can prevent the anti-skid device from affecting the air pressure of the train brake pipe, thereby improving the safety performance of the train.

Description

Technical Field

[0001] The invention belongs to the technical field of rail vehicle braking, and in particular relates to a constant pressure valve for a rail vehicle anti-slip device. Background Art

[0002] As industry enters the era of automation and numerical control, compressed air has gradually become an important source of power. There are often multiple valves in the control air circuit, and each valve performs its own function to meet the corresponding design requirements. For a constant-pressure valve, when the gas pressure is higher than the valve core opening pressure, the valve core opens, allowing the air circuit to connect. When the gas pressure is lower than the valve core opening pressure, the valve core closes, cutting off the air circuit. In practical applications, such as the automatic anti-slip device of a rail vehicle, when the train starts, as the train pipe air pressure increases, the constant-pressure valve intake valve core opens, and the anti-slip device moves from the anti-slip position to the driving position, allowing the train to operate normally. When the train stops, the anti-slip device needs to be vented, and the anti-slip device moves from the driving position to the anti-slip position, temporarily keeping the train and the track fixed.

[0003] Chinese patent CN106352124B discloses a constant-pressure valve comprising a main pressure-regulating seat, a valve body, and a valve seat, which are sealed and connected in sequence from top to bottom. A main valve core is disposed between the main pressure-regulating seat and the valve body. The valve body is provided with an upper chamber that acts on the bottom of the main valve core. A secondary valve core is disposed between the valve body and the valve seat. The valve seat is provided with a lower chamber that acts on the bottom of the secondary valve core. The valve body is provided with a front port and a rear port. A middle chamber is provided within the valve body that acts on the top of the secondary valve core. The upper chamber is provided with an upper valve port that cooperates with the main valve core and communicates with the rear port. The middle chamber is provided with a middle valve port that cooperates with the secondary valve core and communicates with the front port. The front port communicates with the upper and lower chambers, respectively, and the rear port communicates with the middle chamber. However, the constant-pressure valve disclosed in this invention does not have a one-way function. This lack of a one-way function can cause the air pressure in the delay air cylinder of the anti-slip device to fluctuate with the train brake pipe pressure, causing pressure fluctuations in the train brake pipe and affecting safe braking of the train. Summary of the Invention

[0004] The object of the present invention is to provide a constant pressure valve for a rail vehicle anti-slip device to solve the deficiencies in the prior art.

[0005] In order to achieve the above-mentioned object of the invention, the technical solution adopted by the present invention is:

[0006] A constant pressure valve for a rail vehicle anti-slip device, comprising: a lower valve body, a middle valve body fixed to the top of the lower valve body, a first chamber formed between the lower valve body and the middle valve body, and an exhaust valve disposed in the first chamber;

[0007] An upper valve body is fixed on the top of the middle valve body, a second chamber is formed between the middle valve body and the upper valve body, an upper valve cover is fixed on the top of the upper valve body, a third chamber is formed between the upper valve body and the upper valve cover, and an air filling valve is provided in the third chamber;

[0008] A through cavity is provided in the middle of the upper valve body, the second chamber and the third chamber are connected through the through cavity, and a one-way valve is also provided in the through cavity;

[0009] A plurality of pipelines are provided in the middle valve body and the upper valve body.

[0010] Preferably, a first pipe and a second pipe are provided inside the middle valve body, and the first pipe is provided on the left side of the second pipe;

[0011] The first pipe includes: a first horizontal pipe, on which a first vertical pipe, a second vertical pipe, and a third vertical pipe are sequentially provided from left to right, the first vertical pipe vertically upwardly penetrating the top of the middle valve body, the second vertical pipe vertically downwardly penetrating the bottom of the middle valve body and communicating with the first chamber, and the third vertical pipe vertically upwardly penetrating the top of the middle valve body and communicating with the middle of the second chamber;

[0012] The second pipeline includes: a second horizontal pipe, a fourth vertical pipe is provided at the left end of the second horizontal pipe, and the fourth vertical pipe vertically passes through the top of the middle valve body and is connected with the side of the second chamber.

[0013] Preferably, an oblique pipe is provided through the interior of the upper valve body, the lower end of the oblique pipe is connected to the first vertical pipe, and the upper end of the oblique pipe is connected to the third chamber.

[0014] Preferably, the exhaust valve includes: a first spring, the bottom end of the first spring is fixed on the bottom wall of the first chamber, the top end of the first spring is fixed with a first diaphragm pressure plate, the circumferential seal of the first diaphragm pressure plate is installed with a first diaphragm, the top end of the first diaphragm pressure plate is fixed with a lower valve core, the lower valve core passes through the middle valve body and is arranged in the third vertical pipe, and the top end of the lower valve core is placed in the second chamber.

[0015] Preferably, the diameter of the third vertical pipe is larger than the diameter of the lower valve core.

[0016] Preferably, the air filling valve includes: a second diaphragm pressure plate, the second diaphragm pressure plate is arranged at the top of the through cavity, the circumferential seal of the second diaphragm pressure plate is installed with a second diaphragm, the top of the second diaphragm pressure plate is fixed with a second spring, and the top of the second spring is fixed with an end cover.

[0017] Preferably, a protective cover is provided on the top of the upper valve cover, and an adjusting bolt is provided at the center position of the top end of the upper valve cover, and the adjusting bolt is used in conjunction with the end cover.

[0018] Preferably, a support frame is provided at the bottom end of the third chamber, the one-way valve is fixed on the support frame, and the one-way valve includes: a third spring, and a one-way valve core is fixed to the top end of the third spring.

[0019] The present invention provides a constant pressure valve for a rail vehicle anti-slip device, which has the following advantages over the prior art:

[0020] The present invention provides a constant-pressure valve for a rail vehicle anti-skid device, which can use the pressure change of the train brake pipe as a signal source to automatically prevent and relieve the train from skidding; adding a one-way valve can prevent the anti-skid device from affecting the air pressure of the train brake pipe, thereby improving the safety performance of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0022] Figure 1 This is a schematic diagram of the first stage of releasing the anti-slip device according to the present invention;

[0023] Figure 2 This is a schematic diagram of the second stage of releasing the anti-slip device according to the present invention;

[0024] Figure 3 This is a schematic diagram of the third stage of releasing the anti-slip device according to the present invention;

[0025] Figure 4 This is a schematic diagram of the present invention when the anti-slip device is activated.

[0026] In the figure: 1-lower valve body, 2-middle valve body, 21-first pipe, 211-first horizontal pipe, 212-first vertical pipe, 213-second vertical pipe, 214-third vertical pipe, 22-second pipe, 221-second horizontal pipe, 222-fourth vertical pipe, 3-first chamber, 4-exhaust valve, 41-first spring, 42-first diaphragm pressure plate, 43-first diaphragm, 44-lower valve core, 5-upper valve body, 51-oblique pipe, 6-second chamber, 7-upper valve cover, 8-third chamber, 9-charging valve, 91-second diaphragm pressure plate, 92-second diaphragm, 93-second spring, 94-end cover, 10-through cavity, 11-one-way valve, 111-third spring, 112-one-way valve core, 12-protective cover, 13-adjusting bolt. DETAILED DESCRIPTION

[0027] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments:

[0028] Example 1

[0029] refer to Figure 1-4 As shown, the present invention provides a constant pressure valve for a rail vehicle anti-slip device, comprising: a lower valve body 1, a middle valve body 2 is fixed on the top of the lower valve body 1, a first chamber 3 is formed between the lower valve body 1 and the middle valve body 2, an exhaust valve 4 is arranged in the first chamber 3; the threshold value for opening the exhaust valve 4 is 50±20kPa (adjustable).

[0030] An upper valve body 5 is fixed on the top of the middle valve body 2, and a second chamber 6 is formed between the middle valve body 2 and the upper valve body 5. An upper valve cover 7 is fixed on the top of the upper valve body 5, and a third chamber 8 is formed between the upper valve body 5 and the upper valve cover 7. An air filling valve 9 is arranged in the third chamber 8; the threshold value for opening the air filling valve 9 is 490±20kPa (adjustable).

[0031] A through cavity 10 is formed in the middle of the upper valve body, and the second chamber 6 and the third chamber 8 are connected through the through cavity 10. A one-way valve 11 is also provided in the through cavity 10.

[0032] A plurality of pipes are provided in the middle valve body 2 and the upper valve body 5 .

[0033] As a preferred embodiment, a first pipe 21 and a second pipe 22 are provided inside the middle valve body 2, and the first pipe 21 is provided on the left side of the second pipe 22;

[0034] The first pipe 21 includes: a first horizontal pipe 211, on which a first vertical pipe 212, a second vertical pipe 213, and a third vertical pipe 214 are sequentially provided from left to right. The first vertical pipe 212 vertically extends upward through the top of the middle valve body 2, the second vertical pipe 213 vertically extends downward through the bottom of the middle valve body 2 and communicates with the first chamber 3, and the third vertical pipe 214 vertically extends upward through the top of the middle valve body 2 and communicates with the middle of the second chamber 6.

[0035] The second pipe 22 includes a second transverse pipe 221 , a fourth vertical pipe 222 is provided at the left end of the second transverse pipe 221 , and the fourth vertical pipe 22 vertically passes through the top of the middle valve body 2 and communicates with the side of the second chamber 6 .

[0036] As a preferred embodiment, an oblique pipe 51 is provided through the interior of the upper valve body 5 , the lower end of the oblique pipe 51 is connected to the first vertical pipe 212 , and the upper end of the oblique pipe 51 is connected to the third chamber 8 .

[0037] As a preferred embodiment, the exhaust valve 4 includes: a first spring 41, the bottom end of the first spring 41 is fixed on the bottom wall of the first chamber 3, the top end of the first spring 41 is fixed with a first diaphragm pressure plate 42, the circumferential seal of the first diaphragm pressure plate 42 is installed with a first diaphragm 43, the top end of the first diaphragm pressure plate 42 is fixed with a lower valve core 44, the lower valve core 44 passes through the middle valve body 2 and is arranged in the third vertical pipe 214, and the top end of the lower valve core 44 is placed in the second chamber 6.

[0038] As a preferred embodiment, the diameter of the third vertical pipe 214 is greater than the diameter of the lower valve core 44 .

[0039] As a preferred embodiment, the air filling valve 9 includes: a second diaphragm pressure plate 91, the second diaphragm pressure plate 91 is arranged at the top of the through cavity 10, the circumferential seal of the second diaphragm pressure plate 91 is installed with a second diaphragm 92, the top of the second diaphragm pressure plate 91 is fixed with a second spring 93, and the top of the second spring 93 is fixed with an end cover 94.

[0040] As a preferred embodiment, a protective cover 12 is provided on the top of the upper valve cover 7, and an adjusting bolt 13 is provided at the center of the top of the upper valve cover 7. The adjusting bolt 13 cooperates with the end cover 94. Rotating the adjusting bolt 13 controls the force of the second spring 93 acting on the second diaphragm pressure plate 91, thereby controlling the air pressure threshold at which the air charging valve 9 opens.

[0041] As a preferred embodiment, a support frame is provided at the bottom end of the third chamber 8, and the one-way valve 11 is fixed on the support frame. The one-way valve 11 includes: a third spring 111, and a one-way valve core 112 is fixed to the top end of the third spring 111.

[0042] Example 2

[0043] refer to Figure 1This stage is the first stage when the anti-slip device of the rail vehicle is released, that is, the air pressure in the first chamber 3 and the third chamber 8 is less than or equal to 50 kPa. At this time, the exhaust valve 4 is open, the air filling valve 9 is closed, and the train brake pipe fills air into the first transverse pipe 211. Part of the filled air flows along the first vertical pipe 212 and the oblique pipe 51 into the third chamber 8, part flows along the second vertical pipe 213 into the first chamber 3, and another part flows along the third vertical pipe 214 into the second chamber 6, and then flows into the delay air cylinder along the fourth vertical pipe 222 and the second transverse pipe 221;

[0044] refer to Figure 2 This stage is the second stage when the anti-slip device of the rail vehicle is released, that is, the air pressure in the first chamber 3 and the third chamber 8 is greater than 50kPa and less than or equal to 490kPa. At this time, the exhaust valve 4 and the air filling valve 9 are both closed, and the gas stops flowing;

[0045] refer to Figure 3 This stage is the third stage when the anti-slip device of the rail vehicle is released, that is, the air pressure in the first chamber 3 and the third chamber 8 is greater than 490kPa. At this time, the exhaust valve 4 is still in the closed state, and the air filling valve 9 is opened. The air flows from the third chamber 8 into the through cavity 10 and pushes open the one-way valve core 112, allowing the gas to enter the second chamber 6 and continue to flow into the delay air cylinder along the fourth vertical pipe 222 and the second horizontal pipe 221. Finally, the anti-slip device changes from the anti-slip position to the relief position;

[0046] refer to Figure 4 This stage is when the rail vehicle starts the anti-skid device. At this time, the train brake pipe stops charging air into the first transverse pipe 211 and switches to exhaust mode. At this time, because the air pressure in the third chamber 8 is lower than the air pressure in the second chamber 6, the one-way valve core 112 and the second diaphragm pressure plate 91 are reset and closed under the action of the third spring 111 and the second spring 93. At this time, the first spring 41 in the first chamber 3 also drives the first diaphragm pressure plate 42 to reset, thereby opening the exhaust valve 4. At this time, the air flow in the delayed air cylinder flows along the second transverse pipe 221 and the fourth vertical pipe 222 to the second chamber 6, and then is discharged back to the train brake pipe along the third vertical pipe 214 and the first transverse pipe 211.

[0047] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply 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 a limitation on this application. 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 an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0048] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0049] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A constant pressure valve for a rail vehicle anti-slip device, characterized in that: include: A lower valve body (1), a middle valve body (2) is fixed to the top of the lower valve body (1), a first chamber (3) is formed between the lower valve body (1) and the middle valve body (2), and an exhaust valve (4) is provided in the first chamber (3); An upper valve body (5) is fixed on the top of the middle valve body (2), a second chamber (6) is formed between the middle valve body (2) and the upper valve body (5), an upper valve cover (7) is fixed on the top of the upper valve body (5), a third chamber (8) is formed between the upper valve body (5) and the upper valve cover (7), and an air filling valve (9) is provided in the third chamber (8); A through cavity (10) is provided in the middle of the upper valve body, and the second chamber (6) and the third chamber (8) are connected through the through cavity (10). A one-way valve (11) is also provided in the through cavity (10); A plurality of pipes are provided in the middle valve body (2) and the upper valve body (5); A first pipe (21) and a second pipe (22) are provided inside the middle valve body (2), and the first pipe (21) is arranged on the left side of the second pipe (22); The first pipe (21) comprises: a first transverse pipe (211), on which a first vertical pipe (212), a second vertical pipe (213) and a third vertical pipe (214) are sequentially provided from left to right, wherein the first vertical pipe (212) vertically penetrates the top of the middle valve body (2) upward, the second vertical pipe (213) vertically penetrates the bottom of the middle valve body (2) downward and is connected to the first chamber (3), and the third vertical pipe (214) vertically penetrates the top of the middle valve body (2) upward and is connected to the middle of the second chamber (6); The second pipe (22) comprises: a second transverse pipe (221); a fourth vertical pipe (222) is provided at the left end of the second transverse pipe (221); the fourth vertical pipe (222) vertically passes through the top of the middle valve body (2) and is connected to the side of the second chamber (6); An oblique pipe (51) is provided inside the upper valve body (5), the lower end of the oblique pipe (51) is connected to the first vertical pipe (212), and the upper end of the oblique pipe (51) is connected to the third chamber (8); The exhaust valve (4) comprises: a first spring (41), the bottom end of the first spring (41) is fixed on the bottom wall of the first chamber (3), the top end of the first spring (41) is fixed with a first diaphragm pressure plate (42), the circumferential seal of the first diaphragm pressure plate (42) is installed with a first diaphragm (43), the top end of the first diaphragm pressure plate (42) is fixed with a lower valve core (44), the lower valve core (44) passes through the middle valve body (2) and is arranged in the third vertical pipe (214), and the top end of the lower valve core (44) is placed in the second chamber (6).

2. A constant pressure valve for a rail vehicle anti-slip device according to claim 1, characterized in that: The diameter of the third vertical pipe (214) is greater than the diameter of the lower valve core (44).

3. A constant pressure valve for a rail vehicle anti-slip device according to claim 1, characterized in that: The air filling valve (9) comprises: a second diaphragm pressure plate (91), the second diaphragm pressure plate (91) is arranged at the top end of the through cavity (10), a second diaphragm (92) is installed in the circumferential seal of the second diaphragm pressure plate (91), a second spring (93) is fixed to the top end of the second diaphragm pressure plate (91), and an end cover (94) is fixed to the top end of the second spring (93).

4. A constant pressure valve for a rail vehicle anti-slip device according to claim 3, characterized in that: A protective cover (12) is provided on the top of the upper valve cover (7), and an adjusting bolt (13) is provided at the center position of the top of the upper valve cover (7). The adjusting bolt (13) is used in conjunction with the end cover (94).

5. The constant pressure valve for anti-slip device of rail vehicle according to claim 1, characterized in that: A support frame is provided at the bottom end of the third chamber (8), and the one-way valve (11) is fixed on the support frame. The one-way valve (11) comprises a third spring (111), and a one-way valve core (112) is fixed to the top end of the third spring (111).

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